Port Moresby Urban Development Plan

National Capital District Commission

Urban Development Plan Review 2020

Port Moresby

Towards 2030

‘One City, One People, One Future’

NOVEMBER 2020

o Cairns


https://www.ncdc.gov.pg/

Acknowledgements

This project has been made possible only through the support of a wide range a people. These include the NCDC staff and management

team, business leaders, church leaders and all levels of government. And especially the engaged residents of Port Moresby.

For the National Capital District Urban Development Plan

Atlas Urban Design & Strategy

http://www.atlasurban.com/

Studio@atlasurban.com

NCDC Team:

NCDC Regulatory Services: Kenneth Atasoa (Director - Regulatory Services); Kemo Pepena Guise (Manager Strategic Planning);

Strategic Planning team

Consultant Team:

Atlas Urban Design & Strategy PNG: Paul Walter (Director), Dr. Geetha Abayasekara (Development Planning Consultant), Christy

Lai (Urban Designer), Luke Hiorns (Urban Designer), Luis Benito (Architect), Tahnee Ironside (Urban Designer), Juliet Suich (Planning

Consultant), Jeremy Visser (Environmental Consultant, BMT WBM), Lynn Leger (Environmental Consultant, BMT WBM), Katie Pardey

(Researcher)

Disclaimer: While every reasonable effort has been made to ensure that this document is correct at the time of printing, Atlas Urban Design & Strategy PNG,

its agents and its employees, disclaim any and all liability to any person in respect of anything or the consequences of anything done or omitted to be done in

reliance upon the whole or any part of this document.

Copyright © 2020 National Capital District Commission

ISBN: 978-0-646-82862-6

iv NCDC URBAN DEVELOPMENT PLAN REVIEW 2020

Prime Minister of Papua New Guinea

Hon. James Marape, MP

Port Moresby is an emerging

metropolis representative of our

collective growth as a nation.

Beginning as a rural out outpost

in the Pre-World War II period it

has transformed into a developing

city, carrying our rich traditional

and contemporary history and our

ambitions for the future.

I thank the traditional people of Port

Moresby – the Motu-Koitabus, who

have given up much of their land for

this capital city. They are an integral

part of the story of the development

of our Port Moresby and must remain

inclusive and active participants in the

times ahead.

As the melting pot of our diverse

cultures and the main administration

and business centre of our country,

Port Moresby needs to expand

sustainable into the future. Therefore

the New National Capital District

Urban Development Plan will provide

the strategic framework of this growth.

It will provide a roadmap for our

capital city where everyone can fulfil

their dreams and aspirations.

In 2018 Port Moresby hosted one of

the region’s most important event –

the APEC Leaders’ Summit. This was

a proud moment for the City and the

Nation as it demonstrated that we can

stand shoulder to shoulder with rest of

the world if we are united in spirit and

effort. Port Moresby has etched our

place in the global family.

With this New National Capital District

Urban Development Plan our capital

will launch into the future in a more

orderly and planned manner. All

developments, including squatter

settlement and self-help housing that

sporadically thrive as cancer on our

physical urban landscape must be

incorporated into the urban fabric of

Port Moresby to achieve a city that

is liveable, orderly and peaceful for

families now and into the future. A city

that we all can be proud of.

Governor of the National Capital District Commission

Hon. Powes Parkop, MP

Port Moresby Towards 2030, “One City,

One People, One Future” is new Urban

Development Plan the National Capital

District. The Plan reflects our action

plans, it sets our road map and the

framework for physical development.

Thus it represents a guide for our

commitment to transform Port

Moresby to its fullest potential.

Port Moresby is a charming city of

villages in urban and modern settings,

a meeting place of cultures, a tropical

paradise and a thriving business hub

in the Pacific - one that we should

harness. The city is rapidly expanding

with urban migration. Everyone has

a part to play and when we all take

ownership of our city, the rest is

history. It is possible to achieve an

Amazing Port Moresby.

The plan is established upon the

Vision for: A Mosbi that is peaceful

and safe; A Mosbi that is smart

and clean; Healthy and liveable; A

cosmopolitan city where people want

to work, live and do business; A city for

investments; A city that is recognised

for its natural beauty and diversity, a

thousand tribes, over 860 languages.

A vision for the future of our Capital

City requires everyone’s participation,

from National Government down to

the communities. The Time has come,

at this pivotal moment, to change

the narrative of Port Moresby one

community at time, one suburb at time

and one town centre at a time. We

will work together to make the plan a

reality.

v

Chairman Motu Koita Assembly

Deputy Governor of the National Capital District Commission

Hon. Dadi Toka

Much has been said about the Motu

and Koitabu people of the National

Capital District and what their future

will look like, as Papua New Guinea fast

approaches 50 years of Independence.

As the elected leader of the Motu

Koita people, my role is to lead a team

of like-minded people in the Motu

Koita Assembly to modernise Motu

Koita communities, and to take full

advantage of the opportunities for our

People created by the development

that is happening on our land.

This Urban Development Plan

represents the aspirations of a City of

diverse residents, who come from all

over Papua New Guinea. I am sure that

the fruitful and robust relationship

between Motu Koita Assembly and


will ensure the aspirations of the

indigenous people of the National

Capital District will be catered for.

Motu Koita Assembly is ready to work

with the National Capital District

Commission to ensure the City of Port

Moresby is developed to reach greater

heights while ensuring the landowners

reap the relevant benefits today and in

the future. With that commitment, the

Assembly is also resolute in ensuring

that our Motu Koita communities

are protected from unplanned and

unregulated development, and that

these communities themselves are

properly planned and regulated. This

commitment requires transparent

collaboration with the National Capital

District Commission.

City Manager of the National Capital District Commission

Bernard Kipit

I am happy to bring to you the New

Urban Development Plan for the

National Capital District.

This statutory plan was prepared

under the Physical Planning Act of

Parliament. It will provide the legal

framework for development and

management of the National Capital

District of Papua New Guinea.

For a city of 700,000 people and

growing at the rate of 2.5% the need

for a land use and infrastructure

expansion plan is critical to cater for

all the competing needs and demands.

Therefore the New UDP provides

that strategic vehicle to guide and

ensure programmed and sustainable

expansion occurs which are sensitive

to the unique natural features of the

National Capital District.

This Plan will be the basis on which

all Physical Planning decisions will

be made. It will be the reference

point where all NCDC Board and

Management decisions in the

expansion of basic social services and

infrastructure will ensue from.

All stakeholders stand to benefit

immensely from this plan as they

expand their business and investments,

and plan their future as they will now

have clear vision of the direction of

growth for Port Moresby.

Foreword

vi NCDC URBAN DEVELOPMENT PLAN REVIEW 2020

CONTENTS

THE VISION

A safe, connected and integrated National

Capital District Master Plan 2030

Four Development Regions – an introduction

ABOUT THIS PLAN

Port Moresby city

Alignment with policy

Assumptions and limitations

ABOUT OUR CITY

Global and regional positionings

Setting of the city

The hinterland

Historic urban development pattern

Port Moresby’s character and special places

PORT MORESBY’S PEOPLE

Population

Migration

Population projections

Population distribution

PORT MORESBY’S PLACES

Land use

Land tenure

2

10

16

Housing

Traditional villages

Suburbs

Settlements

Physical and environmental constraints

Effects of Climate Change

PORT MORESBY’S JOBS AND TRADE

Formal economy

Informal economy

PORT MORESBY’S INFRASTRUCTURE

Physical Infrastructure

Blue-Green Infrastructure

Estimated Tree Canopy Coverage by LPA

A LIVEABLE CITY

Transforming the quality of life of people in

Port Moresby

Vision 2030 and the Housing and Infrastructure

Master Plan 2030

Healthy People – Active lifestyles

A compact integrated city

Safe People - Reinvigorating public space

Protecting and activating blue-green

infrastructure and cultural assets

Housing supply

60

1

PRODUCTIVE CITY

Shaping the cities spaces and places for a

prosperous economy

Vision 2030 and Centres and Places Master Plan

2030

Economic opportunities

Creating development capacity

Urban centres hierarchy

Existing centres

Entertainment and the evening economy

Establish a place manager for each centre

Industrial lands strategy

78

IMPLEMENTATION 122

Strategic planning

New institutional arrangements

Development arrangements

Land supply

Preliminary estimates of land supply

requirements to 2030

Four development regions adequate land in the

right locations

Priority Development Goals 2020 To 2022

Compliance and enforcement

Efficient freight and logistics

Port & inland terminal development

Connect to the region

APPENDIX

139

SUSTAINABLE CITY

Planning and delivery of staged and

sequenced infrastructure priorities at the

same time and in the same places as urban

growth

104

Vision 2030 and the Green and Blue

Infrastructure Master Plan 2030

Vision 2030 and the Integrated and Connected

Transport Master Plan 2030

Climate change adaptation

Creating capacity for sustainable growth

Infrastructure planning and delivery

2 NCDC URBAN DEVELOPMENT PLAN REVIEW 2020

The Vision

The Vision

• Port Moresby which is peaceful and safe

• A Mosbi that is smart and clean

• Healthy and liveable

• A cosmopolitan city where people want to

work, live and do business

• A city for investments

• A city that is recognised for its natural

beauty and its diversity

6 Priorities

1. Upgrading of settlements to suburbs

2. Modernisation of Motu Koita villages

3. Improvement of Health and Education

4. Active City initiatives

5. A clean and healthy city

6. Eliminating violence and creating a safe

city

7. Improvement of suburbs

Ongoing Initiatives Key into the Themes of the Plan

Creating one city community through the integration of villages and settlements into

the Plan.

Middle income housing in mixed use areas to discourage gated communities to

discourage social isolation.

New and revived urban centres to provide for more living places, local work and

business places and local schools and local parks.

Discouraging motor vehicles and industries to reduce air pollution and congestion

and creating industrial estates to isolate pollution creating industries.

Open space network linking the urban centres and public places and work places,

parks and playgrounds, to nature parks and places of cultural gatherings and events,

farmers markets and night markets.

A green, clean, and a walkable city with a network of streets and paths encouraging

walking and bicycles for health and community cohesion and social interaction.

A green web of linked spaces including walkways, and road and canal reservations,

and foreshore and ridgetop areas that are to remain undeveloped.

3

Liveable City

Planning for a liveable, unified and safe city will help transform people’s quality of life in Port Moresby. This

will be achieved through the development of a compact city with adequate housing and land for business

and industry in the right locations. Vibrant, safe and clean public spaces, markets, parks and centres will be

accessible via direct, safe and convenient walking and transport connections. More land for recreation and

open space close to where people live and work will encourage more healthy and active lifestyles. While

activating blue-green and cultural assets will strengthen the unique identity of Mosbi and protect the parts

of the city that residents and visitors love.

Productive City

Shaping the cities spaces and places for a prosperous economy means setting aside adequate land and

space for business and industry. Prioritising and staging the development of zoned land is essential so

that both utilities and transport infrastructure can be provided to service existing and new development.

Integrated land-use, transport and utilities planning will be required to identify the appropriate staging

and sequencing of development through collaboration with all relevant agencies, landowners, businesses

and the community. This integrated planning should prioritise the development of pedestrian and public

transport networks between activity nodes. It will also be necessary to ensure that sensitive land uses are

not located in places where they might conflict with residential employment land uses or transport corridors,

particularly freight corridors.

Sustainable City

Creating capacity for sustainable growth means conserving natural places and biodiversity for

environmental services, which will also help facilitate adaption to climate change. Sustainable growth means

conserving important views and vistas of both vegetated ridgelines and natural waterways that contribute

to Port Moresby’s distinctive local character, while servicing new urban development and urban renewal

with adequate land and infrastructure. The urban tree canopy cover of 7000Ha is significant and will help

minimise urban heat. Integration of the Coast Walk and Hill Top Program with the Blue Green Grid will help

network natural areas and biodiversity. Adapting to climate change is a key challenge which will require

efforts to enhance individual well being and community resilience.

Vision

URB

AT

NCD Boundary, 2000

NCD

NCD

Boundary,

Boundary,

2000

2000

Environment Protection

Environment

Environment

Protection

Protection


Marine Protection

Marine

Marine

Protection

Protection

Recreation Corridor

Recreation

Recreation

Corridor

Corridor

Trade Gateway

Trade

Trade

Gateway

Gateway

Urban Investigation Area

Urban

Urban

Investigation

Investigation

Area

Area

Health & Education Precinct

Health

Health &

Education

Education

Precinct

Precinct

ajor

ajor

entre ajor

entre

entre

trategic

trategic

trategic entre

entre

ocal

entre

ocal

ocal entre

entre

entre

Economic Corridor

Economic

Economic

Corridor

Corridor

Mass Transit Investigation

Mass

Mass

Transit

Transit

Investigation

Investigation

Future PMV

Future

Future

PMV

PMV

New Roads

New

New

Roads

Roads

Existing

Existing

Existing

Existing

Existing

Existing

Existing

Existing

Existing

30 urban centres establish nodes in the

utilities networks and provide services, jobs

and community focus.

Proposed

Proposed

• Proposed Major Centre

Proposed

• Proposed

Proposed Strategic Centre

• Proposed Local Centre

Proposed

Proposed

Centres

Gata

Gerehu

East

Wetland

East

Bomana

South

URB

A

0 400

Draft

1. Dig

2. NC

Deve

3. Go

Via

Junction

LEGEN

Manuti / Moiha

Major

Bisogo

Strate

Local

Taurama

North

Concept Plan

Taurama

South

The Inform

available d

NCDC Reg

no respon

and should

To Gulf

Province

(Future link to Lae)

0 400

Gerehu

Hiritano

Highway

To Sogeri

Plateau

Draft

NCD Boundary, 2000


Marine Protection

To LNG

Port

Via

Junction

Motukea

Port

Morata

Waigani

Erima

8 Mile

9 Mile

Hubert Murray Highway

1. Dig

2. NC

Devel

3. Goo

LEGEN

Recreation Corridor

Kanudi

Tokarara

Gordons

Major

E

dary, 2000

ary, 2000

Corridor

ent Precinct

orridor

ent Precinct

Clusters Trade support Gateway integration and innovation

with corridors Urban

Environment

Investigation and

Protection

hubs Area that help businesses to

flourish.

Major

Centre

Marine Health & Protection Education Precinct

Developed Area

Recreation

• Economic Corridor

Corridor

Corridor


• Trade Gateway


Developed Area

• Freight Route

Urban Investigation Route Area

Future PMV


• Heath and Education

Strategic

Existing Proposed Precinct

Major

Major Centre

Centre

Strategic

Centre

Local

Centre

NCD Boundary, 2000


New Roads

Freight Route

Economic Corridor

Existing Proposed

Existing Proposed

Mass Transit

Existing

Investigation

Proposed

Future PMV

Existing

New Roads

Proposed

Centre

Strategic

Centre

Commercial

Trade Gateway

Commercial

Tourist Attraction

Trade Gateway

Existing Proposed

Tourist Attraction

Existing

Proposed

Corridors

Hohola

6 Mile

5 Mile

Konedobu

Boroko

Town

Korobosea

Badili

Sabama

Dogura

Magi Highway

To South

Coast

Strateg

E

Local

E

The Inform

available d

NCDC Reg

no respons

and should

Major

Centre

Strategic

Centre

Local

Existing

Existing

Proposed

Proposed

Proposed

5

Siriho

Gerehu

Nature Park

Green Space

Bomana War

Cemetery

Adventure

Park

9 Mile

Reserves provide excellent walks and 10km 2

NCD


of new open space to support an active city of

NCD Boundary, 2000

connected Marine parks. Protection


• Recreation Corridor Corridor

Metres

NCD Boundary, 2000

• Marine Protection

Trade Gateway

• Environmental Protection Protection

URBAN DEVELOPMENT PLAN

ATLAS URBAN DRAFT MAPPING

0 400 800 1600 2400 4000

Drafts Data Sources:

1. Digital Cadastral Database, 2016

2. NCD Open Space, 2016

3. NCD Open Space Conceptual Designs, 2016

4. Google Earth Image, 2018

NCD Boundary, 2000

Recreation Urban Investigation Corridor Area

Marine Trade Gateway Protection


Kanudi

Town

Waigani

Boroko

Dogura

Pyramid

Point

Siro Creek

*

Masterplan

Huhunama

LEGEND

NDC Boundary, 2000

Developed Area


Existing Recreation

Recreation Corridor

Activities nodes

Active Travel

Hilltop Walk

Hegora

Foreshore Walk

Special Places

Possible Ferry Route

Major Economic Future PMVCorridor

Centre

Existing Proposed

Strategic New Mass Roads Transit Investigation

Existing

Centre

Proposed

Major Future PMV

Centre

Local

Existing Proposed Wetland

Existing Proposed

East

Centre

Strategic Borehoho

New Roads

Existing

Waigani

Centre

Proposed

Liveable City

Wetland

Major

Local Tovobada

Centre

Centre

Gerehu

Existing

Proposed

Strategic

Deogu

Centre

Existing

GerehuProposed

Foreshore Protection

Matire

WESTERN RIDGE

The Information presented on this map is based on current

available data and was produced by the GIS Unit under

NCDC Regulatory Services. NCDC and its consultants accept

no responsibility for the accuracy of information provided

and should be used as a guide only.

Vetorogu

Gata

Local

Centre

Siriho

Ranu

Hedadi

Kade

Via

Junction

Baruni

Motukea

Fairfax Harbour

Kanudi

Tatana

Bisogo

Recreation Urban Investigation Corridor Area

Economic Corridor

Trade Health Gateway & Education Precinct



Economic Corridor

Future PMV



New Roads

University

Baruni

Dump

WESTERN RIDGE

Rainbow

Existing

Tokarara

East

Proposed

Morata

Waigani

Erima

Gordons

Nebire

8 Mile

Airport

Laloki River

9 Mile

ATS

Bomana

Bomana

South

Bush Water

Manuti / Moiha

URBAN D

0 400 800 16

Drafts Data S

1. Digital Cad

2. NCD Open

3. NCD Open

4. Google Ea

LEGEND

NCD

Dev

Env

Mar

Rec

Trad

EASTERN RIDGE

Napanapa

Hanubada

Burns

Peak

Hohola

6 Mile

Urb

Hea

Idlers

Bay

Mavarololo

Port Moresby Harbour

Gemo Island

Paga

Hill

Taugaba

Hill

Town

Era Kone

(Ela Beach)

Arakuti Reef

Konedobu

Badili

Koki

Walter

Bay

Gabutu

4 Mile

Boroko

Korobosea

Sabama

Kilakila

5 Mile

Hospital

CENTRAL RIDGE

Dogura

Zero

Hill

Eco

Mas

Futu

New

Major Centre

Existing

Strategic Cent

Lolrua Island

NCD


Vabukori

Joyce

Bay

Taurama

North

SOUTHERN RIDGE

Tuna

Bay

Bootless

Bay

Gereka

Existing

Local Centre

Existing

To Gulf

Province



Lark Reef

Manubada

Island

Taurama

South

Masterp

Daugo Island

Gerehu

Morata

8 Mile

Hiritano

Highway

9 Mile


0 400 800 1600 2400 4000

Metres

1 : 80,000 @ A3

Draft Data Sources:


2. NCD Future Land Use & Road

Development


NCD

NCD

Boundary,

Boundary,

2000

2000

Environment

Environment

Protection

Protection

Loloata

The Information pre

available data and w

NCDC Regulatory S

no responsibility fo

and should be used

Major

Centre

Kanudi

Town

Tokarara

Konedobu

Badili

Hohola

Waigani

NCD Boundary, 2000

Existing PMV

Ferry Route

Existing

Gordons

Erima

Boroko

Korobosea

Sabama

5 Mile

Proposed

6 Mile

Strategic

Centre

Dogura

Magi Highway

Transport

To South

Coast

Existing Roads

Future PMV


Existing

Proposed

LEGEND

NDC Boundary, 2000

Existing Roads

New Roads

Major Centre

Existing

Proposed

Strategic Centre

Existing

Proposed

Local Centre


Complete Proposed the primary road network and plan a

public transport Health

Health &

Education

Education

network Precinct

Precinct

around a mass transit

route to make easy connections across the city.

Existing

New Roads

• Mass

Mass

Transit

Transit Investigation

Investigation

Route

Active Travel

• PMV Future

Future Route PMV

PMV

• Regional Bus Services Bus Route

Public Transport

Local Major




Centre

Major

no responsibility for Centre

the accuracy of information provided


Centre

Strategic

Strategic

Centre

Centre

Local

Local

Centre

Centre

Marine

Marine

Protection

Protection

Recreation

Recreation

Corridor

Corridor

Trade

Trade

Gateway

Gateway


Economic

Economic

Corridor

Corridor

New

New

Roads

Roads

Existing

Existing

Existing

Existing

Existing

Existing

Existing

Proposed

Proposed

Proposed

Proposed

Proposed

Proposed

Proposed

Vision

Tatana


In 2030 Port Moresby is a connected and

integrated city. Safe connections are made along

well-planned and maintained transport and freight

corridors and pedestrian networks that integrate

people’s daily lives with a hierarchy of compact

Urban Centres that are the focus of suburbs,

settlements (to suburbs) and neighbourhoods.

Integrated development of housing and

employment land uses occurs through sequenced

provision of blue-green infrastructure, transport

and utilities, open space, and developable, zoned

land in the right locations. A safe, connected

and integrated Port Moresby is achieved via

collaboration between all levels of government,

non-government organisations, business,

residents and the wider Mosbi community to

deliver integrated land-use, transport and utilities

planning that identifies the appropriate locations,

staging and sequencing of development.

Siro Creek

Via

Junction

Huhunama

Motukea

Hegora

Gata

Matire

Ranu

Hedadi

WE

T

Fairfax Harbour

Bisogo

0 2 4 km

NCD Boundary, 2000

Idlers

Bay

Mavarololo


Napanapa

Por

Marine Protection

Recreation Corridor

Trade Gateway

Gemo Isl


Lolrua Islan


Economic Corridor


Future PMV

New Roads

Major

Centre

Strategic

Centre

Local

Centre

Existing

Existing

Existing

Proposed

Proposed

Proposed

Daugo Island

Figure 1.1: Masterplan

7

Wetland

East

Borehoho

ovobada

Gerehu

Waigani

Wetland

Nebire

Laloki River

Bomana

STERN RIDGE

Deogu

Vetorogu

Rainbow

Gerehu

East

Bomana

South

Siriho

University

Morata

8 Mile

9 Mile

Bush Water

Kade

Baruni

Dump

Baruni

Kanudi

WESTERN RIDGE

Tokarara

Waigani

Gordons

Erima

Airport

ATS

Manuti / Moiha

EASTERN RIDGE

t Moresby Harbour

and

Hanubada

Paga

Hill

Taugaba

Hill

Town

Arakuti Reef

Burns

Peak

Konedobu

Era Kone

(Ela Beach)

Badili

Koki

Walter

Bay

Hohola

Gabutu

4 Mile

Boroko

Korobosea

Sabama

Kilakila

5 Mile

Hospital

6 Mile

CENTRAL RIDGE

Dogura

Zero

Hill

d

Vabukori

Joyce

Bay

Taurama

North

SOUTHERN RIDGE

Tuna

Bay

Bootless

Bay

Gereka

Lark Reef

Manubada

Island

Taurama

South

Loloata

Vision


FOUR DEVELOPMENT REGIONS

Introduction

The National Capital District can be divided

into four regions, based on the degree of

progress of urban development in each. These

are characterised by existing development and

medium-term, approximately 10 years, capacity for

future development as follows:

The Central Consolidation and Renewal Region

covers the core of Port Moresby, it includes Town,

Boroko and Waigani. It accounts for 45% of all

developed land and only 5% of the remaining

undeveloped and unconstrained land. The area

is not covered by Local Development Plans. Its

population is projected to grow by more than

100,000.

There is an ongoing process of large block

development, it is vital that the urban structure

is adapting with new streets and connections for

high quality public domain to correspond with

the higher intensity development. Achieving good

quality consolidation and renewal is the primary

objective for this region.

The Western Urban Investigation Region covers

the shores and the head of Fairfax Harbour and is

covered by the Poreporena Napa Napa LDP. It is

largely customary land. The area contains 1700Ha

of undeveloped unconstrained land that is 13% of

the total. Its population is projected to grow by

96,000.

The Potential exists for high quality mixed-use

enclaves to be developed here, however the trend

has been toward industry. The area between Tatana

and Hanuabada has significant undeveloped land

on the slopes that rise from the harbour and has an

open aspect across the harbour to the Coral Sea.

The inner harbour is lined by mangrove and has

an increasingly industrial character. To the North is

a broad valley surrounded by steep hills. The area

currently has roads being cut, apparently without

a master plan. This is a very important area with a

key role to play, close to the port and containing 2

new Urban Centres.

The Eastern Urban Investigation Region

covers the shores and the head of Bootless Bay

and is covered by the Dogura Taurama LDP. It

is largely customary land. The area contains

1700Ha of developed land, which is mostly the

rapidly growing settlements. There is 2,400Ha of

undeveloped, unconstrained land, which is 45% of

the total in the NCD. Its population is projected to

grow by around 140,000.

This is the largest area of greenfield in the NCD.

Planning for the 9 Mile to Dogura Arterial Ring

Road is well advanced. 7 new Urban Centres

are planned in the area along with a network

of distributor roads. An Economic Corridor is

identified which links the new Urban Centres from

Dogura to 9 Mile.

The Northern Transitional and Infill Region is a

patchwork of settlements, industrial sites and large

gated residential and commercial developments.

It includes Port Moresby’s main Cemetery and

the Bomana War Cemetery. Gerehu and Waigani

Wetland lie in the west of the area. It is largely

government land. The area contains 4800Ha

developed land and 1000Ha of undeveloped

unconstrained land which is 19% of the total. Its

population is projected to grow by 137,000.

A number of large sites are approved for

residential subdivision development but not

completed. The area contains 6 new Urban Centres

including a proposed Major Urban Centre at 8/9

Mile. It also contains the northern gateway to the

city. This will become even more significant when

the road is built to Lae and the Highlands.

Key objectives for this region are to achieve orderly

urban structure and to develop six new urban

centres, most significantly the major centre at 8 /

9 Mile.

A key issue is to create good living environment

while avoiding conflict between industrial uses and

neighbourhoods.

9

Figure 1.2: Four Development Regions

URBAN

ATLAS

Waigani

Wetland

Northern Transitional

& Infill Region

0 400 800

Draft Data S

Western Urban

Investigation Region

1. NDC UDS

2. NDC Map

LEGEND

Fairfax Harbour

Central Consolidation

& Renewal Region

NC

LP

De

Co

Tra

Ur

Idlers

Bay

Mavarololo

Eastern Urban



Gemo Island

Arakuti Reef

Walter

Bay

Lolrua Island

Joyce

Bay

Tuna

Bay

Bootless

Bay

Manubada

Island

Lark Reef

Daugo Island

Loloata

0 2 4 km

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000 LPA Boundary Developed Area

Consolidation and

Renewal Region

Transitional and

Infill Region

Urban Investigation Region

Vision


“Many Partners, One Team,

and One Plan.”

11

About Port Moresby


ABOUT THIS PLAN

Port Moresby city

This Urban Development Plan is a review and update

to the previous version which published in 2006. It is

structured around three principal vision statements

that seek to create:

• A liveable city by transforming the quality of life

of people living in Port Moresby

• A productive city by shaping the city’s spaces

and places for a prosperous economy

• A sustainable city by planning for sustainable

delivery of infrastructure and urban growth

people - is a vital contributor to the city’s unique

identity and strength. Similarly, the diversity of Port

Moresby’s residents contributes to the unique and

culturally rich character of the District.

Our city is also endowed with abundant natural

and cultural assets on which to build improved

living and working environments that are safer and

less socially segregated. The harbour provides a

distinctive and exceptional natural setting for the

These three themes describe a multifaceted but

integrated Vision for Port Moresby in 2030, with

associated planning goals described by Directions

and Actions that also reflect the interconnectedness

of liveability, productivity and sustainability. These

objectives directly connect to actions to implement

the plan. This thematic structure also reflects recent

plans for Hong Kong and Sydney.

To maintain its position as a key city in the region,

and strengthen its potential as a global city, Port

Moresby needs to respond strategically to a range

of challenges. Responses and adaptation to these

challenges should build on the considerable

strengths and unique identity of the National Capital

District.

The unique culture of the original inhabitants of the

land on which the city stands - the Motu Koitabu

Figure 2.1: Port Moresby’s Governance Structure

NCD Commission

Headed by the City Manager

Liaise with the Boardon how to

support the Council

NCDC Board

- Governor as Chair

- 3 Electoral MP’s

- MKC Chairperson

- And others as stipulated under

the NCDC Act 2001

MotuKoitabu Council

Ministry of Inter-

Government Relations

Monitors operations of Council

as stipulated under the NCDC

Act 2001 and the OLPCLLG

Administrator Ministry

Recommends for an appointment

to NEC

- 1 elected Chairperson

- 13 elected Council members

- And others as stipulated

under the NCDC Act 2001

Figure 2.2: Role of Urban Development Plan

National Strategies

Community Consultation

Agreements

Regional Strategies

Spatial Analysis

Vision documents

Spatial Vision

URBAN

DEVELOPMENT

PLAN

Social Service Strategies Local Development Plans Infrastructure Plans

Service plans: Health, Edu., etc. Subject Area Plans Infrastructure Projects

MDG Targets Sustainable City Sustainable Infrastructure

13

city, which is also characterised by the unique

love of our residents for gardening. Across the

District, a relatively longstanding tree protection

requirement has resulted in a good overall level

of tree canopy cover. These natural and cultural

assets are highly valued by the city’s residents and

should be conserved and enhanced through the

city’s development.

Preventing haphazard development and loss of

public and open space, natural environments

and ecosystems is of paramount importance to

the liveability of the District. Providing adequate

and appropriately located land and support for

business and industry to grow and respond to

local and regional demand is also essential to the

District’s productivity. Ensuring that this land is

available for development at a time when it can

be adequately serviced by open space, public

transport, social services and utilities is key to

sustainable long-term growth.

Over half Port Moresby’s population live in

informal settlements that are growing unregulated,

without basic services and social facilities. There

are many opportunities to improve and enhance

the provision of social, green and utilities

infrastructure in a sustainable manner across

Port Moresby, including through enhanced

education opportunities and public health, housing

affordability, and infrastructure sequencing and

coordination.

The Plan 2030 for Port Moresby Towards 2030

provides a spatial framework in which elected

representatives, government, business and

community can work together to respond to the

city’s challenges by building on its strengths.

This plan sets out planning policy as well as

guidance for future detailed Master Planning that

will require collaboration across all of government,

business, non-government organisations and

residents to achieve Integrated Master Plans for

places that prioritise development in locations

which have or can be provided with adequate

services and infrastructure to support that

development in a timely manner.

The development of a liveable city focuses on

people’s quality of life and the places we live

in, with particular regard to the need to provide

housing supply in the right locations. Improving

productivity means building on the strengths of

existing centres to develop and enhance them,

while also delivering new centres where required.

Protecting industrial land and important freight

and movement corridors from encroachment and

inappropriate development is key to maintaining

long-term ability to respond to economic

opportunities.

Creating capacity for sustainable growth means

bringing liveability and sustainability together,

through conservation of blue-green infrastructure,

and timely, carefully prioritised and sequenced

delivery of utilities and transport infrastructure.

Implementing this plan requires enforcement of

existing development codes and plans, particularly

for the protection of blue-green infrastructure

and movement corridors from inappropriate

development. It will also require detailed

integrated and collaborative Master Planning of

the pedestrian and transport network, utilities

extensions, open space augmentation, and coastal

and ridge top walking program. These Master

Plans must deliver local priorities including clear

short term (1 -5 year) zoned land and medium

term capacity (5 -10 year) land with planned

future infrastructure both for housing supply and

employment.

About Port Moresby


Figure 2.3: Legislative context and regulation

Alignment with policy

The UDP 2020 aligns and complements the

Constitution and current Government policy.

Specifically, the following policies have significant

relevance to urban planning and to the UDP.

The Constitution of the

Independent State of Papua

New Guinea

NCDC, Strategic Plan (Vision

2017- 2022)

1. The Constitution

PNG National Goals including Integral Human

Development, Equality and Participation,

National Sovereignty and Self Reliance, Natural

Resources and Environment, and Papua New

Guinea Ways.

2. NCD Strategic Plan (Vision 2017-2022)

Programme 1: Settlements to Suburbs

Programme 2: Modernise Motu Koitabu

Villages

Programme 3: Safety and Security in the City

Improve and Lift Suburbs

3. Medium Development Plan III 2018-2022

Key Result Area 2 - Quality Infrastructure and

Utilities

2.1 Improve infrastructure with sustainable

and disaster resilient quality to provide more

enabling environment for growth of economy

and for the improvement of service delivery

Medium Term Development

Plan III 2018-2022 (Vol. One)

Medium Term Development

Plan III 2018-2022 (Vol. Two)

Key results area 7 – Responsible sustainable

development

7.1 Promote PNG’s Environmental

Sustainability

7.2 Adapt to the Domestic Impacts of Climate

Change and Contribute to Global Efforts to

Abate Greenhouse Gas Emissions

7.3 Manage and Reduce the Risks of Natural

Disasters thereby increasing the Resilience of

PNG Communities to Disasters

7.4 Sustainable Use of Water

Papua New Guinea Vision 2050

National Urbanisation Policy

2010-2030

4. National Urbanisation Policy 2010 – 2030

Policy Area 1: Trunk and primary infrastructure

Policy Area 2: Unplanned settlements

and urban village upgrading; Utilisation

of customary and State lands for land

development

Policy Area 4: Landscaping and beautification;

Community mobilisation

Policy Area 5: Urban Environment and Climate

Change

15

Assumptions and limitations

1. No comprehensive planning study has been

conducted as is typically completed prior to

preparation of an Urban Development Plan

(UDP);

2. No current and reliable census data is available

(UDP 2006 p.11 noted the likely undercount in

2000 census). Consequently, this Plan uses the

NCDC population estimate of 760,000 people

in 2019 as the baseline for planning. Using the

base year of 1990 (the last reliable census) and

appropriate rates of population growth, the

2030 population is projected to be 1.24 Million.

The 2020 census is now being planned and

should overcome this uncertainty.

3. This UDP is intended to provide an adaptive

framework, capable of evolving during the next

ten years. Implementation of objectives will

need to be monitored, reviewed and updated

in light of changes on the ground and as better

information comes to light.

4. The planned time horizon of 2030 is necessarily

indicative. Growth and change may occur faster

or slower, the plan intends to set the direction,

not to set a specific outcome in a specific

timeframe.

About Port Moresby


ABOUT OUR CITY

Global and regional positioning

The city of Port Moresby, the capital Papua New

Guinea is contained within the National Capital

District (NCD). As it moves towards 2030 and

beyond, it is presented with new opportunities

within the wider region. In the Pacific Islands

region, Papua New Guinea has a large geographical

area and population and holds a prominent

position. In recent years PNG has benefitted

from and contributed to the rise of nearby

Asian economies, as the focus of its linkages

has expanded from traditional partners such as

neighbouring Australia to other countries in the

region.

Pacific region linkages with Asia - the fastest

growing region in the world - have enabled

enhanced economic integration with stronger

trade and financial relations. Port Moresby, as

a key city in the Pacific region is well placed to

facilitate and take advantage of regional economic

opportunities, particularly through improved

infrastructure and service networks such as the

modern seaport and airport, and innovative

telecommunication connectivity that link cities in

the region.

Figure 2.4: The region

Tokyo

4000km

Hong Kong

Manila

2000km

Singapore

1000km

Bali

Darwin

Cairns

Townsville

Papua New Guinea

Lae Lihir

Solomon Islands

Honiara

Port

Moresby

Port Vila

Vanuatu

New Caledonia

Noumea

Fiji

Nadi

Samoa

Apia

Tonga

Nuku ‘Alofa

Australia

Brisbane

Melbourne

Newcastle

Sydney

Port Kembla

17

Figure 2.5: Domestic infrastructure links to Port Moresby

Jayapura

Vanimo

Manus

Kavieng

Lihir

Wekak

MOMASE

NEW IRELAND

Rabaul

INDONESIA

Wapenamanda

Madang

Hoskins

Buka

Tari

Mt Hagen

Kundiawa

Goroka

Lae

NEW BRITAIN

BOUGAINVILLE

SALOMON ISLANDS

MOROBE PROVINCE

Kerema

Merauke

Daru

Port Moresby

Popondetta

HONIARA

Alotau

Darwin

AUSTRALIA

Cairns

To Sydney

0 75 150 300km

Setting of the city

Port Moresby is located at a distinct transitional

point on the south coast of PNG. To the west,

the coast consists of low-lying mudflats and

depositional landforms. Here the mountains are

more than 20km from the coast and meandering

estuaries bisect the low-lying coastal plain. To

the east, rocky headlands and sandy beaches and

lagoons run along a narrow coastal strip backed by

rugged terrain.

Figure 2.6: Existing and future roads

Lae

Menyamya

Mumeng

Bulolo

Wau

Solomon Sea

Morobe

Kerema

Malalaua

Popondetta

Kokoda

Sogeri

Port

Moresby

Kwikila

Mukawa

Kupiano

Rabaraba

Alotau

Abau

Daudau

Coral Sea

About Port Moresby

HIVASO Physical Planning Area


CENTRAL

PROVINCE

Goilala

Hisiu

Pinu

HIRITANO

Gorohu River

HIGHWAY

Edebu

Vari Vari Island

Brown River

Kuriva

Redscar Head

Kido

Lagada Island

Lea Lea

HIRITAN O

Laloki River

PNG LNG

HI GHWAY

Boera

Gerehu Stage 6

Gerehu Stage 4

Edai Town

Gerehu

9-Mile

CORAL

Haidana Island

Porebada

Roku

Motukea Island

Taima

Island

Tatana

Island

Napa Napa

Waigani

Tokarara

Hohola

Morata

Gordons

Saraga

Boroko

SEA

Sinavi Reef

Koki

Port Moresby

East Boroko

Kila Kila

Motupore

Island

Manunouha

Island

Loloata Island

Tubusereia

Nateara Reef

Barakau

Goldie River

Sogeri

Ua-ule Creek

SOGERI

ROA

D

CENTRAL

Kokoda Trail

PROVINCE

NCD

URBAN DEVELOPMENT 19 PLAN

Figure 2.7: HIVASO Physical Planning Area

The hinterland


The National Capital District shares a land

boundary with Central Province. The Department

of Lands’ Office of the Chief Physical Planner

declared the HIVASO Physical Planning Area

to monitor 0 1.5 3 and 6control 9 developments 15 under

the Revised Physical Planning ACT 1989. KM The

HIVASO area is centred on Port Moresby.

To the northeast of the city is the Owen Stanley

Mountain Drafts Range Data Sources: that is traversed by the Kokoda

Trail. The trailhead is close to the township of

Sogeri, 1. Hivaso the location Physical of Planning important Area, 2005 National

High 2. School. The Humanitarian The Sogeri Plateau Data Exchange, is a productive Ocha, accessed 23

agricultural May 2019, area <https://data.humdata.org/>

and the source of fresh produce

for Port 3. Hard Moresby. Copy Topographic The Sirinumu Map, Dam is 1:100 the city’s 000 - NMB 2004

fresh 4. water Google source Earth and Image provides power through

the hydroelectric power stations, which use

the dam’s waters. The Chrystal Rapids and the

LEGEND

Varirata National Park are popular recreation

destinations close to Sogeri.

0 100 500 1.000 1.200m

The Hiritano Highway connects Port Moresby

Contours every 50m

northwest to Kerima and Gulf Province. The road

runs inland about 20km and traverses the lower

slopes of the range at a level where it is aligned

0 25 50 100 200 300 400 500

1.000m

between the steeper slopes of the range and the

low-lying flats and marshes. The Magi Highway

runs towards the southeast following the narrow

coastal strip, Hivaso which Physical is characterized, Planning Boundary by rocky

headlands, sand beaches and lagoons.

National Capital District

Proposed Road

Varirata

National Park

Sirinumu Dam


0 3 6 9 km

0 100 Operating 500 Roads1.000 1.200m

0 100 500 1.000 1.200m

0 25 50

0 25 50

Existing Main Roads

Non-Operating Roads

100

100 200Existing 200 300 400 500

300 400 Town 500 Centers

Existing Local Centers

Hivaso Hivaso Physical Physical Planning Planning Boundary Boundary

Proposed Town Centers

NCD Boundary, 2000

NCD Boundary, 2000

Proposed Local Centers

Existing Main Roads

Existing Main Roads

Operating Roads

Operating Roads

Existing Town Centers



1.000m

1.000m





Hivaso Physical Planning Area


The Information presented on this map is based on current available data

and was produced by the GIS Unit under NCDC Regulatory Services. NCDC

About Port Moresby

and its consultants accept no responsibility for the accuracy of information

provided and should be used as a guide only.

MAGI HIGHWAY


Historic urban development pattern

Port Moresby was a small colonial town in the

1900s. Following independence in 1975 the

National Capital District (NCD) was established.

Prior to independence the population of the city

included the Port Moresby peninsula colonial town

and Konedobu and to Koki-Badili to its south along

the coast. As the city grew, it expanded inland to

the east and north while Town became the central

business district with support Urban Centres at

Koki-Badili, Hohola, Boroko, Korobosea, Gordons,

6 Mile, Waigani and Gerehu. Inner suburbs of

Kaugere, Hohola, and Tokorara developed in

proximity of Town as housing for government

employees. Large parts of these suburbs have since

grown more densely populated and grown into

settlement areas.

In 2018 the total land area of the District was

about 259km². The District’s Urban Area, which is

the land area already subject to formal or informal

development of some kind, covers approximately

43% of the District. Together with Subdivision Zone

land that is yet undeveloped and that is currently

undergoing development the Urban Area will be

increased to about 80km² or 50% of the total NCD

land area.

1942 Port Moresby

Figure 2.8: Historic Development Pattern

NCD



NCD



0 400 800 1600 2400 4000

Metres

0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map

3. Google Earth Image


1. NDC UDSS 1996

2. NDC Map


LEGNED

NDC Boundary, 2000

LPA Boundary

Water

Physical Development at 1945




LEGNED

NDC Boundary, 2000

LPA Boundary

Water





NCD Urban Development


1945






1975

NCD








NCD



0 400 800 1600 2400 4000

Metres

0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map



1. NDC UDSS 1996

2. NDC Map


LEGNED

NDC Boundary, 2000

LPA Boundary

Water





LEGNED

NDC Boundary, 2000

LPA Boundary

Water







2000






2018






21

To date, Local Development Plans (LDP) have been

prepared for the following Local Planning Areas:

Figure 2.9: 11 Urban Centres

UR

The UDP 2006 identifies 11 Urban Centres across

the District which include:

• City Centre - Waigani

• Major Centres - Town, and Boroko

• Local Centres - Badili, Hohola, Gerehu,

Gordons, Tokarara and Waigani North

Gerehu

Waigani North

Waigani

0 4

Dra

1. D

2. N

De

3. G

LEG

Tokarara

Gordons

Ma

Hohola

6 Mile

Stra

5 Mile

Loc

Boroko

Town

Badili

Figure 2.10: Local Planning Areas

The Info

URBAN DEVELOPM availabl

NCDC R

no resp

and sho

ATLAS URBAN DRAF

0 400 800 1600 2400

10

Huhunama/

Tovabada

6

Gerehu/

Waigani

Swamp

7

8 Mile/ 9

Mile


1. Digital Cadastral Database


5

University/

Tokarara

LEGEND

NCD Boundary, 2000

LPA Boundary

11

NapaNapa/

Daugo Island

9

Kaevaga/

4

8

Poreporena Waigani Airport

1

Port Moresby/

Konedobu

3

Boroko

14

Dogura

North

2

Kilakila/Kok/

Badili

13

Taurama/

Dogura

South

12

Taurama

South

National Capita

and Local P

*Hatch areas represent area requires Local Development Plan

The Information presented on this ma

available data and was produced by t

NCDC Regulatory Services. NCDC and

no responsibility for the accuracy of in


About Port Moresby


The ‘number of buildings’ data illustrated in the

Figures below was manually derived from 50cm

satellite imagery. It shows that the total number of

buildings has doubled in 10 years, with a faster rate

of growth in the settlement areas.

Figure 2.12: Number of building in LPA

16,000

14,000

16,000

12,000

14,000

Figure 2.11: Estimated number of buildings by

type in the Port Moresby Urban Area

10,000

12,000

10,000

8,000

90,000

8,000

80,000

6,000

70,000

60,000

Settlements

4,000

6,000

4,000

50,000

40,000

30,000

Residential

2,000

2,000

20,000

10,000

Other

0

2008 2013 2018

0

Kilakila /Koke /Badili

Port Moresby / Konedobu

Boroko

0

Waigani

University / Tokarara

Kilakila /Koke /Badili

Port Moresby / Konedobu

Gerehu / Waigani Swamp

Boroko

8 Mile / 9 Mile

Airport

Waigani

University / Tokarara

Kaevaga / Poreporena

Huhunama / Tovabada

Gerehu / Waigani Swamp

8 Mile / 9 Mile

Airport

Kaevaga / Poreporena

NapaNapa / Dauga Island

Taurama South

Huhunama / Tovabada

Taurama / Dogura South

Dogura North

NapaNapa / Dauga Island

Taurama South

Taurama / Dogura South

Dogura North

Source: PNG Remote Sensing Centre Ltd

Number of Buildings

Source: PNG Remote Sensing Centre Ltd.

2008 2013 2018

2008 2013 2018

Number of Buildings in Planning Area


Number of Buildings in Planning Area


Source: Bushwalking Port Moresby

View south to Hanuabada Village, Harbour City and Town

23

Port Moresby’s character and special places

The city’s by-line “Amazing Port Moresby” sums up

its appeal and atmosphere.

Port Moresby’s amazing character is unlike any

other city in the world. It is a highly dynamic,

complex and emerging place; with an unique

identity that is a result of both its dramatic physical

location – with its distinctive harbour, biodiversity

and ridgeline geography - and the incredible

cultural diversity and energy of its people.

“7000 Ha of

tree canopy”

With “a thousand tribes and 850 languages” Port

Moresby’s extraordinary diversity imbues the city

with cultural richness. Great celebrations of culture

such as the Provincial Days, celebrate each of the

22 Provinces with their unique foods, amazing

traditional costumes, and distinctive music and

dancing.

“124 km

of harbour

foreshore”

These social connections are essential to people’s

ability to access the opportunities the city presents,

and are also key to people’s resilience and ability

to adapt to the rapid change occurring in the city.

There has also been a rapid growth in the informal

economy. Gardens have appeared on the hills and

along the creek-lines. Gradually the gardens gain

small temporary-looking buildings that are joined

by more. In parts of the city closer to the utilities

like Mango Mine, people tap the water lines and

make risky power connections. In areas further

away from the old city, like Buswarra, people buy

water from the water-carters and rely on candles.

Port Moresby is amazing for how quickly it is

changing. In just the last decade large and modern

shopping centres and sports arenas have been

developed. There are now four new shopping

centres and three new stadiums.

In that same decade the urban area covered by

settlements has more than doubled from 18 to

40km². As the formal business sector and transport

connections have grown, a wave of immigrants

from all over PNG have flooded into Port Moresby.

People travel to the city and move in with their

wantocs, with whom they share language, kinship,

mutual obligation and support. This creates

networks of people who are connected and

organised in ways that let them share resources.

Joyce Bay

About Port Moresby


In the big Urban Centres like Gordons and Boroko,

street vendors sell everything from boiled eggs

and newspapers to sun glasses and buai, directly to

people sitting in a PMV.

A building boom has resulted in new apartments

along the coast, around Town and Konedobu. The

Harbour City mixed-use development is a secure

complex on reclaimed land incorporating

apartments, an extensive waterfront and marina,

corporate offices, shops, and restaurants. The new

apartments on Taugaba Hill and Era Kone (Ela

Beach) take advantage of amazing views to the

Coral Sea.

Despite the increasing wealth gap, there is a real

feeling that the city is developing a sense of unity

and community. The Governor leads a pre-dawn

community walk every Sunday morning as part of

an active city program. The 2019 Independence

Day celebration was hugely popular and the

demonstrations in support of the people of West

Papua made the streets of Port Moresby, from

Boroko to Waigani, the scene of large-scale

peaceful political protest.

Amazing Port Moresby is unique - with a distinct

physical identity based on its natural assets and a

cultural richness; a result of its people’s diversity.

This Urban Development Plan focuses on these

strengths as building blocks for responding to the

challenges facing the city now and into the future.

4. The busy over-water Fish Markets at Koki,

surrounded by banana boats is tangible

connection between the fishing communities

and the economy of the city.

5. Manubada Island rises steeply from the

blue waters of the Coral Sea, making an

appealing landmark viewed from the busy CBD

environment of Town. It has been identified

as a possible site for tourism or other special

uses.

6. At Joyce Bay a new public coast walk runs

from Vabukori Village past the modern Joyce

Bay Sewerage Treatment Plant to Horse Camp

Settlement.

7. Pyramid Point, a dramatic headland at the

NCD’s southernmost point, rises over 100m.

8. Loloata Island is the site of a modern dive

resort and retreat.

9. The marine environment of Bootless Bay has

high biological significance. Tuna Bay is known

for the annual spectacle of tuna breeding.

10. Adventure Park is a popular family day-trip.

Paddleboats, wildlife enclosures, the dinosaur

walk and the National Orchid Nursery all make

this a special place for the residents of Port

Moresby.

11. Bomana War Cemetery is a sacred site that

symbolises Port Moresby’s special connection

to the Commonwealth. The graves of the fallen

are marked with thousands of white crosses in

a serene lawn surrounded by huge rain trees.

There are a number of very special places within

the District, they include:

1. Daugo Island (AKA Fisherman’s Island) is flat

sand-island surrounded by coral reef with

a community living at its eastern tip. The

north-western part has a protected anchorage

with sandy beach that is a popular day-trip

destination.

2. Gemo Island is a dramatic rocky island

(formerly the site Port Moresby’s leper

colony) in a beautiful setting at the mouth of

the Harbour. It has potential for tourism or

another special use.

3. Era Kone (Ela Beach) is a hugely popular public

place. It has good public transport facilities,

swimming, beach sports, volleyball courts,

netball and basketball courts. Cultural events

such as the Motuan Hiri Festival, fund-raising

walks fun-runs and APEC House all make this

an iconic site in the city.

Figure 2.13: Special Places

*

*

*

Daugo Island

Siriho

Gemo Island

*

Kanudi

*

Era Kone

(Ela Beach)

*

*

Nature Park

Burns

Peak

Fish

*

Markets

*

*

Waigani

Wetland

*

Manubada

Island

Joyce

Bay

*

Bomana War

Cemetery

*

*

Pyramid

Point

Bootless

Bay

*

Adventure

Park

*

Loloata

NCD



0 400 800 1600 2400 4000

Metres






LEGEND

NCD Boundary, 2000

*

Special Places

Special Places






25

12. Waigani Wetland is a vital element in the city’s

water system. While it receives most of the

city’s wastewater, and is also an important

habitat for waterbirds and aquatic flora and

fauna.

13. Port Moresby Nature Park.

14. Pleasant walking and sitting areas among

lawns, large shady trees, and collections

of native plants and animals, make this a

popular place for families, couples and special

functions.

15. The headland to the west of Siriho could have

special purpose appropriate to the distinctive

location at the head of the harbour.

16. The undeveloped hills above Kanudi have

beautiful views toward the west and south

across the outer harbour.

17. The Burns Peak is famous landmark in the city.

The grassy summit has commanding views

across Port Moresby.

Basketball at Era Kone (Ela Beach)

Era Kone (Ela Beach) and Walter Bay

Source: Amazing PM

Koki Fish Market

Parliament House

About Port Moresby



Population

The customary landowners of Port Moresby are

the Motu Koitabu people and within Port Moresby

there are a number of Traditional Villages occupied

and owned by the original inhabitants of the land

on which the city stands.

Port Moresby has by far the largest urban

population in Papua New Guinea, three times the

second largest city, Lae.

Figure 2.14: Population of provincial capitals

Figure 2.15: NCD Population

400,000

350,000

300,000

250,000

200,000

150,000

100,000

400,000

50,000

350,000

0

1961

1971

1980

1990

2000

2011

300,000

250,000

200,000

150,000

100,000

Source: National Statistics Office

NCD Population

In 2011 the District population was counted at

364,125. The District has high rate of growth

compared to other provinces in the country,

although the growth rate fluctuates over time.

Between 2000 and 2011 the population of the

District was estimated to have grown at 3.3%

each year, faster than the national average annual

growth rate of 3.1% over the same period.

50,000

0

Wabag

Kerema

Lorengau

Kundiawa

Alotau

Vanimo

Daru

Kavieng

Mendi

Kimbe

Goroka

Wewak

Popondetta

Kokopo Vunamami

Population of Provincial Capitals

Source: National Population & Housing Census 2011

Source: National Population & Housing Census 2011

Mt. Hagen

Madang

Tari

Buka

Lae

NCD

Figure 2.16: NCD Average Growth Rate(%) 1971-2011

6

5

The national census data from 1980, 1990, 2000

and 2011 documents the changing population

characteristics. A further census is scheduled for

2020.

4

3

2

3.3

The 2000 and 2011 census are widely held to

have significantly undercounted the population.

Despite this, they are the best records available of

population and are therefore discussed below.

1

0

1971-1980 1980-1990 1990-2000 2000-2011

NCD Average Annual Growth Rates (%) 1971-2011

Source:

Source: NCD Sectoral Profile 2016

27

The National Statistical Office is yet to conduct

detailed analysis of fertility and mortality data.

UDP 2006 indicates that the influence of natural

increase on NCD population is minimal and

is unlikely to change in a significant manner.

Population growth in the NCD is primarily

attributed to increasing migration from the

provinces.

There has historically been a higher proportion of

males than females living in the District. In 1990

the sex ratio was 125 males to 100 females , which

had dropped to 115 males to 100 females in 2011.

The NCD age pyramid in 2011 was typical of a

developing nation with a large base population

of 32% below the age of 15 years and small aged

population of approximately 1% over 65 years old.

Pari Village

Figure 2.17: Population by Age and Sex 2011

Male

90+

85-89

80-84

75-79

70-74

Female

65-69

60-64

55-59

50-54

45-49

40-44

35-39

30-34

25-29

20-24

15-19

10-14

5-9

0-4

8 6 4 2 0 2 4 6 8

%

90+


NCD Population by Age and Sex 2011

About Port Moresby


According to the 2000 census most population

growth has occurred in the inland suburbs of

Gerehu, Morata, Gordons, and Tokarara. Residential

development has spread towards the top of hills

initially between the harbour and Koki, and from

the mid-2000s to hills around Waigani, Hohola and

Garden Hills.

New foreshore walk at Joyce Bay

Figure 2.18: Population by LPA 2000-2011

60,000

6

50,000

40,000

11

10

5

9

1

4

3

2

7

8

13

14

12

30,000

60,000

6

20,000

50,000

40,000

11

10

5

9

1

7

4 8

3

13

2

14

12

30,000

10,000

20,000

0

1. Port Moresby/Konedobu

2. Kilakila/Koke/Badili

3. Boroko

2000 2011


4. Waigani

5. University /Tokarara

Population by LPA 2000-2011

Source:

10,000

6. Gerehu/Waigani Swamp

0

7. 8 Mile/ 9 Mile

1. Port Moresby/Konedobu

2. Kilakila/Koke/Badili

2000 2011

Population by LPA 2000-2011

Source:

8. Airport

3. Boroko

9. Kaevaga/Poreporena

4. Waigani

5. University /Tokarara

10. 6. Gerehu/Waigani Huhunama/Tovabada

Swamp

7. 8 Mile/ 9 Mile

11. NapaNapa/Dauga Island

8. Airport

9. Kaevaga/Poreporena 12. Taurama South

10. Huhunama/Tovabada

13. Taurama/Dogura South

11. NapaNapa/Dauga Island

12. Taurama South

14. Dogura North


14. Dogura North

29

Migration

Port Moresby attracts a large number of migrants

from all provinces in the country (Migrants are

classified as those whose place of birth was outside

the City in the 2011 census).

In 2011, 152,373 migrants represented 42% of the

total District population. This represents a 28%

increase in migrants since 2000.

In comparison with all other provinces, the

District was the highest destination province for

in-migrants as well as the highest net gaining

province with a net migration of 108,184 persons.

Most migrants were aged between 25 and 29 years,

with more males than females (109 men per 100

women).

Figure 2.19: NCD Interprovincial migration

25,000

20,000

15,000

25,000

10,000

20,000

15,000

5,000

10,000

5,000

0

Western

Gulf

Central

Milne Bay

Northern

Southern Highlands

0

Enga

Western Highlands

Western

Gulf Chimbu

Central

Eastern Milne Highlands

Bay

Northern

Southern Highlands

Hela

Enga

Western Highlands

Jiwaka

Chimbu

Eastern Highlands

Morobe

Madang

Hela

Jiwaka

East Sepik

Morobe

Madang

West Sepik

East Sepik

West Sepik

Manus

New Ireland

Manus

New Ireland

East New Britain

West New Britain

AR Bougainville

East New Britain

West New Britain

AR Bougainville

In-Migration

Out-Migration

Source: NSO, 2011 census

In-Migration

NCD Interprovincial Migration


Out-Migration

NCD Interprovincial Migration


About Port Moresby


Population projections

There was a national census conducted in 1990,

2000, 2011 and one scheduled for 2021.

The 2000 and 2011 censuses are widely held to

have significantly undercounted the population.

UDP 2006 adopted the 1990 census population of

196,000 as the base population, and using a low

growth Rate estimated a population of 531,000

persons by 2015. In reality, migrant growth in

settlements is thought to have grown to such an

extent that the actual 2015 population is likely to

have far exceeded the projections. As a result, and

taking a number of factors into consideration,

the NCDC have estimated the District’s 2019

population to be 760,000 people.

Figure 2.20: Port Moresby Population Projections

Figure 2.20 illustrates two population growth

scenarios:

1. A high growth scenario based on a growth

rate of 4.6% using two data points – the

1990 census population of 196,000 and

NCDC estimated 2019 population of 760,000.

Extrapolating to 2030 gives a population of

1.24 million;

2. A lower growth scenario using the recent

historic growth rate of 3.3%, and the most

recent census data 2000 and 2011, such that

the Population in 2019 would be 470,000 and

680,000 in 2030.

These different growth scenarios project an

additional population for Port Moresby of between

210,000 to 480,000 by 2030. This equates to

average growth of 20,000 to 44,000 people per

annum.

1,400,000

1,200,000

1,240,000

1,400,000

1,000,000

480,000

1,200,000

1,240,000

800,000

600,000

400,000

1,000,000

800,000

600,000

760,000

NCDC Estimate

470,000

680,000

760,000

NCDC Estimate

210,000

680,000

480,000

210,000

200,000

196,000

Census

400,000

258,000

Census

200,000

196,000

Census

364,000

Census

258,000

Census

364,000

Census

470,000

0

1990

2000

0

1990

2011

2000

2019

2011

2019

2030

2030

Source: NSO & NCDC

4.6% 3.3%

Port Moresby Population Projections

Source: NSO & NCDC

4.6% 3.3%

Port Moresby Population Projections

Source: NSO & NCDC

31

Population distribution

The National Capital District covers 259km² with

people housed in a variety of suburbs, towns,

settlements and villages with a wide range of

population densities across the city. The average

population density in 2011 was 1410 persons per

km². In 2011, in Boroko there was a population

density of around 8000 persons per km² within the

residential areas.

The projected population growth table below

is generated using the high growth scenario

of 480,000 people. The total is divided evenly

between greenfield and infill growth and assigned

according to the land area in each category per

Local Planning Area (see Implementation section

for detail). This is intended to provide a ‘ballpark’

figure for medium-term growth and distribution.

Coronation Primary School, Boroko

Table 2.21: Projected Population Growth by LPA to 2030

LPA Area (Ha) Greenfield Infill Total

1. Moresby

860

222

11121

11343

2. KilaKila/Kok/Badili

1160

4789

19693

24483

3. Boroko

926

621

5966

6587

4. Waigani

1581

4523

17333

21856

5. University/Tokarana

1889

6918

14369

21287


2842

9268

13538

22806

7. 8 Mile/9 Mile

4434

36452

77564

114017

8. Airport

1357

5366

16408

21774


650

11973

12764

24737


2425

36408

6741

43149

11. NapaNapa/Daugo Island

1328

15787

12575

28362

12. Taurama South

1238

9667

8836

18504


1500

18980

8138

27118

14. Dogura North

3935

79024

14954

93978

Total NCD 25,800 240,000 240,000 480,000

About Port Moresby



Land use

The District’s total land area in 2018 was about

259km². The Urban Area covers around 69km²

or 28% of the total land area. Together with

Subdivision Zone land that is yet undeveloped

and that is currently undergoing development,

the Urban Area will be increased to about 80km²,

equivalent to 31% of the total District land area.

About 50% of the District’s land area are

blue-green infrastructure - natural assets,

environmentally or ecologically sensitive areas,

and hilly terrain. The NCD sea area includes the

harbour, islands, and ecologically sensitive marine

habitats.

Settlements are the dominant land use in the city

occupying nearly 15% of the District land area.

Urban growth in the District in recent years shows

a consolidation of existing Urban Area through

some infill development (the redevelopment

of existing lots), while in the peripheral areas,

settlements have proliferated.

Joyce Bay near Horse Camp Settlement

Public Utilities - 9%

Supply

- 21%

Open Space - 1%

Residential - 6%

Commercial - 1%

Urban Area 28%

General Industrial - 4%

Grassland &

Woodland

Public Institutional - 5%

Urban Villages - 2%

Transitional

Area 6%

Subdivision Zone

(undeveloped)

Subdivision Zone

(under going development)

Commercial Agriculture - 1%

Land Reclamation - 1%

Waigani Wetland - 1%

- 1%

- 3%

Constrained Land - 29%

(see P.47)

Settlements - 15%

33

Figure 2.22: Land Utilisation 2018

URBAN

Hegora

Matire

Tovobada

Gerehu

Waigani

Wetland

Nebire

Laloki River

Bomana

0 400 800

Deogu

Draft Data S

Huhunama

WESTERN RIDGE

Vetorogu

Rainbow

Morata

8 Mile

9 Mile

1. NDC UDS

2. NDC Map

Siro Creek

LEGEND

WESTERN RIDGE

Fairfax Harbour

Waigani

Erima

NC

Pu

Op

Tokarara

Gordons

Re

Co

EASTERN RIDGE

Burns

Peak

Hohola

6 Mile

Ge

Pu

Ma

Idlers

Bay

Mavarololo


Gemo Island

Paga

Hill

Konedobu

Taugaba

Town Hill

Badili

Walter

Bay

Arakuti Reef

5 Mile

4 Mile

Boroko

Korobosea

Sabama

CENTRAL RIDGE

Zero

Hill

Se

Va

Su

Su

Ur

Co

Ga

Lolrua Island

Joyce

Bay

Tuna

Bay

Bootless

Bay

La

Gr

SOUTHERN RIDGE

Manubada

Island

NCD L

Lark Reef

Daugo Island

Loloata

0 2 4 km

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000

Grassland & Woodland


Public Utilities

Open Space

Residential

Urban Area

Commercial

General Industrial

Public Institutional

Urban Villages

Vacant Site

Transitional Area

Subdivision Zone

(undeveloped)

Subdivision Zone

(under going development)

Land Reclamation

Commercial Agriculture

Gardening areas

Other Area

Marine Protection

Settlements

Refer to Appendix 1 for larger format map

About Port Moresby


The land use and physical structure of the city is

strongly determined the topography. The least

constrained development generally occupies gently

sloping land which is above the floodplain of the

various creeks and river and below the steep-sided

ridges that define the city. The following transect

illustrates the various categories of land use in an

indicative manner across the District.

View westward across the Central Ridge, along Taurama Road towards Boroko

Figure 2.23: Transect

T1: Rugged Terrain T2: Hill Slpoes T3: Suburban T4: Small lot / Medium

Density Urban

90m Above

sea level

T5: Boroko / Waigani

Corridor

T6: Floodplain T7: Settlements to

Suburbs

SD: Specialised District

Land tenure

There are two principal categories of land tenure

across the NCD; State and customary land. State

land includes the central city areas and extends

to the north and northeast, while customary land

extends in two areas towards the northwest and

southeast peripheries of the city.

UDP 2006 identifies that of approximately 250km²

of the District’s land, approximately 60% is State

land and approximately 40% is customary land.

This dynamic and flourishing informal land market

functions to allow land to be sold and leased

predominantly under kinship arrangements.

There is some indication in formal documents of

land parcels being generated on customary land.

However, information on the exact nature of these

blocks is not available.

Since 2006 there has been minor change in the

make-up of these land tenure classifications, as

seen in the 2018 land tenure information. However

there is a lack of accurate and up to date land

tenure data.

Informal settlement areas are rapidly expanding on

both State and customary land. At the same time

the informal land system is increasingly seen as a

viable alternative to the bureaucratic, cumbersome

and unaffordable formal system of land transfer,

development and settlement.

35

Figure 2.24: Land Tenure

URBAN

ATLAS

Siro Creek

Ranu

Hedadi

Siriho

Gonogo

Kade

Borehoho

Tete

Momokaura

Iasoma

Goiblock

Gerehu Stage 5

Goroka Block

Gerehu Stage 5

Gerehu Stage 4 New Block

Banana Block

Keasu

Rainbow

Gerehu

UPNG

Red Hills

Waigani

Wetland

Morata Swamp

Block

Morata

Wildlife

Kialaoava Sett

Aguretabu

8 Mile

Laloki River

Last Bullet

Laloki Sett

Morobe Block

9 Mile

Evedahana

Makana

Goroka Sett

Sivarai

Namona

Bomana

Kasia Sett

Bush Wara

Turf Club

Duna Block

Vanuartu Sett

Tiaba

Abattoir

Kopiago Block

Bush Water

0 400 800

Drafts Data

1. NDC UDS

2. NDC Map

3. Google E

LEGEND

Idlers

Bay

Fairfax Harbour

Mavarololo

Motukea

Tatana

Napanapa

Baruni


Gemo Island

Kanudi

Idubada

Hanuabada

Baruni Dump

Sett

June Valley

Sett

Madai

Hagwa

Gabi

Town

Tokarara

Badihagwa

Mailakomo

Segani

Kerema Sett

Era Kone

(Ela Beach)

Walter

Bay

Arakuti Reef

Ranuguri

Tokarara

Sett

Uguha

Dubu

Upper

Talai

Talai

Gorobe

Hohola Sett

Hohola

Badili

Koki Vanagi

Waigani

2 Mile

Gabutu

Kaukana

Gordons

Garden Hill

NBC Sett

4 Mile Mango Mine

Boroko Hill

Boroko

Korobosea

Sabama

Erima Sett

Erima Foale

Kilakila

Gordon Ridge

Kesi

6 Mile

Sett

Vada Vada

Ugabegene

Airport

Saraga

6 Mile

Market Sett

Gavera

ATS

Popondetta Block

Manuti

Dogura

Karia

Samarai Block

Japanese Block

New Block

Derekona

Kobaena

Wain

NC

La

La

Lolrua Island

Taikone

Vabukori

Tainaladeara

Joyce

Bay

Ebu Korosi

Gedu

(Pari)

Taurama

Barracks

Tuna

Bay

Tuna Bay

Daugolata

Bootless

Bay

Gereka

Idumava

Daugo

Manubada

Island

Pari

End of the world

Tanokohu

Meduna

N

Lark Reef

Senekori

Hanua Lalona

Daugo Island

Kou Kou

Badina

Taurama Beach

Loloata

0 2 4 km

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000

Land under

state ownership

Land under

customary ownership

About Port Moresby


Housing

There are a number of large development

companies in PNG established in response to civil

and construction business opportunities within the

country. The main difficulty faced by these large

private corporations is the acquisition of sufficient

land to carry out development.

A recent series of developments have marketed

house and land packages at around PGK350,000.

These include a mix of detached and attached

(terrace or semi-detached) houses. They include

the Kennedy Estate, ATS near Jacksons Airport, and

the Bomana subdivision, which is currently under

construction.

There has been some activity in the more

moderately priced housing market, such as the

Yumi Yet Real Estate project south of Gerehu. This

is a large-scale medium-density housing project

with one- and two-bedroom apartments for rent

at PGK1,500 to PGK2,300 per month. Until recently

this type of project was unusual in PNG but may

become far more common in response to unmet

demand across the full spectrum of the housing

market.

Figure 2.25: Housing

NCD



0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map

3. Eda Ranu Water Network Record Drawings

LEGNED

NDC Boundary, 2000

Housing Area

Housings






Dwellings in formally established housing

subdivisions are not affordable for most people,

making supply of affordable homes the key

challenge in Port Moresby’s housing market.

Typically house prices in new residential estates are

around PGK 350,000. The income required to be

able to afford this would be equivalent to a senior

manager in a national corporation. A mid-level

salaried worker could afford around PGK 220,000,

and for a worker this figure is around PGK 110,000.

As a result of the lack of affordable housing people

seek alternative options including single person

hostel accommodation, guesthouses and boarding

houses and settlements.

New house near Huhunama

The growth of settlements outstrips the rate

of growth of housing in the formal sector. In

settlement areas, 23,000 new buildings have been

established in the past 10 years, compared with

only 6,500 buildings in formal residential areas.

Apartments under construction Taugaba Hill

37

Suburbs

The established suburbs of Port Moresby were

almost exclusively originally subdivided and

developed at a low density; detached houses

with front and rear yards. Older suburbs have

undergone infill and redevelopment at varying

degrees of density. In the case of Town and

Konedobu, the street structure was influenced by

the steep topography. This desirable area with

good sea views, has undergone the most dramatic

redevelopment in recent years, with many single

house lots consolidated and redeveloped with

apartment towers.

Boroko is a well-laid suburb with established

parks and recreation, schools, and a well-defined

commercial centre on a fairly regular street grid.

The residential areas were originally developed

as low to medium-density housing on tree lined

streets. Recently there has been an incremental

process of infill and densification. This typically

takes the form of boarding-house modifications,

additional buildings on existing blocks and ‘granny

flat’ additions to existing houses.

Gordons, Hohola and Tokarara are also older

suburbs that largely pre-date independence. They

were also originally developed with detached

houses, and have recently undergone an

intensification within the existing block structure

and largely without demolition of many of the

original houses.

Morata is a subdivided suburb; however, it is

largely surrounded by the Morata Settlement.

It lacks the regular and extensive street grid of

Boroko. It has a denser pattern of houses, which

are sometimes four and five houses deep from

a single street frontage. Like the other wellestablished

suburbs, it has extensive tree coverage.

Gerehu is a very extensive suburb which has

gradually grown over the last fifty years. It has a

planned town centre, which was adequate in the

early years of its growth, however it now does not

sufficiently cater to this large suburb. The street

and block pattern is quite regular and most blocks

have only a single house.

Formal housing areas have grown slightly from

1,220 hectares in 2006 to 1,580 hectares in 2018.

New areas include Kennedy Estate and Skyview.

These new residential subdivisions generally lack

the range of parks and facilities of the earlier

suburbs. They also tend to be developed as gated

communities so they lack the proper integration

with the surrounding areas that were a feature of

the earlier subdivisions. The new subdivisions are

predominantly detached houses, although they

also include some medium density forms such as

duplexes, semis and terrace houses.

Heliconia Ridge Estate, Tokarara

About Port Moresby


Traditional villages

Within Port Moresby there are a number of

traditional villages occupied and owned by the

original inhabitants of the land on which the city

stands. The customary landowners of Port Moresby

are the Motu Koitabu people and there are eight

main Motu Koitabu villages; Hanuabada, Tatana,

Baruni, Korobosea, Mahuru, Kira Kira, Vabukori, and

Pari.

As the original people of the land, their identity

has special cultural significance. This UDP

acknowledges the unique culture of the traditional

people of Port Moresby and the strong and rich

identity they give to the District. A continuing issue

for the District is the threat of rapid population

growth in the city on cultural identity and

traditional ways of life in traditional villages.

The Motu Koitabu Assembly (MKA) is a special

authority that exists in the NCD to represent the

interests of traditional villages and associated

customary lands. MKA councillors have

responsibility for promoting development within

the villages. In addition, there is special Motu

Koitabu representation in the NCDC, which has

overarching planning powers over the whole of

Port Moresby.

Customary landowners own 40% of the land in Port

Moresby. As land pressure increases with urban

growth, there is much interest in the conversion of

customary land for development. The classification

of land use in traditional villages includes the

village together with associated uses such as

clan or separate gardens, traditional dancing and

community grounds, traditional cemeteries and

spiritual sites, consistent with UDP 2006.

Custom dictates housing layout patterns, which are

being disrupted by ad-hoc development occurring

in response to rapid population growth. Customary

land uses around the Village are being encroached

upon by other land uses, and Village boundaries

are becoming indistinct as surrounding settlement

growth expands into customary lands.

Recent estimates of the total population of Motu

Koitabu people in Port Moresby range between

40,000 to 50,000 people with around 20,000

to 30,000 people living in the ‘Big Village’ of

Hanuabada.

The area of land used as traditional villages has

grown by 81% between the years 2006 and 2018.

Hanuabada Village

39

Despite the growth in the size of Port Moresby’s

traditional villages, they are characterised

by deteriorating environments with severe

overcrowding. Limited basic services are provided

in a piecemeal manner, if at all. Water supply is

intermittent, power is mostly informally connected,

garbage is collected infrequently, and sewerage is

non-existent.

Customary land mobilisation for urban

development receives significant interest in

planning, but the quality of life in the villages

themselves have been neglected over the

years. Village planning is non-existent and any

development efforts in the Villages show isolated

attempts without integration into the overall urban

development framework.

The significant challenges in the quality of village

environments are now receiving attention in

a citywide programme that is being currently

implemented to improve the quality of living

in Port Moresby city. Village Modernisation is

an initiative undertaken through this program

that adopts an integrated approach to housing,

infrastructure and services improvements to

improve village amenity.

Collecting crabs at Kanudi

Pari Village

About Port Moresby


Settlements

Over half of Port Moresby’s inhabitants live in

settlements. These residential areas do not comply

with planning and housing regulations and

exist without formal legal land titles or planning

approvals. As ‘unplanned areas’, settlements

are differentiated from the formal residential

development of the city.

Settlements occupy both State and customary land

and are without formal title and therefore lack

security of tenure. Characterised by substandard

housing, poor infrastructure, and a lack of basic

services including water and sanitation, settlements

can be places of high unemployment, crime and

violence, and often residents must engage in the

informal economy to make ends meet.

Settlements in Port Moresby developed in the

1950s during the colonial period and have grown

continuously since then. The growth of Port

Moresby has been faster than that of the whole of

PNG since 1980, and in 2013 settlement population

growth was 2 to 3 times higher than the population

growth rate of the city. In the recent past

settlement growth has accelerated and now covers

an extensive area of the city. The high growth

of settlements is attributed to migrants, most of

whom find accommodation in settlements.

Over half of the city’s population live in

settlements. Tremendous growth is seen in

settlement numbers, settlement population, and

the spatial spread of settlements. The pockets of

settlements within formal areas are densifying

while new settlements are developing on large

tracts outside of the formal Urban Area, towards

the fringes of the city. Settlement land use has

significantly increased and is the largest land use

occupying an area equivalent to 70% of the land

occupied by formal urban development and nearly

2.5 times the land occupied by formal residential

use.

There are a number of different types of

settlements as follows:

Planned Settlements:

Planned settlements refer to settlements under

State upgrading programs undertaken during the

1970s. They include new or upgraded settlements

Figure 2.26: Growth of Settlements Numbers

160

140

120

Number of Settlement

100

80

60

40

20

0

1940 1950 1960 1970 1980 1990 2000 2010 2020

Growth of Settlement Numbers


41

with subdivision and basic services. Due to neglect

and lack of management these previously planned

areas have deteriorated and reverted to settlement

conditions over time.

Squatter Settlements:

Squatter Settlements include unauthorised

settlements on State land. These are settlements

occupied without consent and lack basic services

such as power, water, sewerage, and garbage

collection.

Settlements on Customary Land:

Settlements on customary lands are near or around

traditional villages, while others are on customary

land away from villages.

Government policy on settlements

White Paper ‘Self Help Housing Settlements

for Urban Areas’ (1973) is an early attempt by

the National Government to address the issue of

settlements. The policies contained in the White

Paper recommended an upgrading program

comprising subdivision, granting of individual title

and provision of basic services. Subsequent studies

recommended revisiting policies in the White Paper

in finding a solution to the settlement issue.

UDP 2006 presents the settlement issue as a

‘continuing uncontrolled spread of unplanned

settlements [that] is jeopardising plans for

formal development’. The UDP refers to the

draft NCD Settlements Strategy (2006 – 2010)

and recommends that actions proposed in

the settlements strategy are required to be

implemented in order to achieve the strategies for

residential development presented in the plan.

Figure 2.27: Landuse change

Figure 2.28: Converting Settlements to Suburbs

40

35

30

25

STAGE 10

Economic

Empowerment

STAGE 1

Idenfy Project

Site and

Establish Title

Status of Land STAGE 2

Apply for

Special

Purpose Lease

40

Area (km2)

20

15

STAGE 9

Housing

CONVERTING

SETTLEMENTS

TO SUBURBS

STAGE 3

Conduct

Household

Survey

35

10

STAGE 8

Individual

Land Titling

STAGE 4

Formulate

Subdivision

Plan

30

Area (km2)

25

20

15

10

5

5

0

Settlements

Residential


Public Utilities

Industrial

Traditional Villages

Commercial

Open Space


STAGE 7

Provision of

Basic

Infrastructure

Services

2006 2018

STAGE 6

Engineering

Design

STAGE 5

Undertake

Cadastral

Survey

0

Settlements

Residential


Public Utilities

Industrial

Traditional Villages

Commercial

Land Use Change

Source:

Open Space


2006 2018

Source: NCDC 2006 Landuse and 2018 Landuse map

Land Use Change

Source:

About Port Moresby


NCD Strategic Plan 2007 – 2011 and the

subsequent NCD Citywide Settlement Strategy

2016 – 2026 both follow the salient features of

the Government White Paper 1973 while focusing

on strengthening the implementation aspects,

particularly coordination between different

Divisions within the NCD as well as external

authorities. Despite the efforts of the strategic

plans, settlement growth has continued and

was put forward as an urgent issue for priority

Government action.

Settlements to Suburbs Programme 2018 in

response to the serious nature of the problem, the

NCD Governor is providing leadership with a new

initiative, the Settlements to Suburbs program. The

program aims to convert all settlements to suburbs

of the city and is based on the One City concept

where the approach is for an inclusive city for all

its citizens. The key components of the project

are to provide security of tenure with subdivision

and land titles, and basic services. The program is

currently being implemented with pilot projects

in each of the three electorates of NCD; Moresby

North-East, Moresby North-West and Moresby

South. The nine settlements included in the pilot

program are, Moresby North-East: Eight-Mile,

Nine-Mile, and ATS, Moresby North-West: Burns

Peak, Nautana, and Morata and Moresby South:

Kipo, Ragamuga and Kaugere.

Mango Mine Settlement near Boroko is a long-established high- density settlement on the steep ridge Central Ridge

43

Figure 2.29: Settlements to Suburbs Project

URBAN

ATLAS

Fairfax Harbour

Borehoho

Tete

Gonogo

Nautana

Morata

Iasoma

Momokaura

Ranu Siriho

Hedadi

Goiblock

Kade

Baruni Dump

Baruni

Sett

Tokarara

Sett

June Valley

Sett

Uguha

Kanudi

Tatana

Dubu

Idubada

Gerehu Stage 5

Goroka Block

Gerehu Stage 5 Waigani

Kialaoava Sett

Gerehu Stage 4 New Block Wetland

Banana Block

Aguretabu

Keasu

Last Bullet

Morata Swamp

Sivarai

Block

Namona

8 Mile Settlement

Red Hills

Laloki Sett

Kasia Sett

Morata Informal

Tiaba

9 Mile Settlement

Abattoir

Turf Club

Duna Block

Morobe Block Vanuartu Sett

Evedahana

Kopiago Block

Makana

Goroka Sett

Bush Wara

Wildlife

Karia

Erima Sett

Foale

Samarai Block

ATS

Popondetta Block

0 400 800

Draft Data S

1. NDC UDS

2. NDC Map

LEGEND

ND

Se

Se

Madai

Hagwa

Gabi

Badihagwa

Hohola Sett

Gordon Ridge

Manuti

Japanese Block

Idlers

Bay

Mavarololo


Hanuabada

Mailakomo

Segani

Kerema Sett

Ranuguri

Burns Peak

Garden Hill

Upper

Talai

Talai

Gorobe

2 Mile

Kaugere

6 Mile

Sett

NBC Sett Saraga

Mango Mine

Boroko Hill

6 Mile

Market Sett

Kipo Ragamuga

Vada Vada

Dogura

New Block

Gemo Island

Arakuti Reef

Walter

Bay

Vanagi

Kaukana

Kilakila

Kesi

Ugabegene

Gavera

Derekona

Kobaena

Wain

Lolrua Island

Taikone

Tainaladeara

Joyce

Bay

Ebu Korosi

Gedu

(Pari)

Taurama

Barracks

Tuna

Bay

Tuna Bay

Daugolata

Bootless

Bay

Gereka

Idumava

Daugo

Manubada

Island

Pari

End of the world

Tanokohu

Meduna

Settle

Lark Reef

Senekori

Hanua Lalona

Daugo Island

Kou Kou

Badina

Taurama Beach

Loloata

0 2 4 km

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000

Settlement to Suburbs

Project Areas

Settlement

About Port Moresby


Figure 2.30: Settlement and land ownership

URBAN DEVELOPM

ATLAS URBAN DRA

Ranu

Hedadi

Siriho

Gonogo

Kade

Borehoho

Tete

Momokaura

Iasoma

Goiblock

Gerehu Stage 5

Goroka Block

Gerehu Stage 5

Gerehu Stage 4 New Block

Banana Block

Keasu

Rainbow

Gerehu

Red Hills

Waigani

Wetland

Morata Swamp

Block

Morata

Wildlife

Kialaoava Sett

Aguretabu

8 Mile

Last Bullet

Laloki Sett

Morobe Block

9 Mile

Evedahana

Makana

Goroka Sett

Sivarai

Namona Bomana

Bush Wara

Turf Club

Duna Block

Kasia Sett

Vanuartu Sett

Tiaba

Abattoir

Kopiago Block

0 400 800 1600 2400

Draft Data Sources:

1. NDC UDSS 1996

2. NDC Map

LEGEND

Idlers

Bay

Fairfax Harbour

Mavarololo

Tatana

Baruni

Kanudi

Idubada

Baruni Dump

Sett

June Valley

Sett

Madai

Uguha

Dubu

Tokarara

Tokarara

Sett

Hohola Sett

Waigani

Gordons

Erima Sett

Erima Foale

Gordon Ridge

Badihagwa

Hagwa

Gabi

Hohola

Hanuabada

Mailakomo

6 Mile

6 Mile

Garden Hill

Sett

Segani

NBC Sett 5 Mile Saraga

Kerema Sett Konedobu 4 Mile Mango Mine

Ranuguri Upper

Boroko Hill

6 Mile

Talai

Boroko

Market Sett

Talai

Gorobe

2 Mile


Town

Korobosea Vada Vada

Badili

Kesi

Vanagi

Walter

Gemo Island

Bay

Sabama

Ugabegene

Gavera

Kilakila

Arakuti Reef

Kaukana

Popondetta Block

Manuti

Dogura

Karia

Samarai Block

Japanese Block

New Block

Derekona

Kobaena

Wain

NCD Boundary, 200

Land under state ow

Land under custom

Built Up Area

Settlement

Lolrua Island

Taikone

Tainaladeara

Joyce

Bay

Ebu Korosi

Gedu

(Pari)

Taurama

Barracks

Tuna

Bay

Tuna Bay

Daugolata

Bootless

Bay

Gereka

Idumava

Daugo

Manubada

Island

Pari

End of the world

Tanokohu

Meduna

Se

Lark Reef

Senekori

Hanua Lalona

Daugo Island

Kou Kou

Badina

Taurama Beach

Loloata

0 2 4 km

The Information presented on this m

available data and was produced by

NCDC Regulatory Services. NCDC an

no responsibility for the accuracy of


NCD Boundary, 2000

Built Up Area

Land under

state ownership

Settlement

Land under

customary ownership

45

Figure 2.31: Informal Growth

0 2 4 km

NCD Boundary, 2000

Before 2002

2003-2007

2008-2011 2012-2017

About Port Moresby


Physical and environmental constraints

Physical and environmental constraints limit or

prevent development in areas in order to minimise

physical and environmental risks to the city and

protect its biodiversity. Such risks include issues

of soil stability, landslip potential, flooding

and erosion, contamination and pollution from

development. Biodiversity is a measure of the

stability of the city’s ecosystems and needs to be

protected to ensure sustainable growth of the

city. The constraints map identifies a set of key

characteristics that have consequences for how

land may be utilised.

UDP 2006 sets out ‘preserved land use’ and

stipulates the following in the proposed land use

categories in its strategic plan framework:

• Ridge tops and areas above 90m contour

maintained for environmental and aesthetic

purposes

• Green spaces serving as protective ‘buffers’ for

environmentally sensitive areas

• Open spaces for public or restricted use

• Parklands and passive recreational areas

International Airport

Port Moresby International Airport (PMIA) is a

highly regulated and controlled environment.

Year 2030 Airport Master Plan demarcates

specific precinct development within the declared

aerodrome at both non-aeronautical zone and

aeronautical zone. Government Departments and

Agencies must comply.

Under National Airports Corporation (NAC)

requirements, for all future Development Projects

located within a 4,000m radius from the Airport

Reference Point must be sent to NAC for Clearance

before being considered by Department of Lands

& Physical Planning (DLPP) or NCDC Physical

Planning Board (CPPB).

Green Space

Since UDP 2006 many of the preserved land use

areas have been developed for other purposes.

As a result the absolute amount and proportion

of open space per capita is decreasing. Some

recreational use such as parks and playgrounds,

have been abandoned to accommodate other land

uses.

Formal residential areas and settlements are fast

expanding into the restricted 90m hilltops as

well as into other preserved areas such as the

environmental preservation zone. The regulated

standard for open space provision of four hectares

per 1000 persons has not been applied to new

residential developments resulting in an under

provision of facilities and space for recreation and

leisure activities. The mangrove areas along the

coast are blue-green infrastructure that is under

intense development pressures. Land reclamation,

dredging and discharge of raw sewage are a

significant threat to marine environment and public

health.

Extensive areas that are currently in their natural

state should be conserved. These include the

coastal areas of mangrove forest that extends

from Napa Napa to Tatana and from Joyce Bay

to Bootless Bay, as well as the meandering

banks of the Laloki River. The conservation of

these environmentally, visually and ecologically

significant locations and their protection from

intense development pressures should be enforced.

Above Vabukori and Joyce Bay

47

Figure 2.32: Physical and Environmental Constraints

URBAN

Hegora

Tovobada

Matire

Gerehu

Waigani

Wetland

Nebire

Laloki River

Bomana

0 400 800

Draft Data S

WESTERN RIDGE

Huhunama

Vetorogu

Deogu

BARUNI FAULT

Rainbow

Morata

8 Mile

BOGORO SHEER ZONE

9 Mile

1. Digital Ca

2. NCD Lan

3. Map 5,6

4. Flood Inu

5. Slope Ma

6. Google E

7. National

Siro Creek

LEGEND

WESTERN RIDGE

Fairfax Harbour

Waigani

Erima

TATANA FAULT

KOKI FAULT ZONE

NC

De

Ar

Tokarara

Gordons

Ot

Ste

EASTERN RIDGE

Idlers

Bay

Mavarololo

Napanapa


Gemo Island

Paga

Hill

Hohola

Burns

6 Mile

Peak

5 Mile

Konedobu

4 Mile

Boroko

Taugaba

Town Hill

Korobosea

Badili

Walter

Bay

Sabama

Arakuti Reef

CENTRAL RIDGE

Zero

Hill

W

Flo

Tid

Ai

M

M

Cr

Dr

Ca

Ge

Lolrua Island

Joyce

Bay

Tuna

Bay

Bootless

Bay

Na

Pip

SOUTHERN RIDGE

Daugo Island

Lark Reef

Manubada

Island

Physica

Environ

Constr

Loloata

0 2 4 km

The Information p

available data and

Regulatory Service

responsibility for t

should be used as

Developed Area

Flood Inundation

Airport Land & Obstacle Free Zone

Marine Protection

Tidal Flooding

Pipeline


Slope >20 degree

Mangrove

Creeks Drainage Catchment

Geological Fault Line

Navigation


About Port Moresby


Slopes

The area above 90m in elevation was reserved

by the UDP 2006 for reasons of environmental

protection, recreation and city identity. It covers

44.5km². Historically, urban development could

not be conducted above 90m elevation due to the

water pressure restrictions. In addition earthworks

and loss of natural vegetation, particularly above

this height are known to cause erosion and

siltation of the city’s stormwater systems. This has

come to establish characteristic views and vistas to

the vegetated ridgelines based on the 90m height

datum, with urban areas filling the valleys, while

the ground above 90m remains natural.

This historical development means that vegetated

ridgelines define the watersheds of the various

catchments. Ecological communities persist on the

ridge tops, and form an extensive and connected

system, the largest environmental and recreation

reserves in the city. These high and steep slopes

are visible from every part and are uniquely Port

Moresby. They provide important habitat for

biodiversity to move across the urban area and

potential for adaptation to climate change and

should be conserved.

Some areas are more susceptible to slope

instability or reduced bearing capacity, particularly

areas of cut and fill on slopes greater than 15%

and hill slope deposits. UDP 2006 identifies that

on both Paga Hill and Touaguba Hill, extensive

development has taken place with building pads

cut into fractured, steeply dipping rock. Such sites

are vulnerable to failure not only from even minor

seismic activity but also from movement along

slippage planes lubricated with stormwater or

sewage.

In-depth investigation should be undertaken on

slope stability during the preparation of Local

Development Plans. Areas of particular concern

include Paga Hill, Touaguba Hill, Saraga Hill and

Waigani Heights.

Fault lines

Additional factors affecting development

include the existence of several fault lines in the

Development Plan Area. These include the Baruni

Fault, Tatana Fault and the Koki Fault zone in the

coastal region and the Bogoro Sheers zone further

inland. Unstable plains exist along Laloki River and

development must be discouraged in its immediate

vicinity.

Flood prone land

Currently no comprehensive flood study exists,

however parts of the city regularly suffer from

flooding and inundation. This situation is made

worse by a number of factors; new developments

which impact overland flows, inadequate

stormwater design, increased hard surfaces which

increase stormwater volumes and vegetation loss,

and unmanaged earthworks cause siltation of

drains.

A flood study and a storm water management plan

are urgently required. These should establish a

framework to guide development. This relates to

site-by-site infill and consolidation and to urban

extension and master planning.

Burns Peak

49

Effects of climate change

The environmental risks of climate change also

impose constraints on development potential.

The Climate Change Vulnerability Assessment for

Port Moresby identifies the likely major effects of

global warming due to greenhouse gas emissions.

It identifies sea level rise as the most significant

impact, which will cause inundation and coastal

erosion affecting coastal communities in Port

Moresby, as well as increased storm surges. It also

identifies the need to prepare for increases in the

intensity and frequency of rainfall and increases in

average daily temperature. The city will face more

variable and intense weather patterns.

Sea level rise in Papua New Guinea has been

measured at 7mm between 1993 and 2010, more

than double the global average. Sea level rise is

projected to rise to between 40 and 150mm by

2030. A noticeable effect of sea level rise has been

observed on coastal communities, the marine

environment and the built environment of the city.

Increased storm surges and sea levels have caused

inundation along the coastline, threatening human

settlements and roads in particular, that are prone

to erosion. In addition, rainfall in Port Moresby is

predicted to increase between 5 and 15% by 2030.

could have severe impacts on Papua New Guinea’s

people over the coming years.

Port Moresby is also exposed to extreme

temperature events. Increases in sea surface

temperature and ocean acidification will have

serious repercussions for the city and the coastal

communities whose economy and livelihood

depends on marine resources.

Practical adaptive measures to combat the effects

of climate change in the city include:

• Maintenance of stormwater drains and

preventing blockages due to solid waste

dumping

• Raising community awareness of the role of

wetlands, mangroves and other ecosystems as

preventable barriers to storm surges

• Replanting mangroves in degraded sites

• Enhance tree preservation orders

• Terracing and grass planting on hill slopes to

reduce erosion

• Public reserves and drainage reserves kept

free of development and not approving any

re-zoning

Average temperatures in Papua New Guinea are

expected to rise between 0.3°C and 1.1°C by 2030.

The magnitude of these increases in temperature

The Southern Ridge

About Port Moresby


PORT MORESBY’S JOBS AND TRADE

Formal economy

Following extraordinary GDP growth in 2014 and

2015, PNG’s growth has been weaker in recent

years, however projections are for stronger and

more sustainable growth into the 2020’s.

The five-year Medium-Term Development Plan

for 2018–22 (MTDP III), focuses on inclusive and

sustainable growth and higher public investment

in physical infrastructure, which is required to

facilitate private sector development outside the

resource sector. The 2019 National Budget focuses

on supporting the implementation of MTDP III

and building a broader-based economy. (World

Bank, PNG Economic Update Slower Growth Better

Prospects, 2019)

Holiday arrivals Trend by Source Market (2010-2016)

Source: PNG Tourism Promotion Authority 2017

Figure 2.33: PNG GDP Growth January 2019

A key challenge for the plan is to bring customary

land development from the informal sector to

formal. The 2019 National Land Summit concluded

“the relevance of the ILG as a vehicle for mobilising

customary land for development needs to be

reviewed with the view to amend or repeal the ILG

Act”.

Landowner reluctance to voluntarily develop

their land remains a major challenge in releasing

customary land to the market. Extending the trunk

infrastructure network to deliver serviced State

and customary lands may provide an impetus in

the voluntary mobilisation of customary land for

development within an orderly and sequential

framework of ‘greenfield areas’.

20

15

10

5

0

Actual

GDP

Growth Estimates Projections

2014 2015 2016 2017 2018 2019 2020

Source: World BG 2019

PNG GDP Growth January 2019

Source: World BG 2019

In 2018, Port Moresby hosted leaders from the 21 members of the Asia-Pacific Economic Cooperation

51

Informal economy

Both formal and informal economic sectors coexist,

and informal activities are a vital component of the

PNG economy. The Informal Sector Control and

Development Act, 2004 recognises the importance

of the informal sector to the overall economy and

as a source of employment and livelihoods.

The informal economy comprises incomegenerating

activities outside regulatory laws

and includes selling, distributing, producing or

manufacturing goods, and providing services.

These activities are often conducted as small

enterprises and livelihood activities.

rely on informal economic activities to support

and supplement their incomes. The informal

economy in Port Moresby is estimated to generate

about Kina 2 million per day and about Kina 750

million per year. It supports the bulk of the city

population including over 75% of the settlement

population. The informal sector in NCD has

expanded rapidly due to factors such as increasing

population, insufficient formal jobs, low wage

employment, high cost of living, and increasing

numbers of children leaving school before

completing their education.

It is estimated that around half urban households

generate some income from informal activities

in order to survive. Formal wage earners also

Street vendor at Erima

Firewood seller in Korobosea

Market and garden at Waigani

Making and selling handcraft in Tokarara

About Port Moresby


PORT MORESBY’S INFRASTRUCTURE

Physical infrastructure

Joyce Bay Water Treatment Plant

Utilities - Water and sewerage

Port Moresby’s water supply is from the Sirinumu

Dam at Sogeri 20km to the east of the city.

The dam serves the dual purpose of providing

hydroelectric power and the urban drinking water

supply.

The Mount Erima plant treats 177 mega litres of

water per day for the city’s drinking water. This

plant is due for major maintenance and upgrading.

Only 45% of the water supplied is billed and

revenue generating. 17% is unbilled consumption

generally in villages and settlements, 11% is lost

through other illegal connections and 27% is lost

through leakage.

To improve resilience a planned new dam on

the Brown River may/will provide additional

hydroelectric power and establish an alternative

water supply. However non-revenue water supply

will be an ongoing major issue.

The Sewerage system operates in separate

catchments. Town connects eastward to Joyce Bay.

The areas around Boroko and Waigani connect to

Waigani Wetland. Gerehu has a separate system,

which also flows to the wetland. The system covers

less than half the extent of the city, such that none

of the east, south and west of the city are covered.

A new sewerage plant has been recently completed

at Joyce Bay. This project included new lines and

pumping stations to serve the communities on the

seaward side of the Western Ridge from Hanubada

to Vabukori and KilaKila. This modern hi-tech plant

NCD



NCD



0 400 800 1600 2400 4000

Metres

0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map



1. NDC UDSS 1996

2. NDC Map

3. Eda Ranu Sewerage Network

LEGNED

NDC Boundary, 2000

Developed Area

Water Service Line

LEGNED

NDC Boundary, 2000

Developed Area

Sewer Service Line

Water Service

Sewer Service

Figure 2.34: Water






Figure 2.35: Sewerage






53

has relatively high-energy inputs and operating

costs. It is currently operating at around 25% of its

capacity.

Any development of further new sewerage

treatment infrastructure will face risks from

contamination and failure due to untreated

industrial effluent. Currently, there is no trade

wastewater policy within Port Moresby. This will be

critical as industry develops around the city.

About three quarters of the city is in the catchment

of Waigani Wetlands, and the sewerage treatment

ponds operate with a gravity feed from the city.

This is a low-cost system, however it is in need of

maintenance and remediation. These ponds are

being encroached by residential development.

There is currently no sludge management policy.

The treatment ponds at Waigani are completely

full of sludge and the initial estimates are that up

to 300,000m³ of sludge needs to be removed from

the ponds to re-instate the pond operation. The

new treatment plant at Joyce Bay does not have

permission to remove the sludge from site and

hence the sludge is being left to accumulate on

some vacant land within the site boundary. At the

current production rates, the site will run out of

storage capacity within the next 6 months.

Uncertainty regarding the true population of Port

Moresby will impact on the need for investment

in infrastructure and could result in the need for

larger or increased numbers of facilities being

required. In addition available information on

the current network is incomplete. A number of

assumptions will be required to generate network

models followed by site validation trials.

The water reticulation system covers the older

parts of the city, and quite clearly follows the older

established suburbs such as Boroko and Gerehu.

While there are water mains extending out from

the core to Pari, Roku and Taurama, these lines lack

distribution networks. The extensive settlement

areas from 9 Mile to Dogura and Taurama are not

served.

Power

PNG Power Ltd (PPL) operates the power supply

system which has an average load of 110

megawatts-plus, depending on the day’s load

demand. Power disruptions and frequent blackouts

within the city is still an issue affecting daily

operations.

The Port Moresby Power Grid Development Project

(PPGDP) funded by the Asian Development Bank

(ADB) through the PPL has made significant

improvements to power generation, supply,

efficiency and reliability in NCD possible.

During a recent drought, water levels behind

Sirinumu Dam dropped to alarming levels, casuing

city wide power disruption due to load shedding.

Fuel prices also affected power generation

especially for the gas generated power sources at

Kanudi and Motukea.

The existing power supply network consists of

two generation sources; the Rouna 1, 2, 3 &

4 (Hydro) and Moitaka (Thermal-diesel), and

four substations; Bomana, Boroko, Waigani and

Konedobu, interconnected by power transmission

and distribution lines of 66kilovolts suspended on

poles throughout the developed areas in NCD.

The distribution network follows a similar pattern

to other utilities, so newer and informal areas

are not served. A major program of renewal and

extension is required.

NCD



0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map


LEGNED

NCD Boundary, 2000

Developed Area

High Voltage

Low Voltage

Power Service

Figure 2.36: Power






About Port Moresby


Public transport

Private vehicle ownership is low in Port Moresby,

and there is no public mass transport system such

as such as bus transit-ways or light rail. The main

modes of transport are public motor vehicles

(PMV) and taxi. Most people use the PMV services

of 25-seater buses, which follow a number of wellfrequented

routes. These are run on a relatively

informal basis by a large number of owner

operators under a licenced route system. There

are no timetables and the PMV stop environment

is very poor, with little or no waiting facilities such

as seating and shelter, and no security features

such as lighting and separation from road traffic.

Waiting at stops is perceived to be one of the most

dangerous parts of a PMV journey.

36%

Walking distance

PMV Network

At times, licensed routes are altered, shortened, or

not run at all, leading to gaps in the PMV coverage

of the city. Drivers and crew adopt these practices

to maximise profits, as their salaries depend on

this. ‘Express’ services have started to run on newly

built roads to serve the requirements of certain

workers (e.g. office workers) who are able to

prioritise time over price.

There are 25 designated PMV routes for which

licences are available, but not all of these services

are operational. The PMV network needs to be

improved and expanded to reach more people,

particularly in the expanding periphery.

NCD



0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map

3. UN Women - Gender & Transport

Research Services Final Report, 2018

LEGNED

NDC Boundary, 2000

Developed Area

Existing routes

400m access

Main Stops

400m and 900m buffer

of existing PMV routes

Figure 2.37: Public Transport






55

Social services

The diagram presents a broad picture of social

services across the city. These include public

markets, police stations, fire stations, health and

education facilities. The distribution indicates a

relatively high concentration of services in the

older parts of the city: the coastal areas from

Poreporena to Town and Badilli. Also in the valley

running from Korobosea through Boroko, Gordons,

Waigaini to Gerehu. Smaller clusters exist in the

northeast at 9 Mile and Bomana.

Social services are almost completely absent in

the east (Bush Water to Dogura) and southeast

(Taurama) and in the west around Fairfax Harbour.

This presents a picture of the distribution of

services not keeping pace with the growth of the

city.

The rubbish dump at Baruni underwent a major

renewal and has a new management plan in 2018.

This has significantly improved safety and extended

its life. When a new facility is required, it will be

located outside the District.

When people pass away, for most people it is

very important for their body to be returned to

their customary land for burial. Consequently,

the numbers of burials are far fewer in Port

Moresby than the population would suggest. The

main public cemetery is at Bomana, this site is

considered adequate for the medium-term future.

Figure 2.38: Social Services

NCD



NCD



0 400 800 1600 2400 4000

Metres

0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map


1. NDC UDSS 1996

2. NDC Map

LEGNED

NCD Boundary, 2000

Developed Area

Social Services

LEGNED

NCD Boundary, 2000

Developed Area

Social Services

Social Services

Social Services

Police and Fire






Education






NCD



NCD



0 400 800 1600 2400 4000

Metres

0 400 800 1600 2400 4000

Metres


1. NDC UDSS 1996

2. NDC Map


1. NDC UDSS 1996

2. NDC Map

LEGNED

NCD Boundary, 2000

Developed Area

Social Services

LEGNED

NCD Boundary, 2000

Developed Area

Social Services

Social Services

Social Services

Health






Market






About Port Moresby


Blue-Green Infrastructure

Biodiversity

Dominant features of the terrestrial environment

of the NCD include mountains, hill slopes, valley

floors and coastal areas. Plant communities

within this area include steep rainforest gullies,

savannah woodlands, grassland, saltmarsh and

mangrove forest. Additionally, there are pockets of

subsistence gardens with species including banana,

coconut, mango and cassava.

Savannah woodlands are the dominant community

type, including eucalypt, melaleuca and mixed

savannah. Much of the savannah within the NCD

planning area is considered disturbed, and fires are

frequently lit in these areas during the dry season.

Ridgelines

Ridgelines and areas above the 90m elevation have

been provided with various forms of protection

across the NCD, although significantly unenforced

as noted before. The Dogura-Taurama LDP has

excluded these areas from development as a large

connected open space to protect the hillsides and

ridgelines. The LDP outlines the reason as being

the importance of maintaining the visual integrity

of Port Moresby’s hillsides and ridgelines and

the difficulty in delivering urban services to these

areas. However, the protection of these areas has

the added benefit of resulting in the conservation

and maintenance of ecosystems and providing

connectivity of habitat across the NCD.

Freshwater areas and the natural floodplain

The main wetlands and naturally flooded areas

of the NCD are the Waigani wetland (or Waigani

Swamp) and the Laloki River floodplain. The

wetlands consist of two interconnected bodies of

water being Waigani Swamp, which is a shallow

eutrophic freshwater lake and the largest in the

system, and a smaller secondary lake, Gerehu

Swamp. The lakes are permanent and experience

fluctuating water levels associated with seasonal

rainfall, evaporation and seepage.

Most of the watercourses that drain into Waigani

Wetland rise in the hills to the east of Gerehu.

Some of these watercourses are outside the

UDP planning area but form part of the overall

catchment feeding the wetland. A major waterway

within the catchment is Boroko Creek, which

traverses the urban areas of Boroko and Morata

before discharging into the southern section of the

lake system. The area occupied by the swamp is a

natural depression.

The area surrounding Waigani Wetland and Gerehu

Swamp contain many species of reeds and aquatic

plants and also a selection of feral weeds and

grasses, and embodies significant biodiversity

values. Waigani Wetland and associated wetlands

are a major environmental asset and natural

resource for the District and they require strong

protection from development incursions and

downstream effects.

Figure 2.39: Creeks

NCD



Waigani

Wetland

0 400 800 1600 2400 4000

Metres

Draft Data Sources:


2. NCD Land Use Map, 2018

3. Map 5,6 , NCD UDP 2006

4. Flood Inundation Map, NCD 2015

5. Slope Map, NCD 2015


7. National Airport Corporation, 2019

LEGEND

NDC Boundary, 2000

Developed Area

Area above 90 m

Other Environment Protection

Steep Slope >20 degree

Waigani Wetland Conservation

Flood Inundation

Tidal Flooding

Aeronautical Zone

Marine Protection

Mangrove

Creeks

Drainage

Catchment


Navigation

Pipeline

Physical &

Environmental

Constraints



Regulatory Services. NCDC and its consultants accept no

responsibility for the accuracy of information provided and

should be used as a guide only.

57

Marine areas

The coastline of the NCD is approximately 209km

in length, and contains ecologically significant

habitats such as mangrove, seagrass, coral reefs,

rocky headlands and sandy beaches. The coastal

marine environments are primarily made up of

mud and sand flats on the eastern coastline, and

silt and mud flats within Fairfax Harbour. Mangrove

systems occur along the eastern and northern

coastlines and the rock shore of southern and

western coastlines.

Mangroves naturally occur across much of the

shoreline of the District, however it is not known

whether these mangroves continue to exist

following the intensification of urban development,

or the condition of these vegetation communities

where they remain. Assessment and conservation

of these important barrier ecosystems is required.

The foreshore within the Port Moresby Town

LDP planning area is highly developed. However,

within Port Moresby harbour, there are 15 species

of mangrove, seven species of seagrass and 46

species of reef building corals (Kiele et al. 2013).

Highly degraded mangrove patches, predominantly

comprised of Rhizophora and Avicenna species, are

present along the shoreline of the Dogura-Taurama

LDP planning area (Dogura-Taurama LDP).

Coral reefs occur in the fringing reefs of the

mainland and islands that form part of the NCD,

and, in addition, in patch reefs and the Barrier

Reef Lagoon offshore of the NCD boundary.

Port Moresby, Fairfax Harbour and Bootless Bay

form part of the Papua Coastal Lagoon which is

separated from the open ocean by the Papuan

Barrier Reef, the third largest in the world,

stretching from the Gulf of Papua through Port

Moresby and ending at Rossell Island in the

neighbouring province of Milne Bay.

Bootless Bay, to the south of the planning area,

has high biological significance as it contains

endangered, threatened and endemic marine

biota. It is a Marine Managed Area (according to

the United Nations Ocean Conference webpage),

however, there are no known formally declared

protected areas within the marine environment of

the NCD.

Hippocampus bargibanti – Pygmy seahorse

Chromodoris kuniei - Kunie’s chromodoris

About Port Moresby


Estimated tree canopy coverage by LPA

Tree Canopy Coverage Estimates - Photochromatic

Analysis was used to estimate tree canopy coverage. A

high definition image of the District was imported to

Adobe Photoshop, and colour filtered to identify tree

canopy.

Estimated Tree Canopy Coverage by LPA

1 – Port Moresby/Konedobu – 40% Tree Canopy

Coverage

One of the more densely tree covered areas of those

analysed, this would seem to be due to the large

amount of residential development, with trees planted

intensely in these areas. The port and industrial

development features limited trees, as expected.

Tree coverage outlines the urban block pattern and

indicates that trees in this area are the result of

residential planting rather than natural existing trees

which would pre-date development.

2 – Kilakila/Koki/Badili - 17% Tree Canopy Coverage

Even though there is the presence of dense residential

developments containing tree planting, there is

significant amounts of cleared land within the Kila

Kila/Kok/Badili area. There is also the presence of

natural tree growth, but this is limited. The built

environment that contains non-residential land uses

shows a lack any significant tree canopy.

3 – Boroko – 24% Tree Canopy Coverage

This inland area features a mix of industrial and

residential development. As expected, industrial

areas follow the expected pattern of a lack of trees.

But there is significant canopy coverage in residential

areas. There appears to be limited amount of natural

tree growth.

4 – Waigani – 27% Tree Canopy Coverage

This inland area features a mix of industrial and

residential development. Again tree canopy coverage

follows the expected pattern of fewer trees in

industrial areas with significant canopy coverage in

residential areas.

There appears to be a reasonable presence of natural

tree growth pre-dating development and forming a

buffer in the north between residential and industrial

uses.

5 – University/Tokarara – 27% Tree Canopy Coverage

Widespread clearing of forest is prominent in this

area with some areas of natural forest remaining. The

urban Subdivision pattern is distinguishable by the

outline of tree canopy due to tree planting around

residential dwellings.

6 – Gerehu/Waigani Swamp – 15% Tree Canopy

Coverage

Widespread clearing of forest areas is prominent in

this area with limited coverage of natural trees. The

urban Subdivision pattern is distinguishable by the

outline of tree canopy due to tree planting around

residential dwellings. There is also the significant

Waigani Swamp in this area, which retains natural

vegetation.

7 – 8 Mile/ 9 Mile – 15% Tree Canopy Coverage

Widespread clearing in this area provides a stark

contrast to the forest bounding the north of the area.

There is a small amount of residential development

that has led to some new trees being planted. There is

also the presence of large industrial uses that do not

feature any canopy coverage of note.

8 – Airport – 18% Tree Canopy Coverage

This area is essentially divided into three portions

with residential to the west, the airport area in the

centre and natural forest to the east. In the western

residential portion of this area tree planting provides

the canopy coverage. In the east natural trees have

been maintained. Development is limited to the north

and south of the airport to prevent any disturbance to

flights arriving and departing from the airport.

9 – Kaevaga/Poreporena – 7% Tree Canopy Coverage

This is another area which has widespread open

space with a lack of natural trees. The tree coverage

that is present is due to residential development tree

planting.

10 – Huhunama/Tovabada – 47% Tree Canopy

Coverage.

One of the more untouched areas of the study area,

the forest that bounds the site to the west continues

to flow into this parcel of land. There are areas to the

south that have been cleared for development.

11 – NapaNapa/Daugo Island – 31% Tree Canopy

Coverage

The industrial area of this site is the main destination

for freight arriving by sea from the port. The existing

forest area provides a large contrast to the cleared

industrial area, showing this contrast clearly.

59

12 – Taurama South – 17% Tree Canopy Coverage

The natural tree environment in this area can be seen

along the ridgelines, with the valley floors being

cleared. There is also residential development which

follows the pattern of densely planted trees.

13 – Taurama/Dogura South – 10% Tree Canopy

Coverage along the ridge lines the natural tree canopy

can be seen, with the valley floors being cleared.

There is limited residential development to provide

planted trees.

14 – Dogura North – 30% Tree Canopy Coverage

This area appears to be mostly natural with tree

canopies visible along ridgelines. There is also a

residential development in which the subdivision

pattern illustrates densely planted trees. There is

soil erosion and tracks/roads are visible through

the parcel connecting residential developments to

the wider area. Much the same as the Huhunama/

Tovabada parcel, it is possible to view how the forest

bounding the site flows into the parcel, and how

human development has eroded this.

Tree canopy

The city also has relatively longstanding tree

protection requirements and a good level of tree

canopy cover. This natural asset is highly valued by

the city’s residents.

Figure 2.40: Tree Canopy

URBAN DEVELOPME

ATLAS URBAN DRAF

0 400 800 1600 2400

10

Huhunama/

Tovabada

6

Gerehu/

Waigani

Swamp

7

8 Mile/ 9

Mile

Draft Data Sources:

1. NDC UDSS 1996

2. NDC Map

5

University/

Tokarara

LEGEND

NDC Boundary, 2000

Public Utilities

Open Space

11

NapaNapa/

Daugo Island

9

Kaevaga/

4

8


1

Port Moresby/

Konedobu

3

Boroko

14

Dogura

North

Residential

Commercial

General Industrial


Environment Protecti

Settlements

Vacant Site

Subdivision Zone (und

Subdivision Zone (und

2

Kilakila/Kok/

Badili

13

Taurama/

Dogura

South

Urban Villages

Commercial Agricultu

Gardening areas

Land Reclamation

Grassland & Woodlan

12

Taurama

South

NCD Land Ut

The Information presented on this map

available data and was produced by th

NCDC Regulatory Services. NCDC and

no responsibility for the accuracy of in


About Port Moresby


61

“A Mosbi which is peaceful and safe”

Liveable City

Governor Parkop


LIVEABLE CITY

TRANSFORMING THE QUALITY OF LIFE OF PEOPLE LIVING IN PORT MORESBY

3

Vision 2030 and the Housing and Infrastructure Master Plan 2030

Planning for a liveable, unified and safe city

will help transform people’s quality of life in

Port Moresby. This will be achieved through the

development of a compact city with adequate

housing and land for business and industry in

the right locations. Staging and sequencing of

development will respond to the staging and

sequencing of infrastructure provision.

Issues of poor safety in its public spaces, lack

of utilities and services and rapid unplanned

growth, mean that there are many opportunities to

improve liveability in Port Moresby. The city’s very

strong communities, many vibrant cultures and an

extraordinary natural setting are the identity and

strengths on which improved liveability can be

built.

Vibrant, safe and clean public spaces, markets,

parks and Urban Centres will be accessible via

direct, safe and convenient walking and public

transport connections. More land for recreation

and open space close to where people live and

work will encourage more healthy and active

lifestyles. Activating and conserving bluegreen

infrastructure and cultural assets will also

strengthen the unique identity of Mosby and

protect the parts of the city that residents and

visitors love.

Liveability describes the characteristics of a city

that support the wellbeing and resident’s quality

of life. The attractions of the city draw people

from all over the country, so its people reflect the

extraordinary cultural and ethnic diversity of Papua

New Guinea. As the national capital and gateway to

PNG the city also has a large and diverse expatriate

community.

Port Moresby is rapidly expanding through formal

subdivisions and informal settlement growth.

Generally infrastructure, public services and, public

open spaces are not keeping pace with the growth.

Meanwhile, large-scale urban infill and renewal

projects are transforming the existing urban

environment.

This is a very new city that is rapidly changing.

Five strategies are proposed for making the city

liveable. There are five fundamental aspects

of great, liveable cities: diverse and resilient

communities, accessible and sustainable mobility,

an adaptive and innovative local economy, vibrant

public spaces, and affordability.

Source: Post Courier

Every evening in Port Moresby, parks and open spaces are full of people playing touch footy

63

Figure 3.1: Housing and Infrastructure Master Plan 2030

URBAN

ATLAS

Borehoho

*

Waigani

Wetland

Wetland

East

To Gulf


Province

0 400 800

To LNG

Port

Via

Junction

Bisogo

Idlers

Bay

*

Fairfax Harbour

Ravuvu

Wharf

Mavarololo

Daugo Island

Gata

Ranu

Hedadi

Motukea *

Port

*

Tatana

Napanapa


Gemo Island

Lolrua Island

Siriho

Baruni

Kade

Lark Reef

*

Kanudi

Hanubada

Baruni

Dump

Town

Walter

Bay

Era Kone

* Arakuti Reef

(Ela Beach)

*

*

Rainbow

Tokarara

Konedobu

Gerehu

Nature Park

Gerehu

East

Hohola

Morata

Waigani

Gordons

4 Mile

Erima

Boroko

Boroko

Korobosea

Badili

Sabama

Fish

Kilakila

* Markets

*

*

Joyce

Bay

Manubada

Island

5 Mile

8 Mile

Airport

6 Mile

Taurama

North

Hiritano

Highway

9 Mile

ATS

Taurama

Tuna

Bay

*

Bomana War

Cemetery

*

Dogura

Taurama

South

Manuti / Moiha

*

Bomana

South


Pyramid

Point

Bush Water

Magi Highway

Bootless

Bay

*

Gereka

Adventure Park

*

To South

Coast

Loloata

0 2 4 km

Draft Data S

1. NCD UDS

2. NCD Map

LEGEND

*

NC

De

Ex

La

Re

Ac

Hi

Fo

Sp

Ne

Major Centre

Existing

Strategic Cen

Existing

Local Centre

Existin

Liveab

Housin

Infrastr

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000

Developed Area

Existing Recreation

Land Supply

Recreation Corridor

Hilltop Walk

Foreshore Walk

*

Existing Roads New Roads

Active Travel

Special Places

Major

Centre

Existing

Proposed

Strategic

Centre

Existing

Proposed

Local

Centre

Existing

Proposed


Liveable City


The Current NCDC program for ‘Improving Liveability in the City’:

Improving Port Moresby’s

Liveability

Settlement to

Suburbs

Improve

Villages

Eliminate

Violence

Improve

Suburbs

Initiative 1 Initiative 2 Initiative 3 Initiative 4

Settlement to Suburb

Outcome Expected:

• Land Title is granted by the national Department of Lands

to NCDC

• Land is surveyed or purchased or lease (if customary land)

• Survey plan submitted to surveyor General for approval and

registration.

• Approved survey plans are presented to Registrar of Title for

Title Deeds to be created over allotments.

• Title over portion remains with NCDC (if state land)

• Title are granted to occupant after they have earned it by

improved landscaping: attending house keeping training,

improve housing to acceptable standards and sign off

agreement to keep peace, hygiene and healthy environment.

• Road, drainage are built and electricity, water sewerage

connected.

Improve Villages

Outcome Expected:

• Road and drainages are built and upgraded or seal to City

standards

• Residents are all connected to water, electricity and

sewerage lawfully and to City standards.

• Walkways are constructed to last 30 to 40 years or more.

• Residents receive subsidy to improve their houses.

• Facilities such as clinics, schools, sport fields, recreational

parks, markets etc are improved to City standards.

• Villages are fenced off if villages prefer to be fenced.

Eliminate Violence

Outcome Expected:

• Number of Police have increase to UNACCEPTED standards

at 1 to 40 people.

• Markets, shopping malls, schools, hospitals, public transport,

parks, beaches and other public places are free of crime,

litter and betel nut spittle.

• Level of Crime, including petty crime has reduced.

• Level of violence particularly violence against women and

girls have reduced.

• City residents and visitors alike are to use night space as

much as day space in all parts of the City.

Action

• Get Police to increase manpower.

• Provide funding to increase police manpower by 500 men

and women

• Get National Government to deploy soldiers to support

police in the City by placing them in hotspots.

• Get National Government to allow more Australian Police

deployed on duty within communities instead of just playing

supporting role.

• Get all our Security Firms to improve their capacities and

abilities so they provide real security and support to public,

especially women and girls in public places like markets.

• Improve our Reserve Police so they can provide better

services to public, both in prevention and enforcement.

• Gender Desk must shift its priority to working on behaviour

change so we can help perpetrators of violence to change

their habit or behaviour.

• Provide greater support to Active City Program which is

doing a lot to change behaviour and habits.

Improve Suburbs

• Upgrade all public places and sporting venue in the suburbs.

• Create more public places and sports/ recreation facilities.

• Ensure all houses are kept in healthy and hygienic condition.

• Ensure all parks and recreational areas/ sports facilities are

green, clean and safe all year around.

• Parks/ Gardens must appoint Manager and do regular check

on recreational/ sports and public places in suburbs.

• Safe City Program must be extended to all markets.

• Build more markets in suburbs.

• Seal all roads and reseal all roads that are deteriorated in

suburbs

• Get residents to do renovation and improvements to their

houses including repainting.

65

Healthy people – Active lifestyles

The open space and parks within the city are our

main recreation areas. During the day, they offer

a shady place to sit in the evening and on the

weekend, they are very popular for a game of

touch footy or volleyball with friends. These places

and spaces for recreation, and time in nature

promote health and well being, by encouraging

people to be more active. This has the flow-on

benefit of alleviating some of the burden on public

health services.

Connections across the city should be designed

to support walking and cycling. This means

connecting the different parts of the city that

people want to visit along “desire lines”. Urban

centres, schools and markets should function as

nodes in a network that gives the largest possible

number of people direct, safe and convenient

connections between the places they need to go.

and blue-green infrastructure will be essential to

enhancing accessibility and use. The provision of

open space and recreational facilities with good

walking connectivity needs to be the focus of

development and renewal across the District. The

provision of high quality and accessible open space

is essential to ensure the usability and accessibility

of open space and recreation that will help ensure

the flow-on health benefits.

-3.7%

Open Space

In the settlements, there is very limited provision or

space for recreational facilities, especially as they

become more densely populated. Furthermore, in

the formal Urban Area (which excludes settlements)

the total amount of open space has actually

declined since 2006 from 3,700 Ha to 2,630 Ha in

2018. During this time the Urban Area has grown,

which means that the proportion of open space

has dropped from 8.7% to 4.9%.

An interim target of 8.7% of Urban Area should

be dedicated open space by 2030, which would

bring the rate of open space provision equal to

that, which was measured, across the city in 2006.

As part of the Active City Program ensuring that

open space integrates into movement networks

Directions

Actions

• Sustainable Movement &

Active Travel Program

• Promote urban design to

support an active city

• Improve opportunities

for sustainable

movement & active

travel

• Appropriately increase open space provision

• Identification of walking and cycle corridors

• Identification of priority safety hotspots and missing links

• Creation of a works program to build walking and cycling routes

• Identification of routes and circuits connecting to transport

• Negotiate and establish public access along identified walks

• Build paths and create signage and information

Liveable City


A compact integrated city

A compact city with adequate infrastructure is

the most efficient form of urban growth. It can

offer citizens convenient access to the needs of

life, reduce travel requirements and occupy less

land. Good quality walking, cycling, mass transit

and vehicular networks are required to connect

mixed use neighbourhoods incorporating schools,

recreation and health facilities, Urban Centres and

places of employment with other parts of the city.

Compact form necessarily incorporates medium

density and multi-storey buildings, which

historically has only been located in the more

expensive parts of Town. However, it will be

important to prioritise appropriate locations for

additional residential density in areas with good

access to existing infrastructure where investment

can be leveraged. Prioritising the development of

well-located land will help facilitate development

of mixed-use neighbourhoods. These will need a

diversity of residential types, as well as commercial,

retail, recreation, health and educational facilities

co-located within walking distance.

All private development is required to contribute

to and connect with the existing street and transit

networks and consolidate pedestrian, transit and

vehicular connections to the local area without

isolating parts of the community. The major

renewal sites tend to be very large. Without

planning control, sites become too large and

internally focussed. It is crucial that a proper street

and block structure is created when they redevelop.

Typically the maximum block size should be 1 to

2Ha . Smaller sizes are appropriate for urban areas

and town centres.

Figure 3.2: Major Sites should extend the Street Network

Consider how best the

site can be connected

with nearby main

routes and public

transport facilities.

Bus Stop

Principal routes

Internal streets

Bus Stop

Principal routes

Internal streets

Bus Stop

Principal routes

The typical Internal cul-de-sac streets

response creates Bus Stopan

introvert layout, Principal which routes

Internal streets

fails to integrate with

the surroundings.

A more pedestrianfriendly

approach

that integrates with

the surrounding

community links

existing and proposed

streets, and provides

direct links to bus

stops.

The street pattern

then forms the basis

for perimeter blocks,

which ensure that

buildings contribute

positively to the public

realm.

Source: Urban Design Compendium, Llewelyn-Davies

67

Public works and infrastructure should prioritise

direct and safe walking connections for

convenience, comfort and dignity of all members

of the public. The quality of the public domain

and allocation of street space should be carefully

managed to maximize the efficiency of movement,

with prioritisation of public transit modes.

Encouraging transport through safe, convenient

and direct walking and cycling routes for short

trips can encourage more healthy lifestyles. It can

also encourage more successful local businesses

meaning people can work closer to home.

Figure 3.3: Integrated City Diagram

WAIGANI

BOROKO

Existing Recreation

Street Network Extension

Recreation Corridor

Active Travel

Major Redevelopment Site

Bus Interchange

Mass Transit Corridor

Liveable City


Safe people - Reinvigorating public space

Public space has a fundamental role to play in

uplifting liveability, be it as a place to meet friends,

a place for exercise, to buy kau kau or spend time

people-watching.

Public space plays a very special role in Papua

New Guinea and the establishment of urban

communities. In the traditional village setting, all

space is customary and clan space, every person

stands in a distinct relationship to traditional

spaces. In the city the idea of citizenship comes

into play. Public space serves as common ground,

where all people have the right to be and to feel

welcome.

Figure Street Edges 3.4: Street & Passive Edges Survilance & Passive Surveillance

Apartments

Public spaces are the frameworks that support

the whole city, its streets parks and public places.

Public Street space Edges also & Passive supports Survilance the city’s people –

providing opportunities to meet and exchange

ideas, culture, friendship and community.

In a city like Port Moresby that has a big divide

between people with money in the formal economy

and others who live mostly in the informal

economy and parts of the city, the public places

are where everyone comes together. Public spaces

become safe when they are well managed and

when the community feels a sense of engagement

and pride in the city and its public places.

Apartments

Apartments

Office

Shops

Source: NSW Planning & Environment, Apartment Design Guide

Figure Street Edges 3.5: Street & Passive Edges & Survilance Passive Surveillance

A change in level from the

apartment by up to 1m enhances

privacy while allowing surveillance

of the public domain

Level change

max. 1m

Street

Gardens with a variety

Residents care for their surrounds (Pari of Village) plantings including

trees and shrubs can

enhance the quality

of the public domain,

while providing privacy

A change in level from the footpath to a ground

floor apartment by up to 1m enhances privacy

while allowing surveillance of the public domain.

to apartment residents

e

Street

Level change

max. 1m

69

Level change

max. 1m

Street

d

d

Front setback

Street

Gardens with a variety of planting including trees

and shrubs can enhance the quality of the public

Front setback

Street

domain, while providing privacy and amenity

benefits to apartment residents.

Level change

max. 1m

Safer places are more attractive places to spend

time in, and will reap flow-on economic benefits

from people visiting nearby shops and using

services. Crime Prevention Through Environmental

Design (CPTED) is an approach to planning,

urban design and architecture that can help to

make urban environments more safe. NCDC’s

policy to remove solid steel walls to permit

visual connections to the street are an example.

Public places and private developments can be

designed to encourage people to feel included and

connected and keep a lookout for one another.

Implementation of CPTED in public space, including

bus stops and recreational facilities, parks and

open spaces will increase activation and improve

liveability. (See appendix 2)

Setback

Street

Level change

Diagrams illustrating various public domain interface scenarios

max. 1m

Setback

Street

Diagrams illustrating various public domain interface scenarios

Where ground floor apartments are elevated above

the footpath, landscaping should be considered

to soften the building edge and improve the

relationship with the public domain.

Source: NSW Planning & Environment, Apartment Design Guide

Directions

Actions

Integrated Street Network • Limit urban block sizes to 1-2 Ha

• Casual surveillance opportunities and sightlines: “more eyes on the

street” – particularly focussing on PMV stops

Implement Crime Prevention

Through Environmental

Design Principles, through

Design Assessment and

Construction

Encourage a mix of uses in

and nearby to important

public spaces

Provide safe, convenient and

direct walking connections

• Land use mix and activity generators to make lively streets.

• Definition of use and ownership so it is clear who is responsible

• Exterior building design suggesting quality and pride.

• Lighting to illuminate dark places

• Way finding so people find the city easy to navigate.

• Predictable routes without entrapment locations.

• Parks and open space to be activated to promote surveillance.

• Co-locate mixed uses in and around important public spaces including

education, transport and social infrastructure as well as retail and

restaurants

• Provide safe, convenient and direct walking connections between

local public places and attractions like open spaces and parks, where

pedestrians are prioritised over vehicles

Liveable City


POTENTIAL SOURCES OF LANDSLIDE

Source: American Planning Association

POTENTIAL SOURCES OF LANDSLIDE

Source: American Planning Association

Excavation

Excavation

Protecting and activating blue-green infrastructure and cultural assets

The city’s Blue-Green Infrastructure includes the

natural places, tree canopy and waterways across

the District. From grasslands, woodlands, urban

trees and forests, to creeks, wetlands, mangroves,

reefs and the natural harbour. Protecting

the qualities of these places and ecosystems

while enhancing people’s access to this critical

infrastructure is central to the Vision for Port

Moresby.

“Port Moresby is a place of amazing

natural beauty”

In a city with rapid rates of informal growth, much

blue-green infrastructure is under immediate

threat. Therefore, a positive program for their

greater protection, activation and use now, will

help protect the fundamental identity of Port

Moresby and make the city a great place to live for

future generations.

Bedrock

The 2030 Vision is to develop a network of bluegreen

infrastructure. By connecting and protecting

Bedrock

foreshore walks, ridge walks and recreation

corridors along the creek lines these many special

places will be linked, increasing accessibility

Fill

and usability through a coherent framework Fractured for

Fill

recreation and healthy living. In this way the

Fractured

network helps conserve: valuable ridgeline views

and vistas; preventing landslip; coastal mangroves

that protect communities from sea level rise and

coastal flooding; flood prone lands that are too

constrained to permit development and; tree

canopy that cools the city and provides shade and

amenity.

Original Ground Surface

Potential Failure Surface

Original Ground Surface

Potential Failure Surface

Delivering this network will require careful staging

and sequencing of infrastructure investment to

enhance accessibility and activation over many

years. In the interim blue-green infrastructure

corridor protection mechanisms will Unstable be required. Topsoil from Removal of

Deep-Rooted Trees

Unstable Topsoil from Removal of

Deep-Rooted Trees

Figure 3.6: Greenways as Floodways

Walking Trail

Walking Trail

Natural

Landscapes

Natural

Landscapes

Flood Zone

Flood Zone

Hill Cuts

Hill Cuts

Sensitive Area

Sensitive Area

Buffer Zone

Buffer Zone

Visual

Buffer to

Adjacent

Visual

Residences

Buffer to

Adjacent

Residences

Adjacent Developed

Areas

Adjacent Developed

Areas

Flood Zone

Multi-Use Multi-Use Trail Trail

Flood Zone

Saturation from Stormwater and

Sewerage

Saturation from Stormwater and

Sewerage

GREENWAYS AS FLOODWAYS

GREENWAYS AS FLOODWAYS

71

Community activities and cultural infrastructure like

sporting events and cultural festivals are important

elements of the City’s character. They bring people

together, and activate the city’s public spaces,

shops and restaurants outside of traditional

business activities. They are important places

for people to meet each other and enjoy social

activities.

There are a number of very special places in Port

Moresby that should be networked with blue-green

infrastructure to protect, activate and increase

accessibility.

Directions

Actions

A range of criteria should

be used to protect and

activate blue-green and

cultural assets.

• Prevent earthworks and building encroachment on all lands above

90 metres

• No development allowed to prevent public access along the

foreshore

• Designate flagship projects for parks, walks and special places

• Explore opportunities for public access and use of walks (short term)

• Develop a program to secure long term public access to a bluegreen

network (long term)

• Complete flood study and use findings to confirm location and

content of Recreation Corridors.

Gordons - Floodway serves as open space

Liveable City


Housing supply

The average number of people occupying each

dwelling is estimated to be 7.7. (Census 2011,

Boroko).

The additional projected population to 2030 ranges

between 210,000 - 480,000 (depending on actual

growth rates). This means that a total of 27,300

– 62,338 additional dwellings will be required by

2030, which equates to annual provision of 2,500

-5,700 additional houses per year. This does not

take into account the need to provide additional

housing supply to reduce overcrowding and the

number of persons per dwelling.

Housing supply will be achieved by a combination

of urban renewal, infill development and new

greenfield development. Creating a supply

of housing with land titles, utilities, access to

transport and services at a price more people can

afford is central challenge for the NCD. In the last

decade, 67% new houses are in settlements (see

Figure 2.11), without title, utilities or good access

to transport and services. The Vision for 2030 is to

reverse the trend of settlement growth and for the

majority of new homes to be built in the formal

system. This will require creating capacity for future

provision of housing by zoning land in the right

location and prioritising development of land that

is, or will be, adequately serviced with transport

and utilities infrastructure.

More housing in the right location

Creating capacity for housing in the right locations

means prioritising the development of homes

in places where infrastructure has already been

provided or is planned to be provided.

Appropriate sites for housing in places that will be

joined to existing infrastructure networks or where

network extension is planned should be prioritised

above housing development in other locations.

Places where housing development can occur in

the short term (1-5 years) should be identified

as part of LPA or other detailed Master Planning.

This planning should be integrated with transport

and utility providers and should also have as

a key focus the need for new housing to be

located in close proximity to existing and planned

Urban Centres and social, sporting and cultural

infrastructure. Both short and long term capacity

for housing supply should be planned for over the

next 5 years, in the form of new dwellings on land

with access to infrastructure and services and in the

form of zoned land with potential for development

where infrastructure and services are planned

for development over the following 5 –10 years.

Identifying longer-term housing priority locations

will help to ensure that this land is not alienated by

inappropriate development.

Housing development outside of these locations

should be prevented unless the developer

can make appropriate transport and utility

infrastructure provision.

Jobs and homes

There is as a strong recent trend toward rapid

expansion of formal and informal housing in the

east. At the same time major commercial and

industrial expansion has been westward around

the Harbour. The separation of employment and

residential development areas presents the dual

problem of long commute times for workers and

lack of commercial activity in the east of the city.

This imbalance of land uses and separation of

jobs and homes can be addressed by encouraging

the co-location of these activities, through the

prioritisation of appropriate supply of serviced land

for housing and employment in the East and West.

67%

Settlements

Horse Camp Settlement

Kennedy Estate

73

Urban renewal

Opportunities for urban renewal or redevelopment

of existing sites should be considered in wellserved

parts of the city. Increasing housing density

within the existing built-up parts of Port Moresby

by replacing low-density development with

medium and high-density can capitalize on existing

infrastructure investment. Growing the population

in areas with good services and access means

more people will live in high-amenity locations.

In addition, greater population density can help

to activate neighbourhoods, public spaces and

improve the viability of local businesses.

A range of criteria should be used to determine

whether a place is appropriate for urban renewal.

They include:

• Access to jobs in established Urban Centres,

particularly in Town, Boroko, Gordons, Waigani

and Jacksons Airport.

• Access to public transport, noting that

access to high-frequency transport improves

the efficiency of people’s movement and

access to more dense centres of population

improves the economic feasibility for transport

operators.

• Catchment areas within 10 minutes walk to

existing Urban Centres

• Areas with good walking networks including

fine-grain block structure

• Proximity to employment and education areas

including health and education facilities airport

and port lands

Development infill areas

Medium-density (terrace houses, town houses

and apartments) may be appropriate on smaller

infill development sites. Medium density housing

contributes to the diversity of housing types that

can enable families to have greater choice about

where they’d like to live, raise a family and retire.

• Sites that might be close to transport and

services but have constraints such as slope or

difficult access

Converting Settlements to Suburbs

As a consequence of the limited supply of

affordable housing, settlements have largely

developed outside the formal planning and

governance of the city. Despite this general trend,

there are examples of settlements such as Gordons

Ridge, which have established roads, utilities and

land titling over the area.

The Settlements to Suburbs Program is seeking to

transform nine settlements, including some of the

city’s largest settlements - 9 Mile and 8 Mile – into

suburbs. Through the experience of these projects

vital lessons will be learned that will facilitate the

adaptation and development of other settlements

in the future.

Criteria for converting the settlements are:

• Establishment of streets and circulation

• Creation of easements for utilities and

infrastructure

• Creation of stable land tenure arrangements to

allow proper investment

• Secondary housing market (buying and selling

of houses)

• Introduction of health and education services

together with shops and markets

• Formalisation to allow metering of power,

water, rates and taxes

• Building standards to allow safe delivery of

utilities, especially electricity.

The area between the new ring road and

established Urban Centres should be assessed to

determine if it is appropriate for medium density

housing opportunities. This investigation should

consider the following:

• Transitional area between existing Urban Area

and new greenfield development

• Residential land near local Urban Centres

where opportunities for walking create

opportunities for healthy living

Liveable City


Source: Bushwalking Port Moresby

75

Figure 3.7: Land supply

URBAN

ATLAS

Waigani

Wetland


& Infill Region

0 400 800

Draft Data S

Western Urban


1. NDC UDS

2. NDC Map

LEGEND

Fairfax Harbour


& Renewal Region

ND

LP

Co

Co

Tra

Ur

La

Idlers

Bay

Mavarololo

Eastern Urban



Gemo Island

Walter

Bay

Arakuti Reef

Lolrua Island

Joyce

Bay

Tuna

Bay

Bootless

Bay

Manubada

Island

Lark Reef

Daugo Island

Loloata

0 2 4 km

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000

Consolidation and

Renewal Region

Land Supply

LPA Boundary

Transitional and

Infill Region

Constrained and

Developed Area


Liveable City

URBAN DEVELOPMEN


New neighbourhoods in Development

Regions (West and East)

There are two remaining regions within the city

with large areas of greenfield land (undeveloped

and relatively unconstrained land). These are

the Eastern Development Region (Taurama

and Dogura) and the Western Development

Region (Poreporena to Napa Napa), together

they account for 72% of the remaining greenfield

land in the city. To date these areas have only very

rudimentary urban structure, however they are

each experiencing rapid unplanned development,

which is largely taking place on customary land.

The Western Development Region accounts

for 31.5% of employment lands in the NCDC but

only 8% of housing land. As the new location

for the city’s port at Motukea, this restructure

significantly increases the importance of the area

for transport and logistics. Curtin Brothers Shipyard

has a new wharf for bulk handling currently under

development. The AES development Ravuvu, with

a wharf on the south shore of Fairfax Harbour

represents another significant cluster of light

industry, with logistics and engineering.

Figure 3.8: 2030 Projected Population by LPA

ATLAS URBAN DRAFT

0 400 800 1600 2400

10

Huhunama/

Tovabada

43,000

23,000

6

Gerehu/

Waigani

Swamp

7

8 Mile/ 9

Mile

1 : 80,000 @ A3

Draft Data Sources:


2. NCD Sectoral Profile, 2015

21,000

5

University/

Tokarara

114,000

LEGEND

NDC Boundary, 2000

LPA Boundary

28,000

11

NapaNapa/

Daugo Island

Fairfax Harbour

22,000

22,000

25,000 9

Kaevaga/

4

8


Population Growth in G

Area by 2030

Population Growth in In

2030

Idlers

Bay

Mavarololo


1

Port Moresby/

Konedobu

6,600

3

Boroko

14

Dogura

North

94,000

Gemo Island

Lolrua Island

11,000

24,000

2

Kilakila/Kok/

Badili

13

Taurama/

Dogura

South

27,000

Joyce

Bay

Tuna

Bay

Bootless

Bay

Manubada

Island

12

Taurama

South

19,000

Population G

Daugo Island

Loloata

The Information presented on this map i

available data and was produced by the

NCDC Regulatory Services. NCDC and its

no responsibility for the accuracy of info


NCD Boundary, 2000

Projected Population Increase

in Infill Area by 2030

LPA Boundary

Projected Population Increase

in Greenfield Area by 2030

77

The opportunity exists to develop residential

neighbourhoods close to these major sites of

employment. This area with extensive access to

foreshore and water views has the potential to be

a highly desirable living environment for the skilled

workforce of this emerging centre of economic

activity. Car must be taken to ensure that land uses

are compatible and located so as not to inhibit the

future expansion of commercial and employment

land uses.

the changing patterns and opportunities in the

areas. Each is capable of delivering a diversity

of housing types, from detached suburban

housing to medium and higher density housing.

Importantly, sequencing the development of new

neighbourhoods, transport and utility infrastructure

to occur at the same time that new and local Urban

Centres are established to serve these communities

is essential.

Local Development Plans (LDP) establish he

strategy for the development of these areas. LDPs

should now be reviewed and updated to reflect

Directions

Actions

Increase the supply of

housing

• Activate regional development program (see Implementation Section)

• Ongoing improvement and support for the Settlements to Suburbs

program

• Support initiatives to improve the supply of developable sites

• Engage development sector to understand and help resolve

blockages, while ensuring quality outcomes

• Support programs to extend trunk infrastructure in unserved areas

Prioritize the provision of

housing and infrastructure

at the same time in

greenfield locations

• The Urban Development Plan identifies two regions for urban growth.

The Western Development region lies along the economic corridor

that joins the city to the new Port and to the LNG Plant. The Eastern

Development Region includes an extensive area of land that lies along

the proposed 9 Mile to Dogura Ring Road extension.

Liveable City


79

“If it takes a village to raise a

child, then it takes all of us to

change this city.”

Productive City

Governor Parkop


PRODUCTIVE CITY

SHAPING THE CITY’S SPACES AND PLACES FOR A PROSPEROUS ECONOMY

4

Vision 2030 and the Centres and Places

Master Plan 2030

Shaping the District for a prosperous economy

means prioritising development of land in the right

locations for business and industry. Prioritising and

staging the development of zoned land is essential

so that infrastructure including open space, utilities

and transport infrastructure can be provided to

service existing and new development.

Integrated land-use, transport and utilities

planning through collaboration with all

stakeholders will prioritise the development of

pedestrian and public transport networks between

Urban Centres. It will also be necessary to ensure

that development does not occur that conflicts

with residential and employment land uses or

transport and freight corridors, with buffer zones

that protect land for future transport, employment

and residential needs.

There are two Health and Education Precincts, as

well as the Boroko to Gerehu Economic Corridor,

the 8/ 9 Mile to Dogura Economic Corridor and the

Konedobu, Town, Badili Economic Corridor which

provide opportunities for people to access jobs,

trade and services. Jackson Airport, Motokea Port

and Ravuvu Wharf, together with the Northern

Gateway ‘Nibre’, provide opportunities for trade of

national and district significance.

Sheet metal fabrication at Gordons

81

Figure 4.1: Centres and Places Master Plan 2030

URBAN

Borehoho

To Gulf


Province

Gerehu

Waigani

Wetland

Nebire

Laloki River

Hiritano

Highway

Bomana War

Cemetery

Adventure Park

To Sogeri

Plateau

0 400 800

1

Draft Data S

To LNG

Port

Siro Creek

Via

Junction

Fairfax Harbour

Ravuvu

Wharf

Ranu

Hedadi

Motukea

Port

Tatana

Siriho

Baruni

Kade

Kanudi

Kanudi

Baruni

Dump

WESTERN RIDGE

Rainbow

Tokarara

Nature Park

University

Morata

Waigani

Erima

Parliament

Gordons

8 Mile

Airport

9 Mile

ATS


Bush Water

1. Digital Ca

2. NCD Futu

Developme

3. Google E

LEGEND

NC

De

Co

Ind

He

Tra

Idlers

Bay

Mavarololo

Napanapa


Gemo Island

Hanubada

Paga

Hill

Taugaba

Town Hill

Burns

Peak

Konedobu

Era Kone

Badili

(Ela Beach) Fish

Markets

Walter

Bay

Hohola

Gabutu

4 Mile

Boroko

Korobosea

5 Mile

Hospital

Sabama

Kilakila

6 Mile

Dogura

Dogura

Magi Highway

To South

Coast

Ec

Fre

To

En

Major Centre

Existing

Strategic Cen

Existing

Lolrua Island

Vabukori

Joyce

Bay

Tuna

Bay

Bootless

Bay

Gereka

Manubada

Island

Taurama

Produc

Centre

Daugo Island

Loloata

0 2 4 km

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000

Industrial

Economic Corridor

Developed Area


Freight Route

Commercial

Trade Gateway

Tourist Attraction

Entertainment Precinct

Major

Centre

Existing

Proposed

Strategic

Centre

Existing

Proposed


Productive City


Economic opportunities

The growth and increasing diversity of the

national economy has the potential to amplify

Port Moresby’s strength as the financial and

business capital. In order to support the growth

of a wider range of domestically produced goods

and services, an environment in Port Moresby that

will encourage business growth and collaboration

between economic sectors is required.

Although the mining and resources sector will

continue to be central to PNG’s growth, there are

emerging industries such as tourism, professional

services, logistics and manufacturing where Port

Moresby has regional advantages.

Directions

Actions

Capture economic

opportunities

• Improve the supply of land to support economic activity

• Business clusters to foster collaboration and efficient interchange

• Attract skilful people in a competitive global job market

• Adequate and timely provision of supporting infrastructure

• Foster the emerging property development sector to improve the

function of the real estate market.

Cabinet maker at Gordons

83

Creating development capacity

Port Moresby is growing rapidly. The challenge

is to harness the growth of the city in a way

allows for sustainable and efficient functioning.

This does not mean insisting on expensive and

unrealistic standards and infrastructure, it means

making sure that the streets, infrastructure and

buildings that are developed support the vision for

the city as a place for people. This also requires

adequate allocation and supply of land in the right

locations to a range of land-uses and appropriate

sequencing of infrastructure.

An important priority will be to facilitate the

growth of a competitive and efficient residential

and commercial property development sector. This

will be crucial in providing affordable and adequate

housing and providing equitable access to jobs for

city residents. Therefore, property developers must

be understood and supported. The way to achieve

this principally relates to creating certainty.

Key elements include the integration of:

• Prioritising locations for short and long term

development capacity

• Land supply

• Utilities and infrastructure

• Titling and subdivision

The planning and development of existing and

new Urban Centres is critical in parallel with the

sequencing of housing supply. It is necessary to

identify places where commercial or employment

development can occur in the short term (1-5

years). These should be identified as part of

local development plan or other detailed Master

Planning. This planning should be integrated with

transport and utility providers and should also have

as a key focus the need for new employment land

uses to be located in close proximity to existing

and planned Urban Centres with the appropriate

provision of transport and utilities infrastructure.

Both short and long term capacity for employment

land supply should be planned for in the form

of new office or industrial land with access to

infrastructure and services over the next 5 years

and in the form of zoned land with potential for

development where infrastructure and services

are planned for development over the following

5 – 10 years. Identifying longer term (10 year)

employment priority locations will help to ensure

that this land is not alienated by inappropriate

development.

The UDP 2006 proposed five new centres, however

none were delivered. The growing city now

requires eighteen new urban centres of different

sizes. Clearly, in order to deliver the new urban

centres, new capacity must be created cause them

to be built.

Directions

Actions

Create an “Urban

Development Instrument

(UDI)” either NCDC or

special purpose authority

(such as the Gazelle

Restoration Authority)

to facilitate and

undertake complex urban

development projects

such as town centres.

• Determine what powers the UDI requires

• Take necessary steps (administrative or legislative) to create the UDI

• Identify a development project

• Set the strategic objectives for the project

• Identify what development resources or powers that project requires

• Determine who can exercise the development

Productive City


Transport infrastructure

Port Moresby requires an Integrated Transport

Master Plan. This will need to include studies on

public transport infrastructure provision and need

in terms of existing capacity, current and future

desire lines and design of networks. It should

also develop strategies to improve and leverage

existing public transport infrastructure investment

to support the city’s growth. It will need to examine

vehicular movements including congestion, freight

and deliveries, loading facilities and their future

growth requirements. It will need to focus on

policy and actions for protecting corridors from

inappropriate development. Balancing the rapid

growth of private vehicle ownership and its impact

on public transport is also a key concern.

The Master Plan will need to prioritise sustainable

transport initiatives including improvement and

extension of the public transport system. Shortterm

initiatives will focus on improvements to

the existing private motor vehicle (PMV) network,

medium and long-term plans will need to consider

appropriate mass-transit solutions such as bus

transit-ways or light rail. (Refer to Appendix 3 for

case study)

Improvement to the walking and cycling network is

an immediate priority both to improve circulation

within the city and links to the PMV network.

New Urban Centres will be developed and there

will be an increasing amount of housing close

to employment centres. This will reshape the

city to reduce the need for people to travel long

distances, because the needs of life are closer to

their home.

Infrastructure network extension

The city has grown far beyond the existing

distribution networks of power, water and sewer.

Utility companies are working to find affordable

and sustainable ways of delivering utilities. For

example, many households cannot afford the cost

of individual water supply. Strategies such as one

tap per four households are being piloted and to

date this appears to offer a workable model for

water supply for households unable to afford an

individual connection.

Selling produce in the commercial area in Erima

85

Directions

Actions

Transport

Infrastructure to

support growth

Collaborate with stakeholders to prepare a NCD Integrated Transport

Master Plan to:

• Strengthen and consolidate infrastructure investment with housing,

jobs and services in the right locations

• Undertake short and long term transport planning and network design

and corridor protection, prioritising public transport and pedestrian

infrastructure

• Develop road and street design and balance movement and place

functions

• Plan and create links with active transport networks and corridors

(walking and cycling) initiative including connections to the blue-green

infrastructure

Water utilities to

support growth

Integrate Eda Ranu 5-year and 10-year master plan to maintain, upgrade and

extend the water and sewage network. This master plan should be used to help

identify areas for further infill development for housing and employment to

leverage infrastructure investment

Identify successful pilot projects for affordable and sustainable utilities

delivery and roll these initiatives out more widely

Implement a trade waste policy to minimise industrial run-off into the storm

water and sewerage systems.

Power Utilities to

support growth

Collaborate with PNG Power so short term and long term master plans are

integrated with NCDC UDP and development programs

Data collection,

monitoring and

integrated planning

for housing supply

Collaborate with all agencies, business and the community to collect and

share data on infrastructure provision and needs, sequencing and growth,

so that infrastructure investment can be prioritised into stages that can be

sequenced to facilitate fully serviced housing supply

Productive City


Urban centres hierarchy

The core of Port Moresby, which includes Town,

Boroko and Waigani are the Major Centres of the

District. These three Urban Centres each have

a distinct and special role and character. Vision

2030 intends that these Urban Centres continue to

develop and consolidate through well-designed

infill development and improved public domain

and public spaces.

There are also 6 Strategic Centres and 9 Local

Centres across the District (see the Urban Centres

hierarchy Table). Two Health and Education

Precincts, as well as the three Economic Corridors;

Boroko to Gerehu, 8/9 Mile to Dogura, and

Konedobu, Town, Badili, provide opportunities for

people to access jobs, trade and services. Jackson

Airport, Motokea Port and Ravuvu Wharf, together

with the Northern Gateway ‘Nibre’, provide

opportunities for trade of national and District

significance.

creation the new Urban Centres: a Major Centre,

5 Strategic Centres and 11 Local Centres. These

Urban Centres vary in size and role depending

on their activity mix, scale and location. This Plan

builds on the strengths of the existing Urban

Centres and natural advantages of the new Urban

Centres. Each Urban Centre within a common

framework to deliver on the wider sustainability,

productivity and liveability directions to and

improve the communities’ access to goods, services

and employment.

All of the existing Urban Centres were established

more than 40 years ago. Five Local Centres and

one Major Centre were proposed in the UDP

2006, however none were successfully developed.

The key challenge for this UDP is to support the

Major Centre Strategic Centre Local Centre

Role

Major Centres are the economic

focus of Port Moresby, fundamental

to growing its international

competitiveness and where

government actions and investment,

including transport, will be focussed.

The intent of these centres is to

support high levels of investment,

development and amenity.

Strategic centres enable access to a

wide range of goods, services and

jobs. Town centres are expected

to accommodate public services

and a high level of private sector

investment, enabling them to

grow and evolve. They will become

increasingly important parts of the

city’s structure.

Local centres are important for

day-to-day access to goods and

services for the surrounding

neighbourhoods.

Centre • Waigani

• Town

• Boroko

• 8/ 9 Mile

• Konedobu

• Gordons

• Red Hills/ Gerehu East

• Siriho

• Via Junction

• Dogura

• Manuti/ Moiha

• Bisogo

• Gata

• Tokarara

• Hohola

• Borehoho

• Gerehu

• Pitpit

• 5 Mile

• 6 Mile

• Badili

• Sabama

• Taurma

North

• Taurama

South

• Wetland

East

• Bomana

South

• LPA 7A

• LPA 14A

• LPA 14B

• LPA 14C

87

Figure 4.2: Centres Hierarchy

NC

URBAN DEVELOPMENT PLA

ATLAS URBAN DRAFT MAPPIN

Borehoho

Wetland

East

Gerehu

0 400 800 1600 2400 4000

1 : 80,000 @ A3

Gata

Siriho

Gerehu

East

LPA 7A

8 Mile

9 Mile

Bomana

South

To Sogeri

Plateau

Draft Data Sources:



Development


Via

Junction

Tokarara

Pitpit

Waigani

Gordons

Erima

Manuti / Moiha

LPA 14C

LEGEND

NCD Boundary, 2000

Existing Roads

New Roads

Major Centre

Bisogo

Existing

Proposed

Hohola

6 Mile

LPA 14B

Strategic Centre

Existing

Proposed

Konedobu

Boroko

5 Mile

Local Centre

Existing

Proposed

Town

Dogura

Badili

LPA 14A

Kilakila

Taurama

North

NCD Boundary, 2000 Existing Roads New Roads

Economic Corridor Health & Education Precinct Trade Gateway

Taurama

Productive Cit

Major

Centre

Existing

Proposed

Strategic

Centre

Existing

Proposed

Local

Centre

Existing

Proposed

Health and Education Precinct Economic Corridor Trade Gateway

Health and education precincts form

parts of centres and include hospitals,

universities, and research institutions,

and connect the community to health

and education services. They act as

drivers of nationally significant services

and provide major employment

opportunities. Such precincts include the

principal referral hospital and the tertiary

education campus.

Existing and planned areas (corridors)

with high concentrations of jobs

with good road and public transport

connectivity, allow for high levels of

interaction between business and

people. Economic corridors connect

nearby strategic centres.

Major ports and airports

are of National significance

are supported by industrial

land on site and in their

surrounding environs,

connecting Port Moresby’s

economy to the world.

The Information presented on this map is based on c

available data and was produced by the GIS Unit und

NCDC Regulatory Services. NCDC and its consultants

no responsibility for the accuracy of information pro


• Port Moresby General Hospital and

surrounds

• University of Papua New Guinea and

Surrounds

• Boroko to Gerehu

• 8/ 9 Mile to Dogura

• Konedobu, Town, Badili

• Jackson Airport

• Motokea Port & Ravuvu

Wharf

• Northern Gateway

“Nibre”

Productive City


Existing centres

The existing Urban Centres should be the subject

of detailed master planning that considers the

uniqueness of the place and builds on its strengths

both community and business based. In

collaboration with responsible agencies, local

community and businesses, Structure Planning

should consider the following Urban Centre

Principles:

• Proximity of education, social infrastructure,

recreation facilities and open space and

potential to improve walking and cycling

connections and accessibility between the

Urban Centre and local Open Space

• Co-location of mixed uses in the

• Urban Centre, such as recreation facilities and

social infrastructure, including setting aside

land for future development of such facilities

in the Urban Centre

• Safety, look and feel of public spaces and

public transport stops and routes

• Potential for additional housing within walking

distance (800 metres/10 minutes walk) of

transport infrastructure while identifying

and protecting land for future retail and/or

commercial floor space expansion and future

jobs

• Need for new or additional local utilities and

public transport infrastructure and setting

aside land for open space

• Walking and cycling connections to local

neighbourhoods, including links to Ridge top

or Coastal walking routes to create a fine grain

subdivision and urban form

• Support for the night-time economy

• Conserve and interpret heritage values, special

places tree canopy and other elements of the

place that the existing community value and

like

• Potential for temporary events - local festivals,

celebrations and other interim uses

The following indicative place-based Urban Centre

plans start the process of detailed structure

planning for the sustainability, productivity and

liveability of existing Urban Centres.

Waigani

89

Waigani

Directions

Actions

Waigani is the national seat of government

and is the location of the most significant

cultural intuitions in Papua New Guinea.

In recent years it has also been the site

of some of the largest government and

commercial building projects. The centre

has considerable development potential

remaining in existing zoned land and large

vacant sites. An excellent opportunity exists

to manage the growth of this important

Major Urban Centre through a detailed

Master Plan that will also help to ensure a

high quality public domain network.

1. Prepare a Master Plan

2. Upgrade pedestrian and bicycle facilities along

Waigani Drive

3. Public domain improvements to the area around

City Hall, particularly in the area to the south

between National Monitoring and Kina Bank

4. Complete street and public domain network

through the government, cultural and diplomatic

district

5. Investigate potential to create a ‘main street

and city square’ with active and pleasant public

domain at the heart of Waigani

6. Establish the role of a “Place Manager” (See

page 96)

Figure 4.3: Waigani

TO GEREHU

Waigani

Market

International

Convention Centre

National Museum

3

Parliament House

The National Government Precinct at Waigani requires a Master Plan

TO TOKARA

Commercial business

precinct

Legislative, cultural &

diplomatic

National Library

Country Club

1

4

Vision City

Legend

2

City Hall

Sir John Guise Stadium

& Sports Complex

Sports precinct

Industrial

Commercial


Special Use

Open Space

Beach

Environmental Protection

Road

TO BOROKO

TO GORDONS

Legend

Education

+

Medical Centre

Industrial

Commercial


Special Use

Open Space

Beach

Supermarket

Police

Fire station

Market


Road

Ceremonial Avenue

Public Transport

Education

+

Medical Centre

Renewal Area

Public Transport

Node

Supermarket

Fire station

Police

Market

Ceremonial Avenue

Renewal Area

Public Transport

Public Transport

Node

Productive City


Town

Directions

Actions

Town represents the internationally

recognisable and modern face of Port

Moresby. It has a strong focus on financial

services and tourism. Town is the oldest

urban environment in the city and

consequently has the most historic and

diverse elements. This is an extraordinary

site on a narrow peninsula between two

steep hills. A Master Plan to guide the

future development of Town should build

on these unique qualities, encourage

greater diversity of uses and users while

conserving historic places and buildings

and blue-green infrastructure.

1. Prepare a CBD Master Plan integrating Port

redevelopment to include passenger terminal

and active public foreshore access

2. Ensure all developments in town have

continuous active frontages to streets

3. Paga Hill Development to prioritise public

foreshore pedestrian and cycling environment

and high quality public domain

4. Foreshore development to complete public

pedestrian and cycling connection from Koki to

the Yacht Club

5. Renewal of public domain and transport node at

Koki

6. Support and encourage a diversity of uses

and users, and natural and cultural heritage

conservation

7. Establish the role of a “Place Manager”

Figure 4.4: Town

Spring Garden Road

Poreporena Freeway

Harbour City

Legend

Industrial

Special Use

Commercial

Open Space

Foodworld

Royal Papua

Yacht Club

+

Sir Hubert

Murray Stadium



Education

+

Beach

Road

Medical Centre

Markets

Fire station

Cargo

Terminal

Tougaguba Hill

Legend

Industrial

Police

Special Use

Foreshore Development

Zone

Public Foreshore

Commercial

Open Space

Public Transport


Beach

International City

+


Road

Supermarket

Stanley Esplanade

Post Office

Musgrave Steet

TAFE

Ela Beach Road

Era Kone

(Ela Beach)

Legend


Koki Market

Industrial

Education

Markets

Police

Special Use

+

Medical Centre

Fire station


Zone

Public Foreshore

Major Road

Public Transport

Node

High density

residential

Koki Fish

Market

Commercial


Open Space

Beach

Public Transport

International City


Road

Supermarket

Education

+

Medical Centre

Major Road

Markets

Fire station

Public Transport

Node

Police


Zone

91

Boroko

Directions

Actions

Boroko is a well-established Urban Centre

with a very broad range of goods and

services. It is the primary hub of Port

Moresby’s public transport network. It is a

well-structured centre; however, there is a

great potential for renewal of both private

development and the public domain. Large

strategic sites nearby (including the Casino

site) have potential to rejuvenate and add

to the area.


2. Public domain upgrade especially along Angau

Drive, to include street trees, new paving and

seating areas

3. Plan to improve environment and resolve traffic

conflicts along Hubert Murray Highway

4. Improve pedestrian connection between Bus

Interchange and Football Ground

5. Ensure major sites are properly master planned

to extend street grid.

6. Establish the role of a “Place Manager”

Figure 4.5: Boroko

Strategic Site

FIVE MILE

2

Legend

Industrial

Special Use

Commercial

Open Space

Strategic

Site

Garden

City Shopping

Centre

1


Education

Supermarket

Road

Fire station

Market

FOUR MILE

Police

Public Transport

Strategic Site

Murray Barracks


Boroko

Fire Station

Boroko

Market

Legend

Industrial

Commercial


Education

Renewal Area

Special Use

Open Space

Road

Fire station

Public Transport

Node

Supermarket

Market

Football

Ground

Police

Renewal Area

Public Transport

Public Transport

Node

Productive City


Dogura

Directions

Actions

Dogura Urban Centre is located at the

head of Bootless Bay. The area is largely

customary land and is not yet developed.

The proposed Urban Centre is close to the

junction of the planned ring road and the

Magi Highway. The concept plan illustrates

a main street set back from the highway,

which will be pleasant and accessible.


2. Magi highway bypasses the main street and

surrounding area, to create a high-quality Urban

Centre, without excessive through traffic conflict

3. Education and health services located close to

main street and public transport

4. Mixed use area support residential development

mixed with a diversity of small businesses and

social enterprises

5. Connection to waterfront possibly including a

ferry wharf

6. Sports facilities in low-lying flood-prone area

Figure 4.6: Dogura (illustrative concept plan)

To 9 Mile

Hilltop parklands

Residential

Education & Health

Magi Highway

Main Street

Magi Highway

To Boroko

Mixed use

Sports Precinct

Legend

Open Space Corridor

Active Travel

Wharf

Public Transport

Landmark

Mangroves

93

8 / 9 Mile

Directions

Actions

9 Mile is the northern gateway and the

major crossroads in the city’s transport

network (Ring Road, Hiritano and Hubert

Murray Highways). There is an extensive

area of flat ground and large sites remain

undeveloped or are developed only to

low density. 8 and 9 Mile are also the site

of large settlements that are presently

the subject of Settlements to Suburbs

programs.

1. Prepare a Urban Centre Master Plan to

determine location of the Urban Centre

and appropriate land use zones, including

development of a permeable subdivision and

street pattern that prioritises active and public

transport

2. Establish a cluster of health and education

services at the transport node

3. Establish commercial cluster including office

space and major retail

4. Develop recreational facilities especially along

the flood plain

Figure 4.7: 8/ 9 Mile

Strategic Site

8 Mile Settlements to

Suburbs

9 Mile Settlements to

Suburbs

Strategic Site

400M

Strategic Site

400M

Legend

Open Space Corridor

Public Transport

To Dogura

Major Road

Public Transport

Node

Productive City


Entertainment and the evening economy

Entertainment and nightlife are key features of

desirable cities around the world. Live music

venues, restaurants and bars, together with great

public places for festivals and special events

are important to the social life of cities. When

many venues cluster to create an Eat street or an

Entertainment quarter a buzz can be created. This

is about public places where people come together

to have fun with friends and family.

Today, Port Moresby has good facilities and

places for major public events, such as John Guise

Stadium and Era Kone (Ela Beach). However, other

types of entertainment such as restaurants, kai

bars, gambling halls, bars and, nightclubs, tend

to be located inside the city’s hotels or scattered.

Moving between venues can raise concerns about

security and tends to require driving.

Photo credit: Alistairs Dirua

The plan identifies three precincts in of the city,

each already has some level of entertainment

and evening economy, by building upon existing

activity, each can be developed as well-planned

and well-regulated precinct for entertainment and

the evening economy.

Era Kone (Ela Beach) and Town are well-established

as places for public celebration and entertainment.

High-density CBD’s are often the best places in

cities for nightlife. The opportunity is to build upon

this success, adding a variety of venues in a safe

and attractive urban centre.

Waigani and Gordons is the site for major sporting

and cultural events. It has a set of hospitality

offerings including at Lamana Hotel, Holiday Inn

and Vision City. The large-scale of the sites in this

area presents the opportunity for new activities

to attract people who have attended events and

might like to stay nearby for dining or other

entertainment after the game.

Boroko has a relatively fine-gained street

structure and the ownership structure is mature

and complex. It has a diverse commercial and

institutional offering and it is located on a major

node in the public transport system of the city. The

existing commercial offering should be broadened

to include more restaurants, bars and music

venues. Street-food markets and night markets

could also be part of rejuvenated Boroko.

95

Hiritano

Highway

Figure 4.8: Night-time economy


Waigani

Kanudi

Gordons

Boroko

Town

Dogura

Directions

Actions

Envision and implement

Improved access and

transport

Improved safety and

amenity

Incentivise business

• Entertainment precinct action plan

• Areas managed like events

• Identify incentives to new business

• Improved street lighting

• Packaging visitor experiences

• Later-trading retail

• Later cultural venues and events

• Identify strategies for managing noise

• Improved presence of police and security

• More public toilets

• Improve public transport options at night

• Safe taxi access

• Parking and bicycle access

Productive City


Establish a place manager for each centre

The Place Manager will be responsible for

programming and managing the activation and

delivery of projects. Day to day, the place manager

will consult on decisions with the director as well

making independent decisions. The Place Manager

is expected to prioritise key issues and matters

and is accountable for the quality of the activities

and management of delivery on-site. The Place

Manager will escalate more complex issues such as

budget allocation, changes to agreed priorities or

those requiring a higher level of clearance to the

Place Director.

Responsibilities

• Identify and develop new placemaking projects

through community engagement. These

projects must help to create viable and inviting

places, which help to achieve the goals of the

UDP

• Successfully manage development with a

framework of policies in place that make

partnership proposals which determine

feasibility, cost, impacts and outcomes and

enhance placemaking outcomes

• Implement temporary and short term place

based activations or demonstrations to

measure community interest to inform future

outcomes for longer term placemaking

projects

• Develop an approach to monitor the

effectiveness of placemaking strategies and

provide feedback to NCDC and partners

and deliver continuous improvement in

placemaking initiatives

• Identify and provide a high level of advice and

solutions through technical knowledge on

place-based priorities for the program

• Community involvement by establishing and

maintaining links with community groups and

organisations, local businesses and business

networks with the aim of coordination place

programs and activities in identified locations

across each interim activation area

• Identification of placemaking strategies with

the community through engagement and

identification of outcomes

• Liaise with NCDC to generate positive media

coverage of opportunities and outcomes

Knowledge, Skills, Experience and Qualifications

• Desirable to have qualification in property,

project management, place management,

economic development, events, marketing

or equivalent related fields or equivalent

demonstrated experience

• A background or working knowledge of

place planning and project implementation,

event management, social and economic

development, planning and place making

• A passion for best practice and community

engagement with a creative approach to

events and driving an effective customer

experience is essential

• Excellent interpersonal, presentation and

communication skills including the ability to

write clear reports, correspondence, contracts

and tenders, manage strong collaborative

relationships and networks and influence and

motivate staff and stakeholders to effectively

engage with the community in complex place

based environments

• Have the ability to coordinate a team in order

to meet deadlines and show a high and flexible

work ethic to meet varying work demands

97

Industrial lands strategy

There has been strong growth in industrial

development over the past 10 years. Land value in

inner urban areas attracts a premium and is more

suited to mixed uses such as commercial office,

retail and residential than industry. Generally

there has been a pattern of higher intensity nonindustrial

redevelopment in urban areas.

Moving industry outside of an urban core beyond

the ring road has a number of benefits for both the

city and the industry itself. It may be appropriate

for lighter industrial and commercial uses to

remain within the ring. However, heavy industry is

associated with heavy vehicles. Moving the industry

to the outer ring of a city means these vehicles

no longer have to enter the urban core, reducing

both traffic and the noise and air pollution from

the vehicles. It also enables the industry to access

freight corridors more effectively.

An Industrial Land strategy should be prepared to

guide growth of this important economic use for

the coming years. The strategy should guide the

establishment of industrial parks to consolidate

infrastructure and contain impacts. Key considerations

for the Strategy include the following:

• Co-locate complimentary uses

• Consolidation of necessary infrastructure

• Contain impacts of Transportation, services,

pollution, and aesthetic

• Allow for consolidation of necessary buffer

zones

• Critical mass to support environmental sustainable

design initiatives

• Consolidate for efficient management of waste

including storm water and liquid waste

Additionally, the opportunity exists for Central

Province to identify appropriate sites for industrial

development outside NCD. This would have the

effect of creating employment opportunities and

economic activity in Central Province.

Motukea Wharf

Productive City


Efficient freight and logistics

In Port Moresby, the growth in total freight is

expected correspond with the city’s population

growth and the economy, all of which are on track

to double in the next 15 to 20 years.

Reliability and efficiency of travel is required in

order to maximise freight productivity and reduce

costs and energy requirements. Poor planning

decisions, that permit inappropriate development

near to or in freight precincts and trade gateways

and alienate land for future expansion of these

places can impose operational constraints, extra

costs, and inefficiencies, which can reduce the

competitiveness of businesses.

As the economy grows, there will be an increasing

importance placed on 24/7 supply chain operations

which will require a freight network that can

support safe, efficient and reliable journeys

between trade gateways and commercial precincts.

It is important that key freight precincts and the

networks between them are not adversely affected

by residential development, traffic patterns or

increased congestion or other barriers to 24/7

freight operations. Consideration of land use

compatibility and the physical separation of

sensitive land uses will be essential to maximizing

opportunities for freight efficiency and trade.

Land requirements for future expansion should

be identified and protected from inappropriate

development. Where necessary adequate buffer

zones around these existing trade gateways and

future expansion lands should be identified and

protected.

Jacksons International Airport is PNG’s principal

airport and the primary trade gateway for

airfreight. Aircraft arrivals are expected to double

in less than 10 years (PNG NAC, 2019). The Airport

Masterplan identifies expansion of the existing

cluster of landside logistics and other commercial

activities. Facilitating the current and future

development this internationally significant hub

is vital for a productive PNG economy. Preventing

the encroachment of sensitive uses that might

impact on these operations and ensuring transport

networks can support the needs of the trade

gateways is of national significance.

Roads under construction at the new port

99

In 2018, the port moved from its historic site in

Town to Motokea at the north end of the harbour.

The new port has 3 berths (2 x 206m & 1 x 80m)

and mobile cranes capable of lifting up to 20 tonne

containers. The port has significant potential to

expand in-situ, as it currently occupies only half its

present site. This reclaimed site is adjacent to the

Curtin Brothers, Motokea Shipyard. Together these

sites have an area of around 2km² and represent

the primary transport and logistics hub in the city.

The construction of the port and the causeway

connecting it to the land has been designed

to preserve a significant mangrove forest, the

largest in the Harbour. The community actively

uses this area for traditional fishing. Any

further development in the area must ensure

the preservation of this important blue green

infrastructure.

The relocation of the port represents a significant

shift in the ‘centre of gravity’ for the city towards

the northwest. The site is close to the end of the

ring road, with good connections to the north

through Gerihu to 9 Mile and the Magi Highway.

The Baruni Bypass also provides a good connection

eastward to town. The medium-term plan for

logistics is to grow on the port site and on the

landside sites including around Siriho. Longer-term

plans will require larger sites to be developed,

most likely outside the NCD. Either westward along

the Lea Lea Road towards the LNG plant or north

of the city along the Magi Highway.

Motukea Wharf

Directions

Actions

Support the efficient

operation of trade,

freight and logistics

operations

• Establish an Industrial Lands Strategy

• Engage with Central Province regarding industrial lands and linkages

• Investigate establishment of consolidated industrial park(s)

• Plan freight and logistics as part of the Transport Plan

• Prioritise infrastructure to support trade, freight and logistics operation

Productive City


Port & inland terminal development

When goods or containers are loaded or unloaded

at ports (sea transport mode) they must have

arrived at the port or must be taken from the

port by another mode of transport (road or rail).

Intermodal transport refers to the freight supply

chain using at least two different modes of

transport for the movement of intermodal units

(containers, semi-trailers or swap bodies) between

origin and destination with one bill of lading, i.e.

without handling freight itself during transhipment.

On-Dock

• Direct interface between the dock and the dry

dock.

• Containers are off loaded to the site immediate

to the dock. Containers are then taken to their

next destination.

Near-Dock

• Containers are unloaded and then taken by road

to an inland terminal to be stored before being

taken to their next destination.

• This allows expansion of the dock past its current

land constraint.

Satellite Terminal

• Containers are unloaded and then taken by rail

to an inland terminal to be stored before being

taken to their next destination.

• Rail provides higher capacity and more efficient

means of transportation

In an efficient port with plenty of land in the

immediate port hinterland to perform port-related

activities, especially those relating to container

transport, this intermodal transfer may take place

in a seamless way. However, the majority of world’s

ports, because of their historical locations and

expansions, often have limited space landside for

all of the port’s functions. The solution has been

for the ports to be served by inland terminals or

dry ports. Inland inter-modal terminals should

contribute to intermodal transport, promoter

egional economic activity, and improve land

useand local goods distribution. These features

may also be applied to a dry port; an inland

intermodal terminal that has direct rail connection

to a seaport, and where customers can leave and/

or collect their goods in intermodal loading units,

as if the transaction was directly with the seaport

(Roso et al 2009).

There is a substantial body of research available

on how to find the optimal location for these

terminals and how to improve the efficiency of the

road-rail terminals (Black and Roso, in press). The

reason that rail access to ports is so important is

because of its long-term environmental advantages

over road transport. In the case of the new port

for Port Moresby, there are three broad options

for intermodal terminals (or dry ports) that require

further investigation in a transport study of optimal

location: develop land immediately to the north

of the port; given the industrial developments

taking place along the coast to the north east of

Port Moresby find a more-distant site where land

is available; and given the importance of Port

Moresby in generating and attracting freight find

an urban location where adequate land is available.

Based on a study of international practice with

respect to intermodal terminals or dry ports,

Black and Roso (in press) have synthesised a

number of factors supporting their success. These

are summarised in the Appendix. The quality

of access to a dry port, and the quality of the

road-rail interface, determines the dry port’s

performance. However, the quality of inland access

depends on the behaviour of a large variety of

actors, such as government planning agencies,

regulatory authorities, terminal operators,

freight forwarders, transport operators, and port

authorities and this requires coordination between

all actors involved. Scheduled and reliable high-

101

capacity transport by road and rail to and from

the seaport is a prerequisite. The development

process for establishing an intermodal roadrail

terminal (planning, applications, approvals

and implementation) takes considerable time

to completion. Profitability combined with an

enthusiastic and committed political entrepreneur

are the most vital factors for the success and pace

of the development process. Any public private

partnership investments should be supported by

governmental pricing policies and guidelines to

secure successful dry port implementation.

Motokea Shipyard

The new port was built by the local firm: Curtin Brothers

Productive City



CENTRAL

PROVINCE

Goilala

HIRITANO

Gorohu River

HIGHWAY

Edebu

Vari Vari Island

Brown River

Kuriva

Laloki River

o Deception Bay

Lagada Island

Lea Lea

HIRITAN O

Laloki River

PNG LNG

HI GHWAY

To Deception Bay

HUBERT MURRAY HWY

Edai Town

Motukea Island

9-Mile

Haidana Island

Taima

Island

Tatana

Island

Napa Napa

Gordons

To Daru

0 3 6 9 km

Hivaso Physical

Planning Boundary

To Thursday Island

Motupore

Island

Manunouha

Island

Loloata Island

Tubusereia

NCD Boundary, 2000

To Samarai / Oro Bay / Baniara / Lae

Intensity of Land Use, Agriculture

Very Low

Barakau

Low

Medium

High

Industrial Land



Villages


To Cairns


NCD



Figure 4.9: HIVASO Physical Planning Area

Connect to the region

The NCD is framed by the HIVASO Area which

is within Central Province.

Goldie River

Sogeri

Ua-ule Creek

SOGERI

ROA

D

CENTRAL

Kokoda Trail

PROVINCE

There 0 is 1.5a strong 3 6economic 9 relationship 15

between the city and the surrounding area. KM

Generally, agriculture follows the lower slopes

and Data extends Sources: into the valleys of the Owen

Stanley Range. A nearly continuous band of

agricultural 1. Hivaso land Physical use extends Planning southeast Area, 2005 along

the 2. coast. The Much Humanitarian of the produce Data Exchange, is grown in Ocha, accessed 23

gardens May and 2019, transported <https://data.humdata.org/>

on small trucks and

PMV’s 3. Hard to wholesale Copy Topographic markets at the Map, edge 1:100 of 000 - NMB 2004

the 4. city, Google adjacent Earth to the Image main markets, then

sold 5. to Agricultural the public by Systems market of stall-holders. Papua New Guinea, Working

Commercial Paper No agriculture 15, Central includes Province, Sogeri 2002Fresh

Hydroponic 6. PNG: Maritime farm that and grows waterways produce including safety project report,

tomatoes 2012 and lettuce. These are packaged on

site and sold directly to supermarkets, hotels

and LEGEND restaurants in the city. The Koitaki Estate

at Sogeri is a large rubber plantation and cattle

farm on the Sogeri

Intensity

Plateau.

of Land Use, Agriculture

Very Low

The Exxon Mobil Liquefied Natural Gas Plant

and wharf is a

Low

large industrial site to the

northwest of the Medium city. The development of

this plant played a significant role in the

commercial and High industrial expansion of Port

Moresby in the years around 2010. The cluster

of industrial and commercial sites around

Fairfax Harbour Industrial benefitted Landfrom their proximity.

Town Centers

Varirata

National Park

Sirinumu Dam


Local Centers

Directions

Villages


Ensure strong connections and regional

integration Proposed Local Centers

Actions

• Collaborate with CPA and the DLPP so

Provincial Master Plan is integrated with

NCD UDP

• DLPP to lead a strategic plan for HIVASO

Productive City

Source: Agricultural Systems of Papua New Guinea, Working Paper No15,

Central Province, 2002

MAGI HIGHWAY

The Information presented on this map is based on current available data

and was produced by the GIS Unit under NCDC Productive Regulatory Services. City NCDC

and its consultants accept no responsibility for the accuracy of information

provided and should be used as a guide only.


105

“Yumi Plenim Mosbi Gut”

Sustainable City


SUSTAINABLE CITY

BY PLANNING AND DELIVERY OF STAGED AND SEQUENCED INFRASTRUCTURE

PRIORITIES AT THE SAME TIME AND IN THE SAME PLACES AS URBAN GROWTH

5

Vision 2030 and the Green and Blue Infrastructure Master Plan 2030


means providing adequate transport and utility

infrastructure to existing and planned development

while conserving blue-green infrastructure.

Conserving and enhancing blue-green

infrastructure - natural places and biodiversity - for

environmental services and amenity will also help

facilitate adaption to climate change. Sustainable

growth also means conserving important views

and vistas of both vegetated ridgelines and natural

waterways that contribute to Port Moresby’s

distinctive local character. The significant urban

tree canopy cover of 7000Ha is protected and

expanded to help minimise urban heat and provide

amenity. Integration of the Coast and Hill Top

Walk with blue-green infrastructure will help

network natural areas and biodiversity and provide

important recreation opportunities. Enhanced

liveability and productivity will foster community

resilience that will facilitate people’s ability to

adapt to climate change.

Fisherman at Pari Village

107

Figure 5.1: Vision 2030 and the Green and Blue Infrastructure Master Plan 2030

URBAN

Huhunama

Hegora

Tovobada

Matire

Western Ridge

Deogu

Vetorogu

Siriho

Waigani

Wetland

Gerehu

Rainbow

Nature Park

Morata

Nebire

8 Mile

Laloki River

9 Mile

Bomana War

Cemetery

Adventure

Park

0 400 800

Drafts Data

1. Digital Ca

2. NCD Ope

3. NCD Ope

4. Google E

Siro Creek

LEGEND

Fairfax Harbour

Waigani

Erima

Western Ridge

Kanudi

Tokarara

Gordons

eastern Ridge

Burns

Peak

Hohola

6 Mile

Idlers

Bay

Mavarololo


Gemo Island

Lolrua Island

Taugaba

Town Hill

Paga

Hill

Walter

Bay

Era Kone

(Ela Beach)

Konedobu

Badili

Fish

Markets

4 Mile

Boroko

Boroko

Korobosea

Sabama

5 Mile

Central Ridge

Dogura

Zero

Hill

Bootless

Bay

NC

De

En

Ex

Re

Hi

Fo

Fo

Cr

Tuna

Bay

Joyce

Bay

Southern Ridge

Daugo Island

Manubada

Island

Loloata

Sustain

Green

infrastr

Pyramid

Point

0 2 4 km

The Information p

available data and

NCDC Regulatory

no responsibility f

and should be use

NCD Boundary, 2000

Existing Recreation

Foreshore Walk

Developed Area

Recreation Corridor



Hilltop Walk

Creeks


Sustainable City

URBAN DEVELO

ATLAS U


Vision 2030 and the Integrated and Connected Transport Master Plan 2030

Servicing existing and new urban development

and urban renewal with adequate transport and

utility infrastructure will help create capacity for

sustainable development. Collaboration amongst

agencies, business, non-government groups and

other stakeholders to deliver integrated land-use,

transport and utility priorities will improve people’s

quality of life and local productivity.

Figure 5.2: Integrated and Connected Transport Master Plan 2030

Wetland

East

To Gulf

Province


0 400 800 1600 2400

Gerehu

1 : 80,000 @ A

Gata

Gerehu

East

Morata

8 Mile

Hiritano

Highway

Bomana

South

9 Mile


Draft Data Sources:

1. Digital Cadastral Da

2. NCD Future Land U

Development


Via

Junction

LEGEND

NCD Boundar

Waigani

Erima

Existing Roads

New Roads

Bisogo

Kanudi

Tokarara

Gordons

Manuti / Moiha

Existing PMV

Future PMV

Active Travel

Hohola

6 Mile

Ferry Route

Mass Transit In

Konedobu

5 Mile

Boroko

Regional Bus S

Major Centre

Town

Badili

Korobosea

Sabama

Dogura

Magi Highway

To South

Coast

Existing

Strategic Centre

Existing

Local Centre

Existing

Taurama

North

Taurama

South

Publi

0 2 4 km

The Information presented on

available data and was produc

NCDC Regulatory Services. NC

no responsibility for the accura

and should be used as a guide

NCD Boundary, 2000

Existing PMV

Ferry Route

Existing Roads

Future PMV


New Roads

Active Travel

Regional Bus Services

Major

Centre

Existing

Proposed

Strategic

Centre

Existing

Proposed

Local

Centre

Existing

Proposed

109

Sir John Guise Drive

Climate change adaptation

The major effects of global warming due to

greenhouse gas emissions on PNG are sea level rise

which will cause inundation and coastal erosion

affecting coastal communities in Port Moresby as

well as increased storm surges, increases in the

intensity and frequency of rainfall, and increases in

average daily temperature.

Sea level rise in Papua New Guinea has been

measured at 7mm between 1993 and 2010, and is

predicted to rise between 40 and 150mm by 2030.

The mean maximum and minimum temperatures

in Port Moresby are 31°C and 22.6 °C respectively.

The mean temperature in the city has increased by

0.21°C per decade in the period 1950 to 2010.

Directions

Actions

Adopt Practical adaptive

measures to combat the

effects of climate change

in the city include:

• Maintenance of stormwater drains and preventing blockages due to

solid waste dumping

• Raising community awareness of the role of wetlands, mangroves and

other ecosystems as barriers to storm surges

• Protecting wetlands and mangroves in public ownership, replanting

and regenerating mangroves in degraded sites

• Strengthening tree preservation orders and increasing tree canopy

cover

• Terracing and revegetation on hill slopes to reduce erosion

• Public reserves and drainage reserves kept free of development and

rezoning.

Sustainable City



Ecosystem services include the ability of the

physical environment to sustain human life

through clean air and water, as well as the capacity

for biodiversity to adapt to a changing climate.

Given rapid growth and finite natural resources,

it is important to ensure that the placement of

new development and its design does not have

unacceptable impacts on biodiversity and the

urban forest.

Views and vistas of both vegetated ridgelines and

natural waterways contribute to Port Moresby’s

distinctive local character. Sustainable growth is

required to enhance the qualities of blue and green

infrastructure in Port Moresby and to conserve and

enhance the urban tree canopy.

The city faces a trend towards rapid expansion.

Without integrated urban Master Plans that

bring together and sequence development so

that utilities and transport, together with jobs

and homes can be provided, encroachment into

sensitive areas will occur. These areas include

marine environments, those above 90m elevation,

the floodplains and natural forests and vegetation.

In response it is essential that Port Moresby quickly

increase its capacity to identify and support the

supply of developable land with appropriate

transport and utility infrastructure provision,

through collaborative Master Planning.

The principal environmental issues in the NCD

are pollution pressures on water, air, acoustic

environment and solid waste disposal.

Water quality

• Sediment runoff from ridge tops and hillside

erosion is caused by inappropriate excavation,

development and gardening. There is little

control of development on hillside areas

although it is notionally regulated through

zoning in Local Development Plans. Much

of this development is informal and is not

subject to enforcement action. Most of the

developed slopes have gradients greater than

33%, which has the highest risk of soil erosion.

The Waigani Swamp catchment is also an area

of concern in relation to water quality, as are

the higher parts of Waigani-Boroko, within the

Boroko River catchment, due to the sensitivity

of the downstream receiving environment.

• Sediment runoff due to forest clearing,

including mangrove forests, is a significant

issue. This contributes to sedimentation of

waterways, especially in the Waiganu and

Gerehu swamps and other coastal areas.

Pressures on mangrove forests are occurring in

the Taurama peninsula and isolated industrial

sites in the Poreporena-Napa Napa area,

where conservation measures should be

implemented.

• Discharge of litter and liquid contaminants to

the waterways and the ocean is problematic.

This occurs through litter being placed directly

in open stormwater drains and through runoff

of litter from open areas (including beaches)

into drains and waterways.

• Use of waterways for sewage and solid waste

disposal occurs in areas that do not have

sewage connections or solid waste collection,

such as informal settlements. Additionally,

sewage in coastal areas is managed via

seven different outfall sites (Badlii Hill, Koki,

Idubada, Hagara, Stanley esplanade, Paga

and Kondedobu) while other areas pump to

the Gerehu and Waigani treatment plants,

from where material is discharged to the

local swamps. These discharges are a source

of water pollution that will be increasingly

problematic as population increases.

• Pollution of waterways and Fairfax Harbour

due to industrial activities is a major concern,

especially in the Poreporena-Napa Napa area

where high intensity industrial hubs are being

developed without adequate wastewater

treatment policy or facilities.

Air quality

The principal sources of air emissions in the NCD

are:

• Vehicle emissions

• Industrial sites such as Kanudi Power Station,

Motukea Port and Napa Napa Refinery

• Informal burning of domestic and industrial

waste

• Burning of vegetation cleared for development

At current levels, emissions from these activities

do not currently cause significant air quality issues

in the NCD. There are no recorded instances of

111

smog in Port Moresby to date. The topography of

the area is unlikely to promote smog due to the

lack of encircling mountains. However, a significant

increase in emissions, especially seaward of the

ridgeline separating Port Moresby from Waigani,

could cause isolated areas of smog in the future

Noise emissions

The main noise emission sources in the NCD are:

• Jackson International Airport

• Industrial and port activities, especially

through the Poreparena-Napa Napa area

• Transport corridors and freeways

• Commercial areas in Port Moresby town

Ridgelines

Protection of the natural environment on ridgelines

above 90m elevation should be continued and

enhanced.

Urban tree canopy

The 7000Ha Urban Tree Canopy is extensive and

provides good shade and amenity for all of Port

Moresby as well as conserving biodiversity. It will

be necessary to further protect and enhance tree

canopy through the development process.

Mangroves and coastal and flooding hazards

To protect the important mangrove communities

around Port Moresby it is important to restrict

development in mangrove areas, and retain areas

subject to long-term coastal sea level rise and

flooding in an undeveloped state through use

of zoning and development rules. Mangrove

restoration at Kanudi, Ibubada and Manubada

Island will also be required.

Waterways and marine areas

It is understood that future legal protection

is to be given to the Bootless Bay National

Marine Sanctuary. Until the adoption of relevant

legislation, there is no legal protection of the

marine environment of Bootless Bay.

In response to the NCDC’s desire to protect one

of Port Moresby’s most important and significant

elements of blue-green infrastructure, the Dogura-

Taurama LDP identifies a land-based 250m

restricted development buffer (from Medium High

Water) along the foreshore of Bootless Bay. The

buffer provides protection to several identified

historical and cultural assets as well as several

classes of vegetative and wildlife habitats, and only

limited uses are planned within the buffer.

Where development is proposed within this buffer,

a detailed environmental impact report must

be submitted to NCDC describing the proposed

impacts to the environment, the proposed

mitigation and impact management. This should

include how the development will avoid major

impacts to sensitive habitats, waterways, or

vegetation. Ultimately the goal is to achieve no net

loss of the valuable natural assets of Bootless Bay.

To protect Waigani Swamp and its tributaries it is

recommended that an 100m buffer around Waigani

Swamp and a 40m buffer either side of primary

watercourses draining into Waigani Swamp be

maintained.

Flood prone land

Currently no comprehensive flood study exists,

however parts of the city regularly suffer from

flooding and inundation. This situation is made

worse by a number of factors; new developments

which impact overland flows, inadequate

stormwater design, increased hard surfaces which

increase stormwater volumes, and vegetation loss

and unmanaged earthworks which cause siltation

of drains.

A flood study and a stormwater management plan

are urgently required. These should establish a

framework guide development,. This relates to

site-by-site infill and consolidation, and to urban

extension and structure planning.

The South Ridge above Gedu (Pari)

Sustainable City


Directions

Actions

• Zone areas with slope >33% and/or with highly erodible soils as unsuitable for

development

• Zone downstream areas as drainage easements and open areas (to allow

natural filtration of sediment)

Reduce erosion from

development on hill slopes

and ridges

• Update development rules to require appropriate sizing of stormwater

infrastructure based on existing and potential up-catchment development and

make use of sediment basins mandatory where practical

• Where sediment basins, drainage reserves and other ‘natural’ filtration systems

are not feasible, development rules should require stormwater to be developed

with appropriate proprietary filtration systems

• Base all new development rules, especially for subdivisions, with reference to

IPIECA Best Practice Erosion and Sediment Control Guidelines or similar best

practice standards (e.g. North Queensland Development Manual).

• Wherever possible, rehabilitate highly erodible areas that have been disturbed.

Reduce stormwater and

effluent discharges

• Provide appropriate zoning and/or land reservation for future treatment plants

and related infrastructure

Manage industrial discharges

• Zone industrial areas with varying thresholds for development based on likely

discharges comparative to assimilative capacity of receiving environment (e.g.

larger capacity means more industrial development may be acceptable)

Manage air and noise

emissions

• Zone areas adjoining environmental and residential areas in a way that avoids

high noise and air emission uses (i.e. industrial)

• Develop rules for industrial and commercial areas to reduce individual and

cumulative noise and air impacts, including use of natural buffers (i.e. plant

trees)

• Apply desired outcomes for Waigani Swamp Precinct (PlanPac, 2017) to entire

NCD. These are as follows:

• To protect the existing ecosystem by incorporating conservation buffer

zones around the main waterbodies and wetlands

Protect Waigani Swamp

• To prohibit development adjacent to waterbodies and watercourses which

could compromise the environmental values of the swamp and wetlands

(and other waterways)

• To permit selected development adjacent to the wetlands, waterways and

coastline that supports and enhances the conservation, educational and

recreational values

• To maintain the integrity of watercourses and inlets that discharge into the

wetlands and eliminates all potential pollutants associated with runoff

113

Directions

Actions

• To promote appropriate active and passive recreation facilities adjacent to the

wetlands including an interpretive boardwalk,

Protect Waigani Swamp

• Introduce a management plan to eliminate feral flora and fauna from

the wetland areas, and maintain and enhance areas of high conservation

significance (note, these will need to be defined through a mapping exercise

and habitat condition assessment),

• To identify and protect local habitat corridors, networks and native plants to

maintain ecological function and significant flora and fauna.

Protect Mangroves

• Restriction of development in mangrove areas

• Mangrove restoration at Kanudi, Ibubada and Manubada Island

Prevent habitat loss and

degradation

• Protect habitat corridors, networks and remnant vegetation and representative

habitats in good condition through use of zoning and development rules.

Manage areas subject to

coastal and flooding hazards

• Retain areas subject to long-term coastal recession and/or flooding in

undeveloped state through use of zoning and development rules.

• Maintain 100m buffer around Waigani Swamp

Protect waterway buffers

• Maintain 40m buffer either side of primary watercourses draining into Waigani

Swamp

• Implement and maintain buffers for other waterways, waterbodies and

biodiversity areas as identified.

Undertake environmental

assessments

• Establish environmental trigger areas (i.e. land within or abutting coastal and/

or flooding risk areas or buffer areas etc.) with requirements to conduct an

Environmental Impact Report for all new and amended development. This

should include preparation of Environmental and Stormwater Management Plan

for all works in buffer areas that demonstrate no impact to the environment.

• Where possible, use development controls to require Environmental Impact

Report and Environmental and Stormwater Management Plan for existing

development in trigger areas.

Protect ridgelines

• Protect ridgelines and areas above the 90m contour including through use of

zoning and development rules.

Protect marine

environment

• Create Bootless Bay Protected area in National Marine Sanctuary.

Sustainable City


Infrastructure planning and delivery

Recreation and open space planning

As detailed previously the total amount of open

space has declined since 2006 from 3,700Ha to

2,630Ha in 2018 in the formal Urban Area (which

excludes settlements). During this time the Urban

Area has grown, which means that the proportion

of open space has dropped from 8.7% to 4.9%.

Open Space in this UDP refers to parks and

recreational open space in the Urban Area, but

does not include Blue-Green Infrastructure (natural

areas and reserves).

An interim target of 8.7% of the Urban Area is

adopted for provision of dedicated open space by

2030. Achieving the 8.7% target would bring the

rate of open space provision equal to that which

was measured across the city in 2006. To achieve

this target priority should be given to provision

of open space in accordance with the standards

adopted by the NCDC draft Open Space Policy

2017, which is based on the target of 4Ha per 1000

people.

Large-scale analysis of the city and trips made

help to identify key routes through the District.

These corridors can be seen as opportunity areas

to improve walking and cycling and accessibility to

limited open space. Improved quality and usability

of open spaces will also be required, in tandem

with improvements to accessibility, to ensure the

limited open space land resource caters for the

needs of the growing population.

Figure 5.3: Active Travel Routes

Gerehu

Morata

8 Mile

To Gulf

Province

Hiritano

Highway


9 Mile


Waigani

Erima

Kanudi

Tokarara

Gordons

Hohola

6 Mile

Open Space Function

Sports Centre

Recreational Park

Town Centre Park

Informal Parkland &

Garden

Others (Reserve Use)

Proportion (Amount

in Hectares)

2.0ha per 1000

people resident

0.5ha per 1000

people resident

0.1ha per 1000

people resident

0.5ha per 1000

people resident

0.9ha per 1000

people resident

As part of the Active City Program, ensuring that

open space integrates into movement networks

and blue-green infrastructure will be essential to

enhancing accessibility and use. The provision of

open space and recreational facilities with good

walking connectivity needs to be the focus of

development and renewal across the District. The

provision of high quality and accessible open space

will help ensure the usability and accessibility of

open space and recreation that will help secure

flow-on health benefits to people.

Town

Konedobu

Badili

Boroko

Korobosea

Open Space Master Planning will be required to

identify land needed to meet this target for growth

in open space across the District. It should adopt

the principles and requirements of the NCDC Open

Space Policy 2017. Specifically open space should

be accessible, suitable, functional and usable.

It should be planned in the right location and not

simply the remainder after other land-uses have

been provided. Visibility from the public domain

and accessibility for people of all ages and abilities

should be taken into account.

Sabama

It should consider the principles adapted from

the Government Architect of NSW draft Open

Space for Recreation Guide. Homes schools and

workplaces should be located within 400m /5

5 Mile

Dogura

Magi Highway

To South

Coast

115

minutes walk of a local, district, or regional park.

(Except homes in high density neighbourhoods (>

60-100 dwellings/ha) which benefit from location

within 200m / 2–3 minutes walk).

The desirable minimum size of a local park is

3000m². However in high-density areas, parks may

be as small as 1500m² where opportunities for reuse

of small spaces arise. A diversity of recreational

opportunities should be provided in response to

local need including:

• Local play for the very young

• Local children’s play

• Older children’s activity space

• Youth recreation space

• Local recreation space

• Active recreation space

• Large community outdoor recreation area

• Fitness and exercise space

• Trail and path-based recreation

• Organised sport and recreation

Quantity should be considered in the number of

opportunities available and the achievement of

walking distances to open spaces appropriate to

local people needs. Larger public open space areas

mean more opportunities can be provided in one

location.

Because there are minimum areas and designs

needed for different sporting outcomes, as

outlined in the NCDC draft Open Space Policy

the quantity of land available, along with size and

shape, are critical in adequately meeting sporting

needs.

Key characteristics of open space that influence

quality include:

• Visual and physical access

• Landscape setting

• Condition of facilities and equipment

• Maintenance

• Number of activations within the space

• Size, shape, and topography

• Adjacent land uses

• Amount of vegetation

• Biodiversity outcomes.

Waigani

Sustainable City


Utilities network extension

The city has grown far beyond the existing

distribution networks of power, water and sewer.

Utilities companies are working to find affordable

and sustainable ways of delivering utilities. For

example, many households cannot afford the

cost of individual water supply. Strategies such as

one tap per four households are being piloted,

which appears to offer a workable model for water

supply for households unable to afford a standard

connection.

Figure 5.4: Infrastructure Network Concept

To Gulf


Province

Gerehu

Hiritano

Highway

Morata

9 Mile

8 Mile


Planning for power and water infrastructure

will respond to the strategy of this Plan. The

infrastructure network will follow the primary urban

structure. The urban centres will form the nodes in

the network.

Waigani

Erima

Gordons

Kanudi Tokarara

Hohola

6 Mile

5 Mile

Konedobu

Boroko

Town

Korobosea

Badili

Sabama

Dogura

Magi Highway

To South

Coast

Directions

Transport

Infrastructure to

support growth

Water utilities to

support growth

Power Utilities to support

growth

Actions

• Complete NCD Transport Masterplan

• Transport planning and road design development

• Prioritise Public transport infrastructure

• Active corridors initative

• Integrate Water Supply 5-year and 10-year master plan to maintain

upgrade and extending the water and sewage network

• Identify successful pilot projects for affordable and sustainable utilities

delivery

• Institute a trade waste policy to minimise industrial run-off into the

storm water and sewerage systems

• Ensure engagement with PNG Power so short term and long term

master plan to be based on NCDC UDP and development programs

• Co-coordinating with PNG Power to extend the power network

• Urban Master Plans for new land release areas to guide infrastructure

117

Public transport

Port Moresby requires an Integrated Transport

Master Plan. This will include studies on current

and future transport infrastructure and strategies

to improve existing infrastructure to support the

city growth, with particular attention given to

improving the safety of the existing PMV system.

Figure 5.5 Public Transport Concept

To Gulf


Province

Gerehu

Managing the rapid growth of private vehicle

ownership and its impact on public transport

is a key concern. The Master Plan will prioritise

sustainable transport initiatives including

improvement and extension of the public

transport system. Short-term initiatives will focus

on improvements to the existing PMV network,

medium and long-term plans will consider a bus

transit-way or light rail system.

Morata

8 Mile

Waigani

Erima

Gordons

Kanudi Tokarara

Hohola

6 Mile

5 Mile

Konedobu

Boroko

Town

Korobosea

Badili

Sabama

Hiritano

Highway

9 Mile

Dogura


Magi Highway

To South

Coast

Improvement to the walking and cycle network is

an immediate priority both to improve circulation

with the city and links to the PMV network. New

Urban Centres will be developed and there will

be an increasing amount of housing close to

employment centres. This will reshape the city to

reduce the need for people to travel, because the

needs of life are closer to their home.

Improving the safety and legibility of the PMV

network is a priority and will require:

• Audit of stops and safety

• Introduction of greater organisation at major

hubs – this can come through greater structure

in the way the public transport network is

run but also the design of stations, making

clear legible connections as to where people

organise themselves.

• Lighting and footpaths – well-lit areas are key

to the sense of safety and also deters potential

crime. Legible, well-connected, well-lit streets

are key to overall safe walkability and public

transport usage.

• Clear passenger information at major PMV

stops – Knowledge of when the next transport

arrives is important for passengers to be able

to make informed decisions in the way in

which they travel. It also improves safety and

confidence in public transport if people know

they are able to get to a destination safely and

won’t be left stranded in the dark

• Introduce possible information booths.

Boroko Bus Interchange

Sustainable City


Improve safety, reliability and coverage of the

public transport system

The PMV systems play a huge role in people’s

everyday life; travelling to school, to market or to

work, this is a key part of the city’s infrastructure,

productivity and liveability. Beyond its transport

function, it provides employment for a large

number of people across Port Moresby, from

operators, drivers and crew, to mechanics and

those selling spare parts.

To improve the system will require collaborative

reform and development strategy. Much of the

responsibility for the necessary strategies is vested

in the RTA and other agencies, so collaboration and

coordination is vital. All operational stakeholders

including operators, crew and passenger

representatives should be involved in the process.

The reform and development strategy will need

to assess how the system is working, including

operations and management, existing networks and

connections against demand. A staged and gradual

reform and redesign process, rather than a ‘big

bang’ reform approach will be required, so that a

large number of changes are not implemented all

at once. This staged approach will work best for

everyone currently involved and will provide the

highest chance of long-term success.

An overarching objective is to operationalise

a programme that will professionalise public

transport; including its planning, management,

operational and security aspects of PMV services.

This will require a number of deep reforms.

Building trust through collaboration and

engagement with the current PMV owners and

operators in order to encourage them to change

will be crucial.

Directions

Actions

• Improve the PMV stop environment

• Improve organisation at major hubs

• Redesign a selected number of key hubs

• Improve lighting and footpaths at PMV stops

• Improve the safety

and comfort of

the journey

• Reform the

functioning of the

PMV sector

• Improve the

network coverage

• Roll out trained security guards at key hubs

• Provide clear passenger information at major PMV stops

• Increase representation of women in the transport sector, including

introduction of a programme for recruiting women as drivers and crew

• Improve the safety and security of passengers

• Introduce photo ID for the drivers and crew?

• Require display of formal passenger complaints procedure

• Clarify management and operational roles and responsibilities (between

agencies)

• Prioritise enforcement of ‘right to operate’

• Create a strong PMV Association (PMVA)

• Prioritise data collection

• Conduct a PMV route licencing review

119

Movement and Place

All streets differ in their character and perform

functions as places for people to meet, shop and

travel from one place to another as pedestrians, on

public transport and in private vehicles. They also

allow goods to be moved between places.

Because streets are the main public space in Urban

Area, their function as places is important to the

liveability and productivity of the city. Maximizing

opportunities for public transport, pedestrians and

place functions like shopping, meeting friends,

accessing transport and working are the priority.

This occurs through the planning, design and

management of streets and transport.

This requires careful allocation of road space

depending on the exact function of each street.

Allocation of the space to footpaths, cycle ways,

public transport and vehicles needs to consider

people’s safety and balance movement and place

functions in response to local conditions. The

speed of vehicular travel is also important.

The balance between movement and place

functions is most critical on the street network

in and around Urban Centres and in residential

neighbourhoods.

of walking infrastructure along streets that

currently lack it.

2. Delivering the network: Create a plan and

phasing for delivering improved infrastructure

for walking as a city wide strategy.

3. Making Walking Safe: Protecting pedestrians

from vehicular traffic is important through

appropriate provision of footpaths and passive

surveillance through activity on the street in

pleasant places. Within Port Moresby there are

particular problems with safety in and around

PMV stops and through the onward walk to

a destination after a PMV journey. Women

are particularly vulnerable to harassment and

robbery, which deters many from travelling.

Around 90% of women in Port Moresby have

been the victim of harassment.

Improving safety is extremely important for

walkability in the city this will require a change

in social norms as well as political input.

Implementation of crime prevention through

environmental design in planning design and

management of streets is also an important

method for enhancing safety outcomes.

The design of the street network determines how

direct or indirect connections between different

places and how many alternate routes are available

between two points in the local area. Direct,

safe and convenient walking and public transport

connections are key elements of a compact and

integrated sustainable city.

A traditional street grid generally provides for a

well-connected place. Whereas designs dominated

by cul-de-sacs and gated communities contribute

to indirect connections and fewer alternative

routes, resulting in low-connectivity, with

associated poor movement and place functions.

Network Planning and Delivery

There are number of steps to enhance and deliver

a network of connections across the city.

1. Completing the pedestrian and public

transport network by fixing broken links and

creating new links along desire lines within

Port Moresby will also require improvement

June Valley Road

Sustainable City


Street Design

Main Road

Achieves strategic movement functions without

ignoring place functions that sustain the viability,

productivity and liveability along the corridor.

3m

6m

3.5m 3.5m

3.5m 3.5m 6m

60m

6m

3m

• Efficient movement of traffic is a priority,

achieved with two lanes of vehicular movement

in each direction. However the allocation of

street space and the speed of traffic should be

considerate of the place function of the street,

such that where the street passes through or

connects into an Urban Centre or residential

neighbourhood priority is given to the place

function, so that the movement function does

not inhibit the success or productivity of the

place

• Traffic moving in opposite directions separated

by soft landscape, which achieves the same

outcome as a crash barrier

• The generous green verges either side of both

carriageways increase the overall biodiversity

of the area, which also works to extend the

citywide green infrastructure network

• Dedicated public transport corridor allowing

accessible, fast and efficient sustainable

transport, increasing the incentive and

opportunity to use sustainable modes of travel

Main Arterial Road With Bus Corridor

Achieves the efficient movement of pedestrians,

public transport and vehicles whilst connecting and

sustaining the viability, productivity and liveability

of places along the corridor.

3m

7m

3.5m

3.5m

8.5m

3.5m

3.5m

60m

8.5m

3.5m 3.5m

7m

3m

• Dedicated public transport corridor allowing

accessible, fast and efficient sustainable

transport, increasing the incentive and

opportunity to use sustainable modes of travel

• Two separated lanes in each direction achieve

efficient movement of vehicular traffic.

However, the allocation of street space and the

speed of traffic should be considerate of the

place function of the street, such that where

the street passes through or connects into an

Urban Centre or residential neighbourhood

priority is given to the place function, so that

the movement function does not inhibit the

success or productivity of the place.

• Traffic moving in opposite directions separated

by soft landscape, which achieves the same

outcome as a crash barrier.

• The generous green verges either side of both

carriageways increase the overall biodiversity

of the area, which also works to extend the

citywide green infrastructure network.

121

Distributor Street

Achieves the local connection of pedestrians,

public transport and vehicles to places along a

pleasant walking environment, whilst catering to

public transport and District traffic.

• Four lanes of traffic allows efficient movement

of vehicular traffic

• Generous green verges either side of the

carriageway extends the citywide green

infrastructure network

• The generous green verges also give the

opportunity for street furniture and the

addition of bus stops

3m

4m

3.5m

3.5m

3.5m

3.5m

4m

30m

3m

Local Street

Streets perform function as public places outside

of dwellings, promoting social connection and

neighbourliness. Access to dwellings is not

required to be fast or efficient.

• On street parking reduces the need for

dedicated car parks, allowing this land to be

released for used that greater benefit the city

• Generous green verges either side of the

carriageway extends the citywide green

infrastructure network

• Narrower road and carriageway which allows

the street to be more enclosed which naturally

encourages drivers to travel at lower speeds

1.8m

2.7m

2.5m

3m

20m

3m

2.5m

2.7m 1.8m

Directions

Actions

• Footpaths segregated

from the main

carriageway to

• Good quality material

and generous

footpath widths

• Trees pant along the

entire carriageway

• Increase safety and create a citywide pedestrian network

• Improving pedestrian amenity and permeability and increase

pedestrian capacity, increasing walkability

• Reducing the ambient temperature along the footpaths

• Filter out pollutants from vehicular traffic

• Sustainable urban drainage

• Increase enclosure of the road which naturally decreases driving

speeds and makes walking more comfortable

• Reduce street clutter and improve the urban environment

Sustainable City


123

“Without leaps of imagination, or dreaming,

we lose the excitement of possibilities.

Dreaming, after all, is a form of planning.”

Gloria Steinem

Implementation


IMPLEMENTATION

A number of pillars are required to support

the implementation of the Urban Development

Plan. These nclude planning, resourcing, and

enforcement as well as availability of funds and

sound governance.

Implementation relies on the principles of this UDP

being implemented through more detailed Master

Planning of Local Planning Areas Urban Centres

and neighbourhoods, and other places that require

detailed attention to land-use conflict, buffers,

corridor protection and blue-green infrastructure

conservation

Figure 6.1: ‘Pillars’ to support the Urban Development Plan


LAND AVAILABILITY

PLANNING RESPONSIBILITY

FUNDING AVAILABILITY

RESOURCING & TRAINING

SOUND GOVERNANCE

125

Strategic planning

Implementation relies on the principles of

this UDP being implemented through more

detailed place-based Master Planning. This will

involve collaboration to prepare Master Plans

for Local Planning Areas, Urban Centres and

neighbourhoods, and other places or land-uses

that require more detailed strategic planning to

help achieve the Objectives, Directions and Actions

of this UDP.

Major Projects Design Review and Assessment

Pathway

A Major Projects Design Review and Assessment

Pathway should be established to deal with largescale

applications that will have a significant

impact on Urban Structure. This will serve to

facilitate broader strategic planning of the locality

while district and LPA Master Planning is occurring

and once Master Plans are established will help to

ensure that Major Projects are well- integrated into

the local vision for the place.

District Framework

Theme-Based strategic planning for the whole

District can provide guidance for Local Planning

Areas in relation to issues of District or National

significance including:

• Environmental Constraints Analysis - including

identification and mapping of land that should

not be developed such as flood prone land,

land with a slope greater than 20°C and coastal

and ridge top protection

• Blue-Green Infrastructure Networks and

Protected Areas - including ridge top and

coastal walk program

• Trade Gateways and Freight Transport Analysis

- including potential location for an intermodal

freight terminal

• Centres and Employment Land Use Analysis -

including principles for Health and Education

Precincts, Major Strategic and Local Centres,

Economic Corridors and Trade Gateways.

Prioritising opportunities for development will

assist to focus development in the short-term

development right locations, and preventing

out-of-centre development and protecting the

capacity for Urban Centres to expand and grow

Local Urban Framework

Place-Based Master Plans and new LDPs should

follow the structure of this UDP. They should also

ensure that the policy of this UDP is implemented

through development of place-based Master Plans.

These are integrated transport, infrastructure,

employment and housing strategies that address

the following specific issues:

• Environmental constraints analysis to identify

potentially developable land

• Blue-Green Infrastructure networks and

protected areas (including ridge top and

coastal walk program)

• Open Space and recreation land supply for the

short and medium term (1–5 and 5–10 years)

• Transport and pedestrian networks including

public transport networks and freight

requirements

• Utilities network augmentation and extension –

priority locations and projects

• Social Services (health and educational

provision) needs and priority projects

• Industrial and Employment Lands and buffer

protection areas

• Centres studies for expansion of existing Urban

Centres and creation of new Urban Centres

• Specific CPTED measures for the local area and

principles for future development

• Principles for locally specific land-use

conflicts, buffers and infrastructure corridor

protection including blue-green infrastructure

conservation

Integrated place-based or theme based Master

Plans will need to identify Development Priorities:

1. Development priorities - the right locations

for short-term employment and residential

development opportunities (1-5 years) being

locations for growth in existing or new Urban

Centres and renewal and greenfield residential

development opportunities, which are part of

the existing infrastructure network or planned

short-term extension of that network

2. Development capacity – the right locations

for land mobilisation in the medium term (5

– 10 year) and rezoning for future supply of

employment and residential land

Implementation


New institutional arrangements

Support for the orderly growth of the city requires

innovation in governance and institutional

arrangements. This section set out a set of key

ideas and potential entities that could be created

to support the plan. These are: development

authority, development corporation and city deals.

Development authority

The Urban Development Plan may be supported by

a development authority. This could be established

as a division within the National Capital District

Commission, or it could be a separate government

agency. The essential characteristic of the authority

is its purpose, being to bring about orderly urban

growth. Such an authority may have powers to

undertake strategic planning and it may have

development approval powers.

Examples include the Gazelle Restoration Authority

(GRA) which was established to co-ordinate and

supervise restoration in the Gazelle Peninsula area

of East New Britain Province following the 1994

volcanic eruption. The GRA had strong technical

competencies to manage the process urban

development, preparing spatial plans and letting

contracts. This lead to the successful construction

of Kokopo. Canberra’s National Capital

Development Corporation (1958-1989) is another

example of an authority with strong technical

competencies in: architecture, engineering and

town planning which successfully directed the

orderly urban growth of a national capital city.

Development corporation

A state-owned development corporation may be

incorporated to provide a vehicle to implement

development projects within the plan, such as

the new town centres. This would provide the

state with capacity to enter into commercial

development contracts in order implement

parts of the Urban Development Plan by directly

participating in residential, commercial and

industrial developments. It could also provide a

vehicle to establish as a master developer at the

scale of precincts or regions, within which a set of

smaller developments may be delivered by private

sector actors.

processes of master planning and establishing

the contractual framework for private-sector

developers to participate.

City deals

City Deals could be used to deliver key elements

of the Urban Development Plan together with key

National Planning objectives. City Deals are longterm

agreements between National, Provincial and

Local Government leaders, traditional landowners,

the community and private sector stakeholders,

to drive reform and collaboration. The Western

Sydney City Deal is a current example with similar

characteristics, to deal which could serve Port

Moresby.

Importantly, a City Deal in Port Moresby would

allow for national-level powers (such as taxincentive

schemes or national infrastructure

spending priorities) to be incorporated with

NCDC and Central Province Administration’s

objectives. This could provide a link with actions

by and landowner groups, private investors and

developers.

The concept of a city deal recognises that the

growth of cities requires a combination of public

and private investment to ensure infrastructure

is planned and delivered in advance of the urban

growth. Development can generate great financial

returns, but also requires major investment, and

entails commercial risk. The framing of the urban

growth through city deals can provide the forum to

negotiate the trade-offs and provide a framework

to transform the region through investment and

planning reform, improving access to employment,

housing, health, education and liveability

outcomes.

An example of a state-owned development

corporation is Landcom in New South Wales.

Landcom plays an important role in delivering

complex development projects, controlling

127

Development arrangements

Master Plans should characterise Land-Use and

the Desired Future Character of the place by

identifying the types of land-use in the locality,

together with the types of development and

management that should occur in those areas.

The Transect (Figure 6.2) provides an indication of

how land-use might be characterised, controlled

and managed. It also provides a useful example of

planning principles for appropriate development

types in each land-use type. It could form the basis

of detailed development control plans or urban

design analysis.

Investigation Areas

Following the development of Master Plans,

prioritised places and localities should be the

subject of detailed investigation of development

feasibility and detailed infrastructure planning and

delivery.

Directions

Actions

Urban structure • Conduct a Land Audit to form the baseline data regarding ownership

and utilisation of land within NCD

• Support MKA and customary owners in land mobilisation in the right

locations identified through Master Planning

• Collaborate on integrated trunk utilities planning including

easements, corridor protection and infrastructure to support the

development of new land

Urban Renewal • Prepare Plan Plans to establish urban framework including a

hierarchy of Urban Centres

• Establish a Master Planning, development investigation program

and a process to provide certainty to landowners and developers

• Complete Local Development Plan to guide urban renewal

• Prepare public domain master plan to guide urban renewal, engage

customary land owners through the MKA

• Provide support for land registration

• Land Audit to identify and map ownership and utilization of all land

within NCD

• Support MKA and customary owners in land mobilisation

• Plan for trunk utilities easements and infrastructure to support the

development of new land

Orderly land release • Require that Department of Lands follows Land Act 1996 and the

Ministerial Discretion for the issuance of title is only used for lands

for Public Use.

• No State Leases shall be granted for a purpose that would be in

contravention of zoning requirements under the Physical Planning

Act 1996.

• Prevent the long-term lock up of urban development leased land

by ensuring that lease covenants are complied with, and forfeited if

not actioned.

• Establish an orderly list of land release priorities for the short and

medium term to meet land supply targets to be created in association

with Lands, Planning & MKA

• Enforce planning and regulatory control over development

Major Projects • Projects with a development cost over PGK10M or larger than 5 ha

area to be treated as Major Projects and must follow the Design

Review and Assessment Pathway.

Implementation


Figure 6.2: Transect

Transect

Typology

Predominant land

uses

T1: Rugged Terrain T2: Hill Slopes T3: Suburban T4: Small lot / medium

density / mixed use

• Environmental

• Gardening

• Recreation

• Hunting & gathering

• Environmental

• Gardening

• Recreation

• Residential

• Home businesses

• Residential

• Home businesses

• Small commercial

T5: Centres eg. Boroko/

Waigani Corridor

• Mixed use, predominantly

commercial and

residential

Movement and

connectivity

• Access limited by

topography

• Walking trails

• Access limited by

topography

• Lanes shared traffic

• Walking trails

• Further from public

transport connections

• Walking/cycling

connections available to

main destinations (e.g.

Town Centre, Uni, local

schools and parklands)

• Close to public transport

connections (generally

<1km)

• Walking/cycling

connections available to

main destinations (e.g.

Town Centre, Uni, local

schools and parklands)

• Visible and accessible

from Highway

• Main public transport

interchange (road and

rail)

• High quality walking/

cycling connections

throughout

• Public parking also caters

for commuters

Housing • None • Homes on special sites • Detached dwellings,

including single and dual

occupancy lots

• Attached and detached

dwellings

• Some mixed commercial /

residential

• Attached dwellings,

including residential flat

buildings and shop-top

housing

Economic

development and

employment

• Gardening

• Hunting & gathering

• Tourism

• Gardening

• Specialised industries in

rural areas

• Neighbourhood shops

• Home-based businesses

• Neighbourhood shops


• Commercial, including

retail

• Public services


Planning for

hazards

• Land slides

• Erosion

• Soil stability

• Run off

• Erosion

• Can become isolated

in flood events, need

to provide suitable

evacuation routes

• May experience flashflooding,

need to

consider drainage

• May experience flashflooding,

need to consider

drainage

Community

infrastructure and

public domain

• Potential for public access

to natural areas

• Pathway network utilises

access trades

• Potential for public access

to natural areas


country lanes and access

tracks

• Local parks and reserves

• Signed path network

• Local parks and reserves

• Community gardens and

pocket parks

• Connected footpaths and

cycleways

• Highest level of

community facilities and

services

• Community gardens and

pocket parks

• Connected footpaths and

cycleways

• End-of-trip cycle facilities

129

T6: Floodplain T7: Settlements to

suburbs

• Environmental

• Recreation

• Environmental

• Recreation

SD: Special district

• Commercial and

institutional

• Rural industries

• Specialised uses

(dependent on flood

planning)

• Rural industries

• Flood evacuation routes

provided to minimise

isolation in flood events

• Off-road walking/cycling

connections minimise

threat of flooding to

people and infrastructure

• Flood evacuation routes

provided to minimise

isolation in flood events

• Off-road walking/cycling

connections minimise

threat of flooding to

people and infrastructure

• Accessible to public

transport networks,

wherever practical

• Generally signposted from

Highway

• Parking to accommodate

workers and service users

• Specialised forms of

housing (dependent

on flood planning) /

gardening

• Medium density

• Specialised forms of

housing (e.g. student

accommodation)

• Gardening

• Specialised industries

(dependent on flood

planning)

• Flood-prone, and often

isolated in flood events,

need to provide suitable

evacuation routes

• Gardening

• Specialised industries

(dependent on flood

planning)

• Home-based business

• Flood-prone, and often

isolated in flood events,

need to provide suitable

evacuation routes

• High level of

employment-generating

uses, dependent on

specialism

• May accommodate

commercial uses that

cannot be located in Town

Centre

• Dependent on location

• Recreational areas and

playing fields


creeklines


country lanes, fire access

tracks and creeklines, etc

• Dependent on user

requirements

Implementation


Land supply

There are a range of environmental and physical

constraints to the development of land across

the District, including flood prone land and

topography, as detailed previously. The total

unconstrained land with potential for development

in the NCD is 54km². Of this a major portion,

around 70% is customary land. Available State

land is in small scattered pockets amounting to

about 30% of the total available unconstrained and

developable land.

Figure 6.3: Land Mobilisation

PNG Urban Areas: Mechanisms

for Mobilising Land for Urban

Development

Infill development in and around the city centre

will require State and private freehold land, future

urban residential growth will mostly need to be

accommodated on customary land.

State Leasehold

Lands

Customary

Lands

Private Freeholds

Lands

As pressure for urban development intensifies

across the NCD and State land supply becomes

more constrained, mobilising the potential supply

of customary land is fundamental to meeting the

demand for land and maintaining affordability.

There are a number of mechanisms by which land

can be supplied for urban development. Voluntary

agreement is the preferred approach while

compulsory acquisition is the last resort. Priority

locations for land mobilisation should be identified

as part of the implementation of this UDP. This will

allow effort to be focussed on mobilisation of the

most appropriate sites for short-term development

Voluntary

Agreement

Compulsory

Acquisition

Acquisition by

Agreement

The Government attempted to support landowners

to voluntarily develop their lands through the

Incorporated Land Group (ILG) mechanism. This has

not had much success, as landowners are reluctant

to mobilise land under the formal system. They

prefer to continue informal arrangements with

their kinship groups.

131

Preliminary estimates of land supply requirements to 2030

In order to sustainably manage the city’s growth

in accordance with the integrated thematic vision

and objectives of this Plan, it is necessary to

prioritise development and create land capacity to

meet development needs. Preliminary estimates

of potential land requirements facilitate a better

understanding of the scale of land resources

required to satisfy Port Moresby’s social, economic

and environmental needs to 2030. These estimates

should be updated as new data, such as the

2020 census data comes to light. The first step

in planning for future land supply should be a

detailed constraints analysis as part of place-based

Structure Planning.

Figure 6.4: Expected Land use Requirements to 2030

Urban Villages - 6%

Residential - 42%

Open Space - 15%

Commercial - 4%

Industrial - 11%

Public Institutional - 15%

Public Utilities - 6%

The following preliminary estimates of land

requirements are calculated for the next ten years

of land use by reflecting a proportionate increase

with the population projection that predicts a

63% increase. The two exceptions to this are

calculations of:

A future density in new residential areas is

projected at a rate similar to that of Boroko in

2011. Residential land requirements are calculated

by applying the population density derived from

the 2011 census for the LPA of Boroko to the

residential land area of each suburb. In 2011, in

Boroko there was a population density of around

8000 persons per km².

The open space (urban parks and sports fields)

land requirement is based on achieving a rate 8.7%

of the Urban Area. This is the same proportion that

existed in 2006 and would represent a recovery

from the low level of 4.9% identified in 2018.

As the city grows land uses will intensify and

become more compact. Growing demand for land

will drive higher land values within the city, which

will in turn make denser developments economical.

As a consequence, the growth of the city will occur

as a combination of infill within the existing city

and expansion into greenfield sites.

There is no reliable data on floor space density.

However, it is clear that there has been a stepchange

in density of all kinds of development in

the city. In places like Waigani, Town and Hohola,

multi-storey buildings are being eveloped on

sites surrounded by small single houses or simple

steel sheds. Many are large-scale podium and

high-rise tower developments. This amounts to a

transformation of density where the floor space

ratio (floor space: site area) is increasing from

around FSR 0.5:1 to densities greater than FSR 3:1.

Furthermore, there are numerous large sites

within the Urban Area which remain vacant or

very sparsely developed. Additionally, there is

a significant supply of infill sites, which appear

likely to be developed to high density. Given this

pattern, and the difficulty of procuring greenfield

land with stable title, it seems likely that urban

growth will include a significant proportion of

infill development. In the absence of any more

precise basis for calculations the UDP assumes

growth is evenly split between infill and greenfield

development for all land uses except open space

(because the shortfall must be made up in new

areas).

On this basis, the land supply requirement from

to 2030 will be around 7,000Ha. Discounting

for a supply of 1400Ha of transitional land

which is committed for subdivision (and which

is expected to be fully developed by 2030), the

outstanding requirement would be 5,600Ha. This

estimate needs to be revised and adjusted as new

information comes to light.

Implementation


Four development regions adequate land in the right locations

The District can be divided into four regions

for detailed planning purposes. These are

characterised by existing development and capacity

for future development as follows.

Figure 6.5: Four Development Regions

URBAN DEVEL

ATLAS URBAN

Waigani

Wetland


& Infill Region

0 400 800 1600 24

Draft Data Sources:

Western Urban


1. NDC UDSS 1996

2. NDC Map

LEGEND

Fairfax Harbour


& Renewal Region

NCD Bound

LPA Bounda

Developed A

Consolidatio

Transitional

Urban Invest

Idlers

Bay

Mavarololo

Eastern Urban



Gemo Island

Arakuti Reef

Walter

Bay

Lolrua Island

Joyce

Bay

Tuna

Bay

Bootless

Bay

Manubada

Island

Lark Reef

Daugo Island

Loloata

The Information presented o

available data and was produ

NCDC Regulatory Services. N

no responsibility for the accu

and should be used as a guid

NCD Boundary, 2000 LPA Boundary Developed Area

Consolidation and

Renewal Region

Transitional and

Infill Region


133

Table 6.6: Four Development Regions Population Growth

Region

Developed

Area (Ha)

Constrained

&

Undeveloped

Unconstrained

&

Undeveloped

Greenfield

growth

Projected 2030

Population

Infill growth

Projected 2030

Population

Total

Central Consolidation and Renewal Region

4,500

2,800

500

22,000

85,000

107,000

Western Urban Investigation Region

1,700

1,200

1,400

64,000

32,000

96,000

Eastern Urban Investigation Region

1,700

2,600

2,400

108,000

32,000

140,000

Northern Transitional and Infill Region

4,800

1,100

1,100

46,000

91,000

137,000

Total 12,700 7,700 5,400 240,000 240,000 480,000

Table 6.7: Projected Population Growth by LPA

LPA Area (Ha) Greenfield Infill Total

1. Moresby

860

222

11121

11343

2. KilaKila/Kok/Badili

1160

4789

19693

24483

3. Boroko

926

621

5966

6587

4. Waigani

1581

4523

17333

21856

5. University/Tokarana

1889

6918

14369

21287


2842

9268

13538

22806

7. 8 Mile/ 9 Mile

4434

36452

77564

114017

8. Airport

1357

5366

16408

21774


650

11973

12764

24737


2425

36408

6741

43149

11. NapaNapa/Daugo Island

1328

15787

12575

28362

12. Taurama South

1238

9667

8836

18504


1500

18980

8138

27118

14. Dogura North

3935

79024

14954

93978

Total NCD 25,800 240,000 240,000 480,000

Implementation


Central consolidation and renewal region

This region covers the core of Port Moresby, it

includes Town, Boroko and Waigani. It accounts

for 45% of all developed land and only 5% of the

remaining undeveloped and unconstrained land.

The area is not covered by Local Development

Plans. Its population is projected to grow by more

than 100,000.

There is an ongoing process of large block

development, it is vital that the urban structure

is adapting with new streets and connections for

high quality public domain to correspond with the

higher intensity development.

Directions

Consolidation and renewal

as the heart of the National

Capital and a major city of

the Pacific.

Actions

• Establish a Master Planning, development investigation program and a

process to provide certainty to landowners and developers

• Complete Local Development Plan to guide urban renewal and

integrate major sites

• Master plan Waigani to ensure compact, integrated and permeable

structure

• Prepare public domain master plan to guide urban renewal

Western urban investigation region

This region covers the shores and the head of

Fairfax Harbour and is covered by the Poreporena

Napa Napa LDP. It is largely customary land.

The area contains 1700Ha of undeveloped

unconstrained land that is 13% of the total. Its

population is projected to grow by 96,000 to 2030.

The area between Tatana and Hanuabada has

significant undeveloped land on the slopes that rise

from the harbour and has an open aspect across

the harbour to the Coral Sea. The inner harbour

is lined with mangrove and has an increasingly

industrial character. The potential exists for high

quality mixed-use enclaves to be developed here,

however the trend has been toward industry.

To the north is a broad valley surrounded by

steep hills. The area currently has roads being cut,

apparently without a master plan. This is a very

important area with a key role to play, close to the

port and containing 2 new Urban Centres.

Directions

Actions

Support the development

of a well-structured and

served region on the shores

of the harbour.



• Engage customary land owners

• Establish an instrument or authority to oversee development

• Align agencies to establish the trade gateway

• Undertake planning investigation to support the update of

the Poreporena Napa Napa LDP including constraints analysis,

integrated utilities and infrastructure master plan

• Master plan new Urban Centres

135

Eastern urban investigation region

This region covers the shores and the head

of Bootless Bay and is covered by the Dogura

Taurama LDP. It is largely customary land. The

area contains 1700Ha of developed land, which is

mostly settlements and 2,400Ha of undeveloped,

unconstrained land, which is 45% of the total in the

NCD. Its population is projected to grow by around

140,000 to 2030.

Extensive settlements have developed very quickly

along the Taurama Valley and have been spreading

eastward from the Airport. Large areas are as yet

undeveloped, however if unchecked will almost

certainly become settlements.

This is the largest area of greenfield in the NCD.

Planning for the The 9 Mile to Dogura Arterial

Ring Road is well advanced. 7 new Urban Centres

are planned in the area along with a network

of distributor roads. An Economic Corridor is

identified which links the new Urban Centres from

Dogura to 9 Mile.

Directions



served region which is

the largest greenfield

development zone in Port

Moresby’s history.

Actions

• Take immediate action to prevent further unstructured settlement

growth

• Engage customary land owners

• Establish a Structure Planning, development investigation program



• Undertake planning investigation to support the update of the Dogura

Taurama LDP including integrated utilities and infrastructure master

plan

• Undertake constraints analysis and protected areas

• Align agencies to support the Economic Corridor


Northern transitional and infill region

This region covers north of the city. It is largely

government land. The area contains 4800Ha of

developed land and 1000Ha of undeveloped

unconstrained land which is 19% of the total. Its

population is project to grow by 137,000 to 2030.

The area is a patchwork of settlements, industrial

sites and large gated residential and commercial

developments. It includes the Port Moresby’s main

Cemetery and the Bomana War Cemetery. Gerehu

and Waigani Wetland lie in the west of the area. A

number of large sites are approved for residential

subdivision development but not completed.

The area contains 6 new Urban Centres including a

proposed major Urban Centre at 8/ 9 Mile. It also

contains the northern gateway to the city. This will

become even more significant when the road is

built to Lae and the Highlands.

Directions



served region across the

north of the city.

Actions



• Prioritise major sites for infill and urban renewal


• Undertake planning investigation to support the update of the 8/

9 Mile Area LDP including constraints analysis, integrated utilities

and infrastructure master plan


Implementation


Priority Development Goals 2020 To 2022

Draft Corporate Plan 2020 - 2022 sets the objective

of Six (6) Priority Development Goals and aimed

to deliver by 2022 in collaboration with key

stakeholders.

Priority 1:

Priority 2:

Priority 3:

Priority 4:

Priority 5:

Priority 6:

Liveable City through upgrading settlements to suburbs

Liveable City through modernising Motu and Koitabu Villages

Safe City through reduction of violence and bringing greater security and peace

Balanced & Sustainable City through continuous improvement of suburbs

Balanced & Sustainable City through improved public health and education

Economically Viable City through provision of civic services and economic investment

opportunities

PRIORITY 1

PRIORITY 2

PRIORITY 3

PRIORITY 4

PRIORITY 5

PRIORITY 6

LIVEABLE

CITY

SUSTAINABLE

CITY

PRODUCTIVE

CITY

137

Compliance and enforcement

Effective planning and implementation has been

hindered in recent years by serious breaches

of proper planning process. These cut against

the objective of creating a safe, connected and

integrated city. The key actions to address these

issues of compliance and enforcement are:

• Take immediate action to prevent further

unstructured settlement growth

• Enforce planning and regulatory control over

unapproved development

• Protect freight, transport and utilities

infrastructure corridors as well as blue-green

infrastructure

• Require that Department of Lands follows Land

Act 1996 and that the Ministerial Discretion for

the issuance of title is only used for lands for

Public Use

• No State Leases shall be granted for a purpose

that would be in contravention of zoning

requirements under the Physical Planning Act

1996

• Prevent the long-term lock up of urban

development leased land by ensuring that

lease covenants are complied with, and

forfeited if not actioned

• Establish an orderly list of land release

priorities for the short and medium term to

meet land supply targets to be created in

association with Lands, Planning & MKA

Information Systems

Effective planning and implementation requires

accurate and timely information. A key issue for

this plan has been the lack of reliable information

to provide the foundation for planning and

decision making. This relates to data and

geographic information systems, it also relates to

plans and reports by other government agencies

and NCDC departments. Key actions to address this

are:

• Review and update GIS systems to resolve

inconsistencies and inaccuracies in the

mapping system

• Review the information system which records

approvals and refusals by the Physical Planning

Board. Consider integrating this as spatial data

through the GIS System

• Use the set of documents compiled for this

Plan as the core of a library of up to date

reference documents plans and reports

• Undertake a land audit to establish permanent

and regularly updated record of land use and

ownership of all land in the NCD

Joyce Bay

Monitoring and review

As the relevant government agency, the NCDC is

responsible for monitoring and reporting on the

implementation of the plan. This will be done in

three ways:

• Performance - indicators will be established

that measure the delivery and vision and

directions of the plan

• Context - ongoing analysis of growth and

change factors impacting land use and

infrastructure planning which provide context

for the indicators

• Actions - progress on the implementation of

the Actions in the Plan directly by NCDC and

through engagement with other agencies

Measuring outcomes provides accountability

in the delivery of the Directions of the Plan. As

the delivery of these directions involves many

stakeholders and may rely on programs by

other agencies, the establishment of measurable

indicators will be important to create clear

and specific communication. This will also aid

consistency in monitoring and efficiencies in

reporting.

Therefore, it is proposed that the development of

the monitoring framework should include input

from across NCDC and where necessary from other

agencies. It is envisaged that the indicators and

actions will be captured in the NCDC Corporate

Plan.

Implementation


Abbreviations

CPA

DLPP

GDP

ILG

LDP

LPA

LNG

NCD

NCDC

PMV

PNG

UDI

UDP

Central Province Administration

Department of Land and Physical Planning

Gross Domestic Product

Incorporated Land Group

Local Development Plan

Local Planning Area

Liquefied Natural gas



Public Motor Vehicle

Papua New Guinea

Urban Development Instrument

Urban Development Plan

139

07

APPENDIX

Appendix


Waigani

Wetland

Matire

Tovobada

Gerehu

Hegora

WESTERN RIDGE

Deogu

Huhunama

Vetorogu

Rainbow

Morata

Siro Creek

WESTERN RIDGE

Fairfax Harbour

Waigani

Erima

Tokarara

Gordons

Idlers

Bay

Mavarololo

Burns

Peak

Konedobu

Hohola

4 Mile

Boroko

5 Mile


Gemo Island

Paga

Hill

Taugaba

Town Hill

Walter

Bay

Badili

Korobosea

Sabama

Arakuti Reef

Lolrua Island

NCD


Joyce

Bay

ATLAS URBAN MAPPING

Lark Reef

Manubada

Island

Daugo Island

0 400 800 1600 2400 4000

Metres

ire

Laloki River

Bomana

NCD


0 400 800 1600 2400 4000

Metres

ATLAS URBAN MAPPING

NCD Draft Data Land Sources: utilisation

1. NDC UDSS 1996

2. NDC Map

8 Mile

Nebire

Laloki River

9 Mile

0 400 800 1600 2400 4000

Metres

Bomana

LEGEND

Draft Data NCD Sources: Boundary, 2000

8 Mile

9 Mile

1. NDC Public UDSS Utilities 1996

2. NDC Open MapSpace

Residential

Commercial

ile

NTRAL RIDGE

6 Mile

CENTRAL RIDGE

Tuna

Bay

Zero

Hill

Zero

Hill

Bootless

Bay

EASTERN RIDGE

EASTERN RIDGE

General Industrial

LEGEND


NCD Boundary, 2000

Marine Protection

Public Utilities

Settlements

Open Space

Vacant Site

Residential

Subdivision Zone (undeveloped)

Commercial

Subdivision Zone (under going development)

General Industrial

Urban Villages



Marine Protection

Gardening areas

Settlements

Land Reclamation

Vacant Site


Subdivision Zone (undeveloped)

Subdivision Zone (under going development)

Urban Villages

SOUTHERN RIDGE


NCD Land Utilisation

Gardening areas

Land Reclamation

SOUTHERN RIDGE

Tuna

Bay

Bootless

Bay

Loloata







NCD Land Utilisation

Loloata




no responsibility for the accuracy of information Appendix provided



Waigani

Wetland

Matire

Tovobada

Gerehu

Hegora

WESTERN RIDGE

Deogu

Huhunama

Vetorogu

Rainbow

BARUNI FAULT

Morata

Siro Creek

WESTERN RIDGE

Fairfax Harbour

Waigani

Erima

Tokarara

Gordons

TATANA FAULT

Idlers

Bay

Mavarololo

Napanapa

Burns

Peak

Konedobu

Hohola

4 Mile

Boroko

5 Mile


Gemo Island

Paga

Hill

Taugaba

Town Hill

Walter

Bay

KOKI FAULT ZONE

Badili

Korobosea

Sabama

Arakuti Reef

Lolrua Island

NCD


Joyce

Bay

ATLAS URBAN MAPPING

Lark Reef

Manubada

Island

Daugo Island

0 400 800 1600 2400 4000

Metres

ire

8 Mile

Nebire

ile

8 Mile

NTRAL RIDGE

6 Mile

Laloki River

BOGORO SHEER ZONE

9 Mile

Laloki River

BOGORO SHEER ZONE

9 Mile

Tuna

Bay

Bomana

Bomana

Zero

Hill

Zero

Hill

Bootless

Bay

EASTERN RIDGE

EASTERN RIDGE

NCD


0 400 800 1600 2400 4000

Draft Data Sources:

Physical &

LEGEND Draft Data Sources:

ATLAS URBAN MAPPING


Environmental

2. NCD Land Use Map, 2018

3. Map 5,6 , NCD UDP 2006

constraints


5. Slope Map, NCD 2015

0 400 800 1600 2400 4000


Metres


NCD Boundary, 2000


2. NCD Developed Land Use Area Map, 2018

3. Map Area 5,6 above , NCD 90 UDP m 2006


5. Slope Other Map, Environment NCD 2015Protection

6. Google Steep Earth Slope Image, >20 degree 2018



LEGEND

Flood Inundation

NCD Boundary, 2000

Tidal Flooding

Developed Area


Area above 90 m

Marine Protection

Other Environment Protection

Mangrove

Steep Slope >20 degree

Creeks


Drainage

Flood Inundation

Catchment

Tidal Flooding



Navigation

Marine Protection

Pipeline

Mangrove

Creeks

Metres

CENTRAL RIDGE

SOUTHERN RIDGE

SOUTHERN RIDGE

Tuna

Bay

Bootless

Bay

Loloata

Drainage

Catchment

Physical &

Environmental

Navigation

Constraints


Pipeline




responsibility for the accuracy of information provided and


Physical &

Environmental

Constraints

Loloata




responsibility for the accuracy of information Appendix provided and



Borehoho

*

Waigani

Wetland

Wetland

East

Gerehu

To LNG

Port

Via

Junction

Fairfax Harbour

Gata

Ranu

Hedadi

* Motukea

Port

Siriho

Baruni

Kade

Baruni

Dump

Rainbow

*

Nature Park

Gerehu

East

Morata

Waigani

Erima

Bisogo

Ravuvu

Wharf

Tatana

*

Kanudi

Tokarara

Gordons

Napanapa

Hanubada

*

Hohola

Idlers

Bay

Mavarololo

*


Gemo Island

Town

*

Walter

Bay

Arakuti Reef

Era Kone

(Ela Beach)

Konedobu

*

Badili

Fish

Markets

4 Mile

Boroko

Boroko

Korobosea

Sabama

Kilakila

5 Mile

Lolrua Island

NCD


*

Joyce

Bay

ATLAS URBAN MAPPING

*

Lark Reef

*

Manubada

Island

Daugo Island

0 400 800 1600 2400 4000

Metres

Province

Mile

8 Mile

Airport

ile

Airport

6 Mile

Taurama

North

Hiritano

Highway

To Gulf

Province

Hiritano

Highway

Bomana War

Cemetery

*


9 Mile

ATS

9 Mile

ATS

Dogura

Tuna

Bay

Bomana War

Cemetery

*

Dogura

Bomana

South

Manuti / Moiha


*

Bomana

South


Bush Water

Bush Water

Manuti / Moiha

Magi Highway

Bootless

Bay

*

Adventure Park

Gereka

*

Adventure Park

To South

Coast

NCD


0 400 800 1600 2400 4000


Liveable Draft Data Sources: City

- 1. NCD Housing UDSS 1996 and

2. NCD Map

infrastructure

0 400 800 1600 2400 4000

Metres

LEGEND

Draft Data NCD Boundary, Sources: 2000

1. NCD Developed UDSS 1996 Area

2. NCD Existing Map Recreation

Land Supply

Recreation Corridor

Active Travel

LEGEND

Hilltop Walk

NCD Boundary, 2000

Foreshore Walk

Developed Area

Special Places

* Existing Recreation

New Roads

Land Supply

Major Centre

Recreation Corridor

Existing

Proposed

Active Travel

Strategic Centre Hilltop Walk

Existing Foreshore Walk Proposed

*

Special Places

Local Centre

New Roads

Existing

Proposed

Major Centre

Existing

Proposed

Metres

Taurama

North

Taurama

Taurama

South

Tuna

*

Bay

Taurama

Taurama

South

*

Pyramid

Point

*

Pyramid

Point

Magi Highway

Bootless

Bay

Gereka

*

Loloata

To South

Coast

*

Loloata

Strategic Centre

Liveable City -

Existing

Housing and

Local Centre

Infrastructure

Existing

Liveable City -

Housing and

Infrastructure

Proposed

Proposed












Borehoho

Waigani

Wetland

Gerehu

Rainbow

Nature Park

Morata

To LNG

Port

Siro Creek

Via

Junction

Fairfax Harbour

Ranu

Hedadi

Motukea

Port

Tatana

Siriho

Baruni

Kade

Kanudi

Kanudi

Baruni

Dump

WESTERN RIDGE

Tokarara

University

Waigani

Erima

Parliament

Gordons

Ravuvu

Wharf

Idlers

Bay

Mavarololo

Napanapa

Hanubada

Burns

Peak

Konedobu

Hohola

4 Mile

Boroko

5 Mile


Gemo Island

Paga

Hill

Taugaba

Town Hill

Era Kone

Badili

(Ela Beach) Fish

Markets

Walter

Bay

Gabutu

Korobosea

Hospital

Sabama

Kilakila

Lolrua Island

NCD


ATLAS URBAN MAPPING

Vabukori

Manubada

Island

Joyce

Bay

Daugo Island

0 400 800 1600 2400 4000

Metres

Province


ire

Mile

Nebire

Laloki River

Hiritano

Highway

To Gulf

Province

Hiritano

Highway


9 Mile

Laloki River

Bomana

War

Cemetery


Bomana

War

Cemetery

Bush Water

Adventure Park

Adventure Park

To Sogeri

Plateau

NCD


0 400 800 1600 2400 4000

ATLAS URBAN MAPPING



Development

3. Google 0 400 800 Earth 1600 Image, 2400 2018 4000

Metres

LEGEND

1 : 80,000 @ A3

To Sogeri

Draft Data Sources:

Plateau

Productive City -

Centres and places

1 : 80,000 @ A3

Draft Data

NCD

Sources:

Boundary, 2000

Metres

8 Mile

Airport

ile

Airport

6 Mile

ATS

9 Mile

ATS

Dogura

Taurama

Dogura

Tuna

Bay

Dogura

Taurama


Dogura

Tuna

Bay

Bush Water

Magi Highway

Bootless

Bay

Magi Highway

Bootless

Bay

Gereka

Gereka

Loloata

To South

Coast

To South

Coast

1. Digital Developed Cadastral Area Database, 2016

2. NCD

Commercial

Future Land Use & Road

Development

3. Google Industrial Earth Image, 2018

Trade Gateway

LEGEND

Economic Corridor

NCD Boundary, 2000

Freight Route

Developed Area

Tourist Attraction

Commercial


Industrial

Major Centre


Existing Trade Gateway Proposed

Strategic Centre

Economic Corridor

Freight Route

Existing

Proposed

Tourist Attraction

Major Centre


Existing

Strategic Centre


Proposed

Productive City -

Existing

Centres and Places

Proposed






Productive City -

Centres and Places

Loloata







Waigani

Wetland

Matire

Tovobada

Gerehu

Hegora

Deogu

Huhunama

Western Ridge

Vetorogu

Rainbow

Nature Park

Morata

Siriho

Siro Creek

Fairfax Harbour

Waigani

Erima

Western Ridge

Kanudi

Tokarara

Gordons

Burns

Peak

Hohola

Idlers

Bay

Mavarololo


Gemo Island

Lolrua Island

Paga

Hill

Taugaba

Hill

Town

Era Kone

(Ela Beach)

Konedobu

Walter

Bay

Badili

Fish

Markets

5 Mile

4 Mile

Boroko

Boroko

Korobosea

Sabama

NCD


ATLAS URBAN MAPPING

Manubada

Island

Joyce

Bay

Daugo Island

0 400 800 1600 2400 4000

Metres

ebire

8 Mile

Nebire

Laloki River

Laloki River

9 Mile

Bomana War

Cemetery

Adventure

Park

NCD


0 400 800 1600 2400 4000

ATLAS URBAN MAPPING

Sustainable Drafts Data Sources: City

- Green and blue

infrastructure

Metres




4. 0 Google 400 800 Earth 1600Image, 24002018

4000

Metres

8 Mile

9 Mile

Bomana War

Cemetery

Adventure

Park

LEGEND

Drafts Data NCD Sources: Boundary, 2000

1. Digital Developed Cadastral Area Database, 2016

2. NCD Open Environment Space, Protection 2016


4. Google Existing Earth Recreation Image, 2018

Recreation Corridor

Mile

Zero

Hill

eastern Ridge

Hilltop Walk

LEGEND

Foreshore Walk

NCD Boundary, 2000


Developed Area

Creeks


Existing Recreation

Central Ridge

eastern Ridge

Recreation Corridor

6 Mile

Dogura

Hilltop Walk

Foreshore Walk


Tuna

Bay

Bootless

Zero

Bay

Hill

Creeks

Southern Ridge

Dogura

Central Ridge

Southern Ridge

Tuna

Bay

Pyramid

Point

Bootless

Bay

Loloata

Loloata

Sustainable City -

Green and blue

infrastructure






Sustainable City -

Green and blue

infrastructure

Pyramid

Point







Wetland

East

Borehoho

Waigani

Wetland

Matire

Tovobada

Gerehu

Hegora

Huhunama

Gata

WESTERN RIDGE

Vetorogu

Deogu

Rainbow

Gerehu

East

Morata

Siro Creek

Via

Junction

Bisogo

Fairfax Harbour

Motukea

Ranu

Hedadi

Tatana

Siriho

Baruni

Kade

Kanudi

Baruni

Dump

WESTERN RIDGE

Tokarara

University

Waigani

Gordons

Erima

Idlers

Bay

Mavarololo

Napanapa


Gemo Island

Hanubada

Paga

Hill

Taugaba

Hill

Town

Arakuti Reef

Burns

Peak

Konedobu

Era Kone

(Ela Beach)

Badili

Koki

Walter

Bay

Hohola

Gabutu

4 Mile

Boroko

Korobosea

Sabama

Kilakila

5 Mile

Hospital

Lolrua Island

NCD


Vabukori

Joyce

Bay

ATLAS URBAN MAPPING

Lark Reef

Manubada

Island

Daugo Island

0 400 800 1600 2400 4000

Metres

ire

Laloki River

NCD


Metres

0 400 800 1600 2400 4000

Bomana

ATLAS URBAN MAPPING

8 Mile

Nebire

Laloki River

9 Mile

Bomana

South

Bush Water


Masterplan





0 400 800 1600 2400 4000

Metres

Bomana

LEGEND

8 Mile

Airport

ATS

9 Mile

Bomana

South

Manuti / Moiha

Bush Water

Drafts NCD Data Boundary, Sources: 2000

Developed Area


2. NCD Environment Open Space, Protection 2016

3. NCD Marine Open Protection Space Conceptual Designs, 2016


Recreation Corridor

Trade Gateway

EASTERN RIDGE

ile

LEGEND Urban Investigation Area

Health NCD & Boundary, Education 2000 Precinct

Airport

ATS

Dogura

Zero

Hill

Manuti / Moiha

Economic Developed Corridor Area

Mass Environment Transit Investigation Protection

Future Marine PMVProtection

New Recreation Roads Corridor

NTRAL RIDGE

EASTERN RIDGE

Major Centre Trade Gateway

6 Mile

Taurama

North

CENTRAL RIDGE

SOUTHERN RIDGE

Tuna

Bay

Dogura

Zero

Hill

Bootless

Bay

Gereka


Existing

Proposed


Strategic Centre

Economic Corridor

Existing Mass Transit Proposed Investigation

Local Centre Future PMV

Existing New Roads Proposed

Taurama

South

Major Centre

Masterplan

Existing

Strategic Centre

Proposed

Taurama

North

SOUTHERN RIDGE

Tuna

Bay

Taurama

South

Bootless

Bay

Gereka

Loloata

Existing

Masterplan

Proposed

The Information Local Centre presented on this map is based on current


NCDC Regulatory Existing Services. NCDC and Proposed its consultants accept



Loloata







APPENDIX 2 - CRIME PREVENTION THROUGH ENVIRONMENTAL DESIGN

Extracted from Crime Prevention Through

Environmental Design Guidebook, 2003 CPTED

Strategies in Public Space:

1. NATURAL SURVEILLANCE AND SIGHT LINES

Small parks or play areas should be clearly visible

from adjacent streets . Small parks or the edges

of larger parks should preferably be overlooked

by housing or commercial developments. Where

practical, walkways should have clear sight lines,

especially where they curve or change grade.

2. ENTRAPMENT AREAS

Entrapment areas close to pathways through park

design should be avoided. Pathways may have a

border of low-lying vegetation or high-branching

vegetation, as opposed to other types of trees and

bushes that can easily create entrapment areas

and reduced sight lines. Multiple entry and exit

points should be provided in parks or playgrounds.

3. CLUSTERING AND PROGRAMMING FOR A

RANGE OF ACTIVITIES

To increase use and natural surveillance, activity

areas may be clustered or programmed for a range

of activities. Some examples of leisure activities

include community services, cafes, snack bars,

community gardens, gardening centres, childcare,

adult and senior health programs and travelling

libraries. Parks and open spaces should be planned

and programmed for a range of activities, even if

they are intended for passive use. Space for street

activities and supervised washrooms are some of

the amenities that the public might appreciate.

4. LOCATION OF ACTIVITY GENERATORS

Park design should allow for the incorporation of

activity generators such as food kiosks, information

centres or special events. Activity generators facing

the park such as outdoor cafes and restaurants

should be encouraged to attract users. Activities

should be located either along the edge of parks

close to vehicular traffic or gathered together

along pedestrian walkways.

To avoid isolation, some benches, fitness trails,

tennis or basketball courts and bicycle paths in

parks could be located adjacent to the perimeter of

parks or along through roads or combining them

with the most used pedestrian paths. For trails

leading to dense vegetation, adequate warning

signs should indicate that these trails lead users

into isolated areas and suggest alternate routes.

Washrooms should be near children’s playgrounds.

Food kiosks may be located near playgrounds

where they are visible.

5. NIGHT TIME USE

The planning and design of the parks should take

into account the possibility of night time use such

as night tennis or evening walks. Such areas of the

parks must be highly visible, properly lit and away

from entrapment areas.

6. SIGNS AND INFORMATION

Signs should clearly indicate, using words, symbols

and maps, the location of telephones, washrooms,

isolated trails, less isolated alternative routes and

any places where people are likely to be at most

times while the park is open e.g. tennis courts.

Signs should be located at decision points, such as

the intersection of two major paths or the entrance

to the park. Signs should indicate where and

how help can be found and where maintenance

problems and cases of vandalism can be reported.

The hours of operation should also be posted.

Parks and open spaces should be signed for

emergency telephone or panic alarm.

7. LIGHTING

Lighting along paths and areas intended for night

use should be provided at the same level as streets.

A clear demarcation in terms of lighting levels

should be introduced to differentiate areas that

are not likely to be used at night from areas where

there is likely to have activities.

Landscaping elements should be chosen and

maintained so that they do not block light. If the

parks and open spaces are intended for night use,

the paths and potential entrapment areas should

be lit at pedestrian scale to street lighting level.

8. FORMAL SURVEILL ANCE

In large parks, formal surveillance should be

considered either by police, park attendants or

community organised patrols. Conducting safety

audits should help identify safety and security

concerns. Park attendants or organised patrols

should know how to respond to emergencies.

9. OPTIMISATION AND LINKAGES

Parks and open spaces should be improved to provide

access to and from populated areas in order

to increase the use of the park system. Parks and

open spaces should complement and be integrated

with the sidewalk system to develop an open space

and pedestrian network that attract more people.

10. MAINTENANCE

Parks and open spaces should be well maintained.

Removing litter and graffiti, and replacing vandalised

or burned out bulbs should be a priority

153

Case Study - Bus Rapid Transit - TransMilenio

APPENDIX 3 - CASE STUDY - BUS RAPID TRANSIT - TRANSMILENIO

Key Facts

Opened in 2000. Prior to its implementation

Bogotas public transport consisted of small

mini-buses.

There was plans to replace this with expensive

raised highways and a subway system, the

Major changed this plan to be a series of

dedicated bus ways used by large bi-articulated

buses. The existing mini-bus service was

retained as a feeder system for areas not

suitable for BRT.

The BRT system was developed at a fraction of

the cost that the highway/subway system would

have cost.

Key Features

- 12 Lines totaling 114.4km

- Dedicated stations with raised platform levels

- Capacity of 270 people per bus

- Two lanes allow express buses to pass buses

calling at a station

- Users pay at the station with the use of a

smartcard

- A 30km trip time has dropped from 2 hours 15

minutes to 55 minutes

- Funded 70% by the Colombian government

with the remaining 30% paid for by the city of

Bogota

- Significant overcrowding on the system which

shows that 1) It is popular system that works

but also 2) There is scope and requirement for

further extension of the capacity and length of

the system

Appendix


APPENDIX 4 - REFERENCE DOCUMENTS

Policy Documents

Document Name Organisation Year Cover

National Capital District Urban

Development Plan

National Capital District Commission (NCDC)

Regulatory Services

2006

Draft Corporate Plan 2020-2022


Regulatory Services

2020

Policies

Document Name Organisation Year

Build Design Checklist Policy National Capital District Commission (NCDC) Regulatory Services 2006

Fencing Policy No.2 National Capital District Commission (NCDC) Regulatory Services 2006

Information Brief National Capital District Commission (NCDC) Regulatory Services 2017

Land Use Survey Procedures

Manual


Commission - Subdivision Code

Non Conform Use Policy No.2

National Capital District Commission (NCDC) Regulatory Services,

Strategic Planning Section


Strategic Planning Section


NCD Physical Planning Board

2008

1985

2008

Plans Policy Listing National Capital District Commission (NCDC) Regulatory Services 2017

NCD Sector Profile 2015 National Capital District Commission (NCDC) Regulatory Services 2015

Local Development Plans


Dogura Taurama Local

Development Plan


Regulatory Services

2012

Gerehu - Waigani Swamp Local

Development Plan


Regulatory Services

2017

155

Port Moresby Town Local

Development Plan


Regulatory Services

2007

8/9 Mile Interim Local

Development Plan


Regulatory Services, Strategic Planning Section

2010

Poreporena Napa Napa Local

Development Plan



2014

NCDC DCPs


Boroko Korobosea Development

Control Plan


Regulatory Services

2010

Gordons Special Development

Control Policy


Regulatory Services

2009

Liklik Stoa Policy



2012

Waigani City Centre

Developement Control Policy



2011

Appendix


Masterplans


Boroko Commercial Centre

Masterplan


Regulatory Services

Erima Subject Development Plan


Regulatory Services

Waigani City Centre Masterplan

Report 1982

Town Planning Division - Department of Urban

Development

1982

Precedent Plans


Lae-Nadzab Urban Development

Plan 2005-2015

Morobe Provincial Administration - Division of

Lands (Physical Planning Section)

2005

Port Moresby and Lae Urban

Development Review

2015

LPA Census Registry and Population Data


Demographic and Health Survey

- National Report

National Statistical Office 2006

National Population & Housing

Census 2011

National Statistical Office

157

Housing


NCD Citywide Settlement

Upgrading Strategy 2016-2026

UN Habitat 2016

National NCD and Region


Papua New Guinea: Port Moresby

Urban Profile

United Nations Human Settlements

Programme, Regional and Technical

cooperation Division

2010

Cities and Climate Change

Initiative - Abridged Report

Port Moresby Papua New Guinea

Climate Change Vulnerability

Assessment

UN Habitat 2013

Transport


Ensuring Safe Public Transport

with and for Women and For

Girls in Port Moresby

UN Women 2014

Guidance Note - Safe Public

Transport Programme

UN Women 2018

Safe Public Transport Programme

- Gender & Transport Research

Services

UN Women 2018

Appendix


Safe Public Transport Report –

Key baseline findings from the

qualitative study on UN Women

PNG’s Port Moresby Safe City

Programme

Prepared for UN Women PNG by:

Sarah Gosper, The Equality Institute,

Melbourne, Australia

2017

Safe Markets Report – Key

baseline findings from the

qualitative study on UN Women

PNG’s Port Moresby Safety City

Programme

Prepared for UN Women PNG by:

Sarah Gosper, The Equality Institute,

Melbourne, Australia

2017

Cashless Payment System for

Public

Transportation in Port Moresby

A Feasibility Study

UN Women 2017

“Line of Sight” Corporate Plan

2016-2020

Department of Transport 2016

Making Port Moresby Safer for

Women and Girls

UN Women 2012

2009-2010 Household Income

and Expenditure Survey


National Transport Strategy:

Volume 1 Strategy Summary


National Transport Strategy:

Volume 2 Medium Term

Transport Plan 2014 - 2018


159

Corporate Plan 2017-2019 Road Traffic Authority 2017

National Water, Sanitation and

hygiene (WaSH) Policy 2015-2030

Department of National Planning and Monitoring

2015

National Population Policy 2015-

2024 Volume 1

Department of National Planning and

Monitoring

2015

Scanned documents received for workshop


2015 Papua New Guinea

Development Cooperation Policy

Department of National Planning and

Monitoring

2015

Moresby North East Five Year

District Development Plan 2017-

2022

Moresby North East Development Authority 2018

Papua New Guinea Poverty

Profile - Based on the household

income and expenditure survey


National Strategy For Responsible

Sustainable Development for

Papua New Guinea - StaRS

Department of National Planning and Monitoring

2014

NCD Governors Strategic Plan

2018

N/A 2018

Appendix


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Morobe Provincial Administration Division of Lands 2005, Lae –

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