Port of Walvis Bay New CT Feasibility Study March 2010

Namibian Ports Authority
Republic of Namibia
Preparatory Survey on the Walvis Bay Port

Container Terminal Development Project
in the Republic of Namibia
Final Report
March 2010
JAPAN INTERNATIONAL COOPERATION AGENCY

PADECO Co., Ltd.
Oriental Consultants Co., Ltd.
Preface
In response to the request from the Government of Namibia, the Government of

Japan decided to conduct the Preparatory Survey on the Walvis Bay Port Container
Terminal Development Project and entrusted the Survey to the Japan International
Cooperation Agency (JICA).
JICA sent the study team headed by Mr. Nobuo Endo, PADECO Co., Ltd. to
Namibia twice during the study period from February, 2009 to October, 2009.
The team held discussions with the officials concerned of the Government of
Namibia and conducted field surveys, investigations, and also held seminars. In
succession, the team made further study and the present report was prepared.
I hope that this report will contribute to the project and to the enhancement of the
friendly relationship that exists between our two countries.
Finally, I wish to express my sincere appreciation to the officials concerned of the
Government of Namibia for their close cooperation with the study.
March 2010
Atsufumi Konishi
Director General
Economic Infrastructure Department
Summary
After its harbour was deepened in 2000, the Port of Walvis Bay began attracting more container
cargo. It is expected that throughput will reach 260,000 TEU per year in 2009. Although the
container stacking yard is being expanded, the throughput may reach the limit of the handling
capacity of the exiting port facilities in 2012 if this trend continues. To ensure that the Port of
Walvis Bay will play a role as a container transhipment hub on the southwest coast of Africa as
well as a gateway to land-locked countries, the Namibian Ports Authority (Namport) has
launched a new container terminal project laid offshore at the south end of the port premises in
2007. In 2008, Namport conducted the pre-feasibility study of the project, which proposed to
divide the project into three phases. Following to the results of the pre-feasibility study, this
study has been conducted in order to conclude the feasibility of the Phase 1 Project.
This Final Report details all the aspects of the development of the new container terminal
ranging from the demand forecast of container throughput to the determination of the physical
dimensions of the container terminal, from the site investigations of subsoil, waves and currents
to the basic design of the port facilities and cost estimate of both the initial investment and
terminal operation, and from the economic and financial analyses of the project to the
recommendations for project implementation. The report also studies contingent alternatives,
which will be useful in case the new container terminal has to be located at a different site to
avoid excessive environment impacts to the lagoon protected by the Ramsar Convention.
(1)
Current Transport Network with Respect to Walvis Bay
The JICA Study Team collected shipping routes and schedules of all the shipping lines who
have scheduled calls as of August 2009 on the west, south and east coasts of Africa. It was
found that, when the new container terminal is built, Walvis Bay is a potential container
transhipment port to the west coast of Africa as well as the gateway port to the land-locked
countries of Southern Africa in transporting cargo from Asia. Also it shows that the current land
transport network will be strategically important for Walvis Bay to consolidate its status as the
gateway port to the landlocked countries of the southern Africa.
(2)
Demand Forecast of Container Throughput
Demand forecast of the total container throughput consists of two separate forecasts. One is the
growth of the container throughput due to the socio-economic growth of the groups of countries
contributing to the import, export, transhipment and transit at the Port of Walvis Bay. This
estimate takes into account the container growth from 1996 to 2008, a trend of growth. The
other estimate is the container throughput the new container terminal can capture from other
ports on the south and west coasts of Africa. These two estimates are summed up as the total
demand forecast of the new container terminal.
(3)
Physical Principles
It is necessary to deepen the port for larger ships in order to attract Panamax container vessels
for Phase 1, which is the most popular type of container mother ships on the southern African
Coast. In the later future, it is very probable that an 8000 TEU post-Panamax container vessel
will call at the Port of Walvis Bay. Also, the new container terminal will need a longer berth
which can simultaneously accommodate one mother and one feeder container vessels.
(4)
Layout of Port Facilities
The alignment of the existing approach channel should be maintained, as use of the existing
channel is economical and no issues with ship manoeuvring. A new turning basin should be
provided in front of the new container terminal. The current alignment Namport has envisaged
is technically reasonable in consideration of the prevailing wind direction, which is mainly
southern.
(5)
Layout of Container Terminal
The total throughput of container cargo at Walvis Bay is estimated to increase from 625,000
TEUs in 2015 to 837,000 TEUs in 2026. A cargo handling system using rubber-tired-gantry
(RTG) cranes is preferable to other cargo handling systems like a straddle carrier system and a
chassis system. An RTG system can utilize the area effectively and, as a result, is the most
popular system in the world. The total ground slots accommodate 3,132 TEU, among which 576
TEU slots will be used for reefer containers. The rail gauge of STS cranes is 30 m and the
distance between the centres of the wheels of the RTG is 23.45 m spanning 6 bays and one truck
lane.
(6)
Layout of Railway Terminal
Based on the result of demand forecast of railway in 2025, the railway container terminal should
have an annual capacity to handle 168,000 TEUs for 300 days with total handling time of 4
hours per train to operate 4 trains per day.
As the length of the terminal is not sufficient to operate a 35 wagon train at the phase 1 stage,
three rail tracks will be provided. A railway terminal is provided for the reach-stacker operation
and the temporary stacking of containers.
(7)
Major Civil Works
Dredging and Reclamation: A combined deployment of CSD (cutter suction dredger) and
THSD (trailing hopper suction dredger) is the optimal solution for the dredging and reclamation.
Also, the existing approach channel is to be deepened to a depth of CD !14.1 m from CD !13.1
m on average, with a length of about 7km and a width of 134m. The reclamation volume is
approximately 3.53 million m3, of which about 2.081 million m3 will be the sands to be dredged
by CSD within 1.5 km from the reclamation.
Quay Wall: The depth of the quay wall is designed at CD -15.5 m for an 8,000 TEU container
vessel. In Phase 1, a 550 m length of the quay wall should be completed by 2015 to meet the
demand of Panamax vessels.
Slope Protection: The Northwest and Northeast Revetment (Seawall) is installed upon the
seabed at an elevation of around CD !3.5 to !4.5 m.
Other civil works included in the package of Phase 1 are: (i) road, (ii) yard pavement and
lighting, (iii) railway, (iv)buildings (terminal office, workshop gate and fence); (v) water supply;
(vi) power supply; (vii) fire fighting / sewerage; (viii) electrical works; and (ix) landscaping.
(8)
Construction and Equipment Cost
The Construction Cost is estimated for the Phase-1 Project and the terminal yard expansion
project. The Equipment Cost is estimated for procurement and maintenance for 30 years. The
cost estimate is based on the information collected at Walvis Bay in June and July 2009.
Quotations submitted by contractors to Namport are also used.
(9)
Terminal Operator
In administering and managing the new container terminal, Namport has three alternatives: (a)
to administer and operate by itself, (b) introduce private operators, or (c) contract management
ii
and operation out to operating companies. In this study, the financial feasibility of the project
was estimated based on the following two scenarios:
Scenario A: Namport constructs the container terminal and operates the terminal by itself.
Namport will gain income from the users.
Scenario B: Namport constructs the container terminal and entrusts the terminal operation to a
private operator. Namport will gain income from the operator as concessions.
(10) Financial Analyses
The cost and revenues of Namport from the new container terminal project in scenarios A and B
are calculated based on the result of the demand forecast, estimated unit incomes, construction
and equipment costs, and operation and maintenance costs. In addition, 10% of construction
cost is added as a physical contingency, as with administration cost. The total project cost
estimated is N$ 2,748.75 million. Then, FIRR is analysed in a 35 year project evaluation period,
including 5 years for construction. The result of the calculation for Scenarios A and B are as
follows.
Scenario A:
Scenario B:
FIRR = 11.52 %
NPV = N$ 192.16 million
B/C =
1.06
FIRR = 3.98 %
Obviously, FIRR in Scenario A is larger than the opportunity cost of capital, 10.5%, while that
in Scenario B is not. Scenario B was analysed assuming Namport gives a concession to a private
operator to cover only the necessary costs of this project. However, again, this assumption is
preliminary and tentative so it should not be interpreted as conclusive.
(11) Economic Analyses
The EIRR is 13.3% and the NPV and the B/C to be discounted by 12% indicate N$ 167.8
million and 1.07, respectively. The EIRR is high enough over 12% to consider the project
feasible. The NPV and the B/C show that the present values of the economic benefits are higher
than the present values of the economic cost.
(12) Environmental Issues
EIA Consultants submitted the final version of the Interim Report in October 2009 (dated
September 2009). The EIA Interim Report covers a broad range of concerns about the original
port expansion plan from environmental aspects to hydrodynamic analyses, ship manoeuvring
simulation and impacts caused by dredging and reclamation works. Status of the environmental
impact assessment (EIA) is as follows:
!
Completed and for review:

! Traffic and roads
! Noise
! Socio-economic
Baseline description completed:
! Main ecology: to be completed once options for dredge management and disposal
have been finalized.
! Lagoon avifauna: EIA Consultants recommended additional tasks such as analysis,
estimate of energy consumption, demarcation of feeding area, evaluation of potential
impact and assessment of potential impact.
iii
(13) Contingent Alternatives for Port Expansion

The major concern on the EIA Study process, raised at the public meeting, is a lack of screening
procedures to choose the best project site among alternatives at the earlier stage in view of the
natural and social environment. In this regard, after laying out the alternative expansion plans of
the port, the JICA Study Team examined the impacts to the environment particularly to the
mouth of the lagoon for the three alternatives. At the end, the alternative A would be
recommended in case the new container development at the original project site were judged
negative in view of EIA study results.
(14) Conclusions and Recommendations
The conclusions are as follows:
1. The port expansion project at the original site is technically feasible, for the following
reasons:
(a) The reclamation of the terminal yard can be done at a relatively low cost by use of
dredged sand.
(b) An open deck quay supported with cast-in-situ concrete piles can be built at a
reasonable cost, where the subsoil has strength at about minus 47 m below CD.
(c) A bridge at the causeway does not have positive influences on the environment.
(d) The contingent alternative port expansion plans are found to be more expensive than
the original plan.
2. The port expansion project at the original site is financially and economically feasible for
the following reasons:
(a) FIRR is estimated to be 11.52 %, larger than opportunity cost of capital (10.5%),
Financial NPV is about N$ 192 million (>0), and Financial B/C about 1.06 (>1.0).
(b) EIRR is estimated to be 13.3 % (>12% in general), NPV about 167.8 million N$ (>0),
and B/C about 1.07 (>1.0).
3. The port expansion project at the original site will be environmentally feasible, as the EIA
Interim Report concludes:
(a) The new container terminal has negligible influence on the water levels in the bay and
the lagoon.
(b) Flow velocities will change only to a small extent.
(c) The new container terminal reduced the water exchange rates in the lagoon.
(d) Sediment transfer only changes to minor extent. No significant erosion and accretion
patterns have been observed.
(e) The suspension concentrations will be induced by dredging and reclamation activities
locally and temporarily but in general at least meet acceptable levels.
The recommendations are as follows:
1. To consolidate the status as a gateway to landlocked inland countries and inland regions. To
this end, to promote railway operation and cross boarder trades.
2. To plan a strategy to compete with Port of Durban and Port of Cape Town to capture
transhipment containers originated from Asia and destined to the west coast of Africa.
3. To organize a Project Management Office to implement the project.
iv
Preparatory Survey on the Walvis Bay Port Container Terminal Development Project
Final Report
Contents
Introduction ........................................................................................................................ 1-1
Project Background ........................................................................................................... 2-1

2.1
2.2
2.3
2.4
2.5
2.6
2.7
Current Socio-Economic Situation in Namibia and in Neighbouring Countries ..... 2-1

2.1.1
Socio-Economic Situation in Namibia ....................................................... 2-1
2.1.2 Socio-Economic Situation in Neighbouring CountriesAngola,
Botswana, Democratic Republic of the Congo (DRC), South Africa,
Zambia and Zimbabwe............................................................................... 2-4
Transport Network in Namibia and Her Neighbouring Countries ......................... 2-23
2.2.1
Current Maritime Transport Network....................................................... 2-23
2.2.2
Cargoes Currently Handled at the Port of Walvis Bay ............................. 2-28
2.2.3
Current Cross-Border Transport............................................................... 2-37
Current Port Situation in Namibia and Her Neighbouring Countries .................... 2-41
2.3.1
Ports in Namibia....................................................................................... 2-41
2.3.2
Ports in Neighbouring Countries.............................................................. 2-44
2.3.3
Ports JICA Study Team Surveyed ............................................................ 2-48
2.3.4
Financial Situation of Namport ................................................................ 2-53
Current Railway Situation ...................................................................................... 2-58
2.4.1
Organization and Route of Railway in Namibia ...................................... 2-58
2.4.2
Current State of Railway Transportation.................................................. 2-59
2.4.3
Current State of Railway Facilities........................................................... 2-61
2.4.4
Rehabilitation Project ............................................................................... 2-65
Previous Expansion Plans of Port of Walvis Bay................................................... 2-66
2.5.1
Feasibility of Port Expansions at Walvis Bay in 1994 (F/S in 1994).... 2-66
2.5.2
Feasibility Study for Deepening the Port of Walvis Bay in 1999
(Deepening Study).................................................................................... 2-68
2.5.3 Study on the Long-term Development of the Port of Walvis Bay in
2007 (Long-Term Development Study) ................................................... 2-68
2.5.4
Design, Feasibility and Tender Berth 0/1 Concepts and Feasibility
for Ship Repair Hub & Dedicated Fish Terminal in 2008 (Berth
Zero Study)............................................................................................... 2-69
2.5.5
Technical Pre-Feasibility Study for New Container Terminal in
2008 (Pre-F/S in 2008)............................................................................. 2-69
Natural Conditions at Walvis Bay and Its Vicinity................................................. 2-71
2.6.1
Topography, Bathymetry and Subsoil ...................................................... 2-71
2.6.2
Meteorology and Oceanography .............................................................. 2-82
Environmental and Social Considerations ............................................................. 2-92
2.7.1
Present State of Natural and Social Environmental Setting ..................... 2-92
2.7.2
Walvis Bay Nature Reserve.................................................................... 2-101
2.7.3 Namibian Environmental Assessment Procedure and Environmental
Standards ................................................................................................ 2-106
2.7.4
Stakeholders Concerns and Opinions.................................................... 2-113
2.7.5 Review of the Draft Scoping Report, the Interim Report and the
Draft EIA Report Submitted by the JV (CSIR and DMC) ..................... 2-116
2.8
2.7.6
Environmental Review by JICA Environmental Checklist .................... 2-120
2.7.7
Recommendation.................................................................................... 2-131
Local Availability for Construction of the Port of Walvis Bay ............................ 2-133
2.8.1
Local Contractors ................................................................................... 2-133
2.8.2
Locally Available Construction Materials .............................................. 2-133
2.8.3
Locally Available Construction Equipment............................................ 2-134
Demand Forecast of Container Cargoes at Port of Walvis Bay ..................................... 3-1

3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
Final Report
Socio-Economic Model for Demand Forecast ......................................................... 3-1

3.1.1
Target Year.................................................................................................. 3-1
3.1.2
Selection of Countries for Development of Socio-Economic Model......... 3-1
3.1.3
Population................................................................................................... 3-3
3.1.4
Gross Domestic Products (GDP)................................................................ 3-5
Future Transport Network Centred around Port of Walvis Bay ............................. 3-10
3.2.1
Future Maritime Transport Network ........................................................ 3-10
3.2.2
Development of Inland Transport Network.............................................. 3-11
Forecast of Imports and Exports ............................................................................ 3-21
3.3.1
Volume Estimation of Container Cargoes for Imports ............................. 3-21
3.3.2
Volume Estimation of Container Cargoes for Exports ............................. 3-22
3.3.3
Future Demand of Container Cargoes...................................................... 3-23
3.3.4
Laden Container Cargo ............................................................................ 3-25
3.3.5
Modification Due to Higher Growth Rate in 2009................................... 3-28
Forecast of Transshipment ..................................................................................... 3-29
3.4.1
Macro Demand Forecast .......................................................................... 3-29
3.4.2
Micro Demand Forecasts.......................................................................... 3-31
Forecast of Transit Container Cargoes ................................................................... 3-33
3.5.1
Forecast of Transit Container Cargoes for Southern Angola.................... 3-33
3.5.2
Transit Cargo Forecast for Inland Countries ............................................ 3-34
Demand Forecast for Container Cargo................................................................... 3-38
3.6.1
Macro Forecast for Container Cargo........................................................ 3-38
3.6.2
Container Cargo Micro-Forecast.............................................................. 3-39
Comprehensive Review of Demand Forecast ........................................................ 3-40
Demand Forecast of Inland Container Cargoes by Transport Mode ...................... 3-40
3.8.1
Modal Split in Base Case ......................................................................... 3-40
3.8.2
High Growth Case Promoted by Railway Transport................................ 3-47
3.8.3
Train Operation Plan ................................................................................ 3-50
Review of Feasibility of Container Terminal Development Plan 2008 .......................... 4-1

4.1
4.2
Principles in Developing a Container Terminal ....................................................... 4-1

4.1.1
Pros and Cons of Walvis Bay as Container Hub Port................................. 4-1
4.1.2
Strategic Points and Physical Principles..................................................... 4-1
Layout of Facilities................................................................................................... 4-3
4.2.1
Layout of Port Expansion........................................................................... 4-3
4.2.2
Planning and Layout of Container Terminal .............................................. 4-6
4.2.3
Layout of Access Road............................................................................. 4-17
4.2.4
Layout of Railway Terminal..................................................................... 4-17
ii
4.3
4.4
4.5
4.6
4.7
4.8
4.9
Final Report
Preliminary Design of Port Facilities ..................................................................... 4-22

4.3.1
Reclamation and Slope Protection ........................................................... 4-22
4.3.2
Quay Wall................................................................................................. 4-27
4.3.3
Pavement of Yards.................................................................................... 4-36
4.3.4
Access Road ............................................................................................. 4-37
Construction Planning ............................................................................................ 4-37
4.4.1
Reclamation and Dredging Method ......................................................... 4-37
4.4.2
Construction Sequence of Quay Wall....................................................... 4-41
4.4.3
Construction Schedule.............................................................................. 4-46
Preliminary Cost Estimate...................................................................................... 4-48
4.5.1
Civil Works and Equipment Cost ............................................................. 4-48
4.5.2
Cost for Procurement of Consulting Services .......................................... 4-52
4.5.3
Operation and Maintenance Cost ............................................................. 4-62
4.5.4
Preliminary Cost....................................................................................... 4-64
4.5.5
Project Cost .............................................................................................. 4-64
Project Implementation .......................................................................................... 4-66
4.6.1
Project Implementation Schedule............................................................. 4-66
4.6.2
Procurement Packages.............................................................................. 4-68
4.6.3
Organization for Project Implementation................................................. 4-70
Financial Analysis of Project.................................................................................. 4-73
4.7.1
Scenario for Financial Analysis................................................................ 4-73
4.7.2
Operating Income ..................................................................................... 4-73
4.7.3
Results of Financial Analysis ................................................................... 4-77
4.7.4
Assumptions for Forecast Financial Statements....................................... 4-81
4.7.5
Forecast Financial Statements of the Project............................................ 4-82
Economic Analysis of Project ................................................................................ 4-88
4.8.1
Basic Conditions for Economic Analysis ................................................. 4-88
4.8.2
Traffic Demand ........................................................................................ 4-89
4.8.3
Economic Benefits ................................................................................... 4-89
4.8.4
Socio-Economic Impacts........................................................................ 4-101
4.8.5
Economic Cost ....................................................................................... 4-102
4.8.6
Economic Evaluation ............................................................................. 4-107
Indicative Targets of Project Effectiveness and Operational Efficiency .............. 4-109
4.9.1
Strategy to Achieve the Objectives of the Project .................................. 4-109
4.9.2
Indicative Targets of Project Effectiveness ............................................ 4-109
4.9.3
Indicative Targets of Operational Efficiency.......................................... 4-113
Contingent Alternatives of Port Development................................................................. 5-1

5.1
5.2
Selection of Contingent Alternatives........................................................................ 5-1

5.1.1
Formulation of Contingent Alternatives..................................................... 5-1
5.1.2
Influence to Lagoon ................................................................................. 5-13
5.1.3
Siltation of Approach Channel ................................................................. 5-34
5.1.4
Harbour Calmness of Contingent Alternatives......................................... 5-45
5.1.5
Usability of Contingent Alternatives........................................................ 5-66
Preliminary Design of Contingent Alternatives ..................................................... 5-67
5.2.1
Design of Revetment ................................................................................ 5-67
5.2.2
Design of Quay Wall ................................................................................ 5-74
5.2.3
Design of Pavement ................................................................................. 5-75
iii
5.3
5.4
5.5
5.6
Final Report
Construction Planning of Contingent Alternative .................................................. 5-75

5.3.1
Outlook..................................................................................................... 5-75
5.3.2
Basic Work Items of the Alternative Plans and Differences with the
Original Plan ............................................................................................ 5-75
5.3.3
Construction Planning of Each Plan......................................................... 5-76
Preliminary Cost Estimate of Contingent Alternatives .......................................... 5-81
5.4.1
Civil Works and Equipment Costs ........................................................... 5-81
Evaluation of Contingent Alternatives ................................................................... 5-86
5.5.1
Impacts to the Lagoon .............................................................................. 5-86
5.5.2
Intensity of Siltation on Approach Channel and Port Basin..................... 5-87
5.5.3
Ship Manoeuvrability ............................................................................... 5-87
5.5.4
Berth Availability (Harbour Calmness) .................................................... 5-88
5.5.5
Accessibility from Land ........................................................................... 5-88
5.5.6
Summary .................................................................................................. 5-88
Implementation of Recommended Contingent Alternative.................................... 5-90
5.6.1
Recommended Contingent Alternative .................................................... 5-90
5.6.2
Implementation Schedule of Contingent Alternative Plan ....................... 5-90
iv
Final Report
Figures
Figure 2.1.1
Figure 2.2.1
Figure 2.2.2
Figure 2.2.3
Figure 2.2.4
Figure 2.2.5
Figure 2.2.6
Figure 2.2.7
Figure 2.2.8
Figure 2.3.1
Figure 2.3.2
Figure 2.3.3
Figure 2.4.1
Figure 2.4.2
Figure 2.4.3
Figure 2.4.4
Figure 2.4.5
Figure 2.4.6
Figure 2.4.7
Figure 2.5.1
Figure 2.5.2
Figure 2.5.3
Figure 2.5.4
Figure 2.5.5
Figure 2.6.1
Figure 2.6.2
Figure 2.6.3
Figure 2.6.4
Figure 2.6.5
Figure 2.6.6
Figure 2.6.7
Figure 2.6.8
Figure 2.6.9
Figure 2.6.10
Figure 2.6.11
Figure 2.6.12
Figure 2.6.13
Figure 2.7.1
Figure 2.7.2
Figure 2.7.3
Figure 2.7.4
Figure 2.7.5
Figure 2.7.6
Map of Namibia and Neighbouring Countries ............................................... 2-4

Current Existing South Africa/Asia, Europe, Americas Routings
Trunk and Feeder.......................................................................................... 2-24
Asia/Africa Routing ..................................................................................... 2-25
Europe/MediterraneanAfrica Routing ........................................................ 2-27
Historical Performance of Cargo Volume of Imports by Main
Commodity at the Port of Walvis Bay.......................................................... 2-30
Historical Performance of Cargo Volume of Exports by Main
Historical Performance of Cargo Volume of Transhipment by Main
Historical Performance of Container Cargoes at the Port of Walvis Bay..... 2-35
Walvis Bay Corridors for the Development of Southern Africa .................. 2-40
Port of Lagos ................................................................................................ 2-50
Port of Durban.............................................................................................. 2-52
Port of Luanda.............................................................................................. 2-53
Railway Route Map in Namibia................................................................... 2-59
Distribution of Railway Tonnage in 2006/2007 ........................................... 2-60
Photo of Track .............................................................................................. 2-62
Rail Section .................................................................................................. 2-62
Track Buried in Sand (between Walvis Bay and Swakopmund).................. 2-62
Photo of Locomotives .................................................................................. 2-64
Photo of Freight Cars for Container ............................................................. 2-65
Proposed Future Expansion (1994) .............................................................. 2-67
Proposed Alternative Future Expansion (1994) ........................................... 2-68
Proposed Conceptual Expansion Plan (2008) .............................................. 2-70
Proposed Alternative Expansion Plan 1 (2008)............................................ 2-70
Proposed Alternative Expansion Plan 2 (2008)............................................ 2-71
Location Plan................................................................................................ 2-73
Resistivity Survey Area (1) .......................................................................... 2-79
Locations of Hindcast Points by Wave Watch III......................................... 2-83
Offshore Wind Speed over Direction ........................................................... 2-83
Offshore Wave Height over Direction.......................................................... 2-85
Offshore Wave Period over Direction .......................................................... 2-86
Locations of Observation Points .................................................................. 2-88
Time Series of Observed Wave Heights ....................................................... 2-89
Time Series of Observed Wave Periods ....................................................... 2-90
Time Series of Observed Wave Directions................................................... 2-90
Time Series of Observed Currents ............................................................... 2-91
Target Survey Area ....................................................................................... 2-92
Namib Desert Biomes in Namibia............................................................. 2-94
Two Adjacent Parks Embracing the Walvis Bay Municipality..................... 2-95
Geographical Setting of the Target Survey Area Embraced by the
Namib Naukluft Park ................................................................................... 2-96
The Walvis Bay Wetland the Area Registered by the Ramsar
Convention ................................................................................................... 2-97
Nature Reserve Zones Proposed (Green Shade) by the Walvis Bay
Figure 2.7.7
Figure 2.7.8
Figure 2.7.9
Figure 2.7.10
Figure 2.7.11
Final Report
Municipality Structure Plan........................................................................ 2-101

Walvis Bay Municipalitys Nature Reserve Zones Proposed ..................... 2-103
Environmentally Sensitive Zones in the Survey Area................................ 2-104
Environmentally Sensitive Zones Classified by IUCN Categories for
Protected Areas........................................................................................... 2-105
EA Process Mandated by the Namibian Environmental Assessment
Policy, 1995................................................................................................ 2-107
Namport SHREQ (Safety, Health, Risk, Environment and Quality)
Organization ............................................................................................... 2-131
Figure 3.1.1
Figure 3.2.1
Figure 3.2.2
Figure 3.2.3
Form ............................................................................................................... 3-2

Future Prime Routings and the Respective Corridor Routes........................ 3-11
Southern African Development Corridors.................................................... 3-17
Railway Network of Southern Africa ........................................................... 3-19
Figure 4.2.1
Figure 4.2.2
Figure 4.2.3
Figure 4.2.4
Figure 4.2.5
Figure 4.2.6
Figure 4.2.7
Figure 4.2.8
Figure 4.2.9
Figure 4.3.1
Figure 4.3.2
Figure 4.3.3
Figure 4.3.4
Figure 4.3.5
Figure 4.4.1
Figure 4.4.2
Figure 4.4.3
Figure 4.4.4
Figure 4.4.5
Figure 4.4.6
Figure 4.6.1
Layout of Port Expansion Based on Master Plan of Namport ....................... 4-5

Assumed Frequency of Ship Calls ................................................................. 4-7
Berth Occupancy at New Container Terminal................................................ 4-8
Proposed Layout of Container Terminal ...................................................... 4-16
Photos of Existing Railway Yard in Walvis Bay .......................................... 4-18
Track Layout of Railway Container Terminal.............................................. 4-18
Section of Railway Container Terminal ....................................................... 4-19
Plan of Connection with Existing Shunting Yard......................................... 4-19
Operation Procedure in the Railway Container Terminal ............................ 4-20
Northwest Revetment (Seawall)................................................................... 4-25
Northeast Revetment (Temporary Seawall) ................................................. 4-26
Causeway Revetment ................................................................................... 4-26
Subsoil Profile along Causeway to Quay Wall (BH8-1-2)........................... 4-29
Typical Section Quay Wall ........................................................................... 4-35
Target Area of Dredging and Reclamation ................................................... 4-38
Dredging and Reclamation........................................................................... 4-41
Temporary Road, Scaffold and Stand Pipe................................................... 4-42
Bored Pile..................................................................................................... 4-43
Slope Protection ........................................................................................... 4-44
Concrete Deck, Rubber Fender, Bollard and Crane Rail.............................. 4-46
Organization of Project Implementation ...................................................... 4-72
Figure 5.1.1
Figure 5.1.2
Figure 5.1.3
Figure 5.1.4
Figure 5.1.5
Figure 5.1.6
Figure 5.1.7
Figure 5.1.8
Figure 5.1.9
Figure 5.1.10
Figure 5.1.11
Figure 5.1.12
Figure 5.1.13
Figure 5.1.14
Figure 5.1.15
Figure 5.1.16
Land Use Plan ................................................................................................ 5-2

Contingent Alternative A................................................................................ 5-3
Contingent Alternative B................................................................................ 5-4
Contingent Alternative C................................................................................ 5-5
Track Layout of Alternative A...................................................................... 5-10
Track Layout of Alternative B...................................................................... 5-11
Track Layout of Alternative C...................................................................... 5-12
Bathymetry ................................................................................................... 5-13
Current Data ................................................................................................. 5-15
Time Series of Observed and Calculated Currents....................................... 5-16
Tidal Ellipses of Observed and Calculated Currents.................................... 5-17
Vectors of Currents at Present Bathymetry (A: flood, B: ebb tide).............. 5-19
Vectors of Currents at Original Plan Phase1 (A: flood, B: ebb tide)............ 5-20
Vectors of Currents at Original Master Plan (A: flood, B: ebb tide) ............ 5-21
Vectors of Currents at Alternative Plan A Phase1 (A: flood, B: ebb tide).... 5-22
Vectors of Currents at Alternative Plan A Master Plan (A: flood, B: ebb
vi
Figure 5.1.17
Figure 5.1.18
Figure 5.1.19
Figure 5.1.20
Figure 5.1.21
Figure 5.1.22
Figure 5.1.23
Figure 5.1.24
Figure 5.1.25
Figure 5.1.26
Figure 5.1.27
Figure 5.1.28
Figure 5.1.29
Figure 5.1.30
Figure 5.1.31
Figure 5.1.32
Figure 5.1.33
Figure 5.1.34
Figure 5.1.35
Figure 5.1.36
Figure 5.1.37
Figure 5.1.38
Figure 5.1.39
Figure 5.1.40
Figure 5.1.41
Figure 5.1.42
Figure 5.1.43
Figure 5.1.44
Figure 5.1.45
Figure 5.2.1
Figure 5.2.2
Figure 5.2.3
Figure 5.2.4
Figure 5.2.5
Figure 5.2.6
Figure 5.2.7
Figure 5.2.8
Figure 5.2.9
Figure 5.2.10
Figure 5.3.1
Figure 5.3.2
Figure 5.3.3
Final Report
tide) .............................................................................................................. 5-23

Vectors of Currents at Alternative Plan B Phase1 (A: flood, B: ebb tide).... 5-24
Vectors of Currents at Alternative Plan B Master Plan (A: flood, B: ebb
tide) .............................................................................................................. 5-25
Variations of Currents at Original Plan Phase1 (A: flood, B: ebb tide)........ 5-26
Variations of Currents at Original Master Plan (A: flood, B: ebb tide)........ 5-27
Variations of Currents at Alternative Plan A Phase1 (A: flood, B: ebb
tide) .............................................................................................................. 5-28
Variations of Currents at Alternative Plan A Master Plan (A: flood, B:
ebb tide)........................................................................................................ 5-29
Variations of Currents at Alternative Plan B Phase1 (A: flood, B: ebb
tide) .............................................................................................................. 5-30
Variations of Currents at Alternative Plan B Master Plan (A: flood, B:
ebb tide)........................................................................................................ 5-31
Locations of Output Points........................................................................... 5-32
Bathymetry ................................................................................................... 5-35
Variations of Sediment at the Present Bathymetry ....................................... 5-35
Area of Approach Channel and Turning Basin (The Present and
Original Layout)........................................................................................... 5-36
Area of Approach Channel and Turning Basin (Alternative Plan A) ........... 5-37
Area of Approach Channel and Turning Basin (Alternative Plan B) ........... 5-37
Variations of Sediments at Original Plan Phase 1 ........................................ 5-39
Variations of Sediments at Original Master Plan ......................................... 5-40
Variations of Sediments at Alternative Plan A Phase 1 ................................ 5-41
Variations of Sediments at Alternative Plan A Master Plan ......................... 5-42
Variations of Sediments at Alternative Plan B Phase 1 ................................ 5-43
Variations of Sediments at Alternative Plan B Master Plan ......................... 5-44
Calculation Area Map (Wide Area Calculation, Energy Equilibrium
Equation Model)........................................................................................... 5-46
Area 1 Depth Chart (Wide Area Calculation, Depth in Meters)................... 5-46
Calculation Area Map (Detailed Area Calculation, Takayama Method) ...... 5-47
Observation Site ........................................................................................... 5-48
Time Series of Observed Wave Heights ....................................................... 5-49
Time Series of Observed Wave Periods ....................................................... 5-49
Time Series of Observed Wave Direction .................................................... 5-50
Wave Simulation Result (Energy Equilibrium Equation Model) ................. 5-51
Wave Simulation Result (Takayama Model)................................................ 5-52
Shutos Graph for Evaluation of Shoaling Coefficient................................. 5-68
Diagram of Significant Wave Height in Breaker Zone for Bottom Slope
of 1/100 ........................................................................................................ 5-69
Contingent Alternatives for Revetment ........................................................ 5-70
Godas Graph for Estimating the Rate of Overtopping for a Wave
Absorbing Seawall (Bottom Slope 1/30)...................................................... 5-71
Revetment Type I (Seawall) ...................................................................... 5-72
Revetment Type II-1 (Temporary Revetment for Plan A) ............................ 5-72
Revetment Type II-2 (Temporary Revetment for Plan A) ............................ 5-73
Revetment Type III (Causeway Revetment) ................................................ 5-73
Revetment Type IV (Landside Terminal Yard Revetment for Plan C) ......... 5-74
Quay Wall for Contingent Alternative Plan A to C ...................................... 5-74
Construction Schedule: Alternative Plan-A.................................................. 5-78
Construction Schedule: Alternative Plan-B.................................................. 5-79
Construction Schedule: Alternative Plan-C.................................................. 5-80
vii
Final Report
Tables
Table 2.1.1
Table 2.1.2
Table 2.1.3
Table 2.1.4
Table 2.1.5
Table 2.1.6
Table 2.1.7
Table 2.1.8
Table 2.1.9
Table 2.1.10
Table 2.1.11
Table 2.1.12
Table 2.1.13
Table 2.1.14
Table 2.1.15
Table 2.1.16
Table 2.1.17
Table 2.1.18
Table 2.1.19
Table 2.1.20
Table 2.1.21
Table 2.1.22
Table 2.1.23
Table 2.1.24
Table 2.1.25
Table 2.1.26
Table 2.1.27
Table 2.1.28
Table 2.1.29
Table 2.1.30
Table 2.1.31
Table 2.1.32
Table 2.1.33
Table 2.1.34
Table 2.1.35
Table 2.1.36
Table 2.1.37
Table 2.1.38
Table 2.1.39
Table 2.1.40
Table 2.1.41
Table 2.1.42
Table 2.1.43
Table 2.2.1
Table 2.2.2
Table 2.2.3
Table 2.2.4
Main Economic Indicators of Namibia (1)..................................................... 2-1

Main Economic Indicators of Namibia (2)..................................................... 2-1
Real Gross Domestic Product by Sector ........................................................ 2-1
Significant Social Indicators of Namibia ....................................................... 2-2
Composition of Trade of Namibia.................................................................. 2-3
Main Trading Partners of Namibia ................................................................. 2-3
Main Indicators of Namibia and Neighbouring Countries ............................. 2-5
Main Economic Indicators of Angola (1)....................................................... 2-5
Main Economic Indicators of Angola (2)....................................................... 2-6
Real Gross Domestic Product by Sector in Angola........................................ 2-6
Main Economic Indicators of Botswana (1)................................................... 2-6
Main Economic Indicators of Botswana (2)................................................... 2-7
Real Gross Domestic Product by Sector ........................................................ 2-7
Main Economic Indicators of DRC (1) .......................................................... 2-7
Main Economic Indicators of DRC (2) .......................................................... 2-8
Real Gross Domestic Product by Sector in the DRC ..................................... 2-8
Main Economic Indicators of South Africa (1) .............................................. 2-9
Main Economic Indicators of South Africa (2) .............................................. 2-9
Real Gross Domestic Product by Sector in South Africa ............................... 2-9
Main Economic Indicators of Zambia (1) .................................................... 2-10
Main Economic Indicators of Zambia (2) .................................................... 2-10
Real Gross Domestic Product by Sector in Zambia ..................................... 2-10
Main Economic Indicators of Zimbabwe (1) ............................................... 2-11
Main Economic Indicators of Zimbabwe (2) ............................................... 2-11
Real Gross Domestic Product by Sector in Zimbabwe ................................ 2-11
Main Social Indicators of Angola................................................................. 2-12
Main Social Indicators of Botswana ............................................................ 2-13
Main Social Indicators of the DRC .............................................................. 2-13
Main Social Indicators of South Africa ........................................................ 2-14
Main Social Indicators of Zambia ................................................................ 2-14
Main Social Indicators of Zimbabwe ........................................................... 2-15
Composition of Trade of Angola .................................................................. 2-16
Main Trading Partners of Angola ................................................................. 2-16
Composition of Trade of Botswana.............................................................. 2-17
Main Trading Partners of Botswana ............................................................. 2-17
Composition of Trade of DRC ..................................................................... 2-18
Main Trading Partners of DRC .................................................................... 2-18
Composition of Trade of South Africa ......................................................... 2-19
Main Trading Partners of South Africa ........................................................ 2-19
Composition of Trade of Zambia ................................................................. 2-20
Main Trading Partners of Zambia ................................................................ 2-20
Composition of Trade of Zimbabwe ............................................................ 2-21
Main Trading Partners of Zimbabwe............................................................ 2-21
Current South Africa Routings by Carriers .................................................. 2-26
Carriers Currently Calling at the Port of Walvis Bay ................................... 2-28
Historical Performance of Cargo Volume by Main Commodities at the
Port of Walvis Bay........................................................................................ 2-29
Historical Performance of Share of Cargo Throughput by Main
Commodity of the Port of Walvis Bay ......................................................... 2-32
viii
Table 2.2.5
Table 2.2.6
Table 2.2.7
Table 2.2.8
Table 2.2.9
Table 2.3.1
Table 2.3.2
Table 2.3.3
Table 2.3.4
Table 2.3.5
Table 2.3.6
Table 2.3.7
Table 2.3.8
Table 2.3.9
Table 2.3.10
Table 2.3.11
Table 2.3.12
Table 2.4.1
Table 2.4.2
Table 2.6.1
Table 2.6.2
Table 2.6.3
Table 2.6.4
Table 2.6.5
Table 2.6.6
Table 2.6.7
Table 2.6.8
Table 2.6.9
Table 2.6.10
Table 2.6.11
Table 2.6.12
Table 2.6.13
Table 2.6.14
Table 2.6.15
Table 2.6.16
Table 2.6.17
Table 2.6.18
Table 2.7.1
Table 2.7.2
Table 2.7.3
Table 2.7.4
Table 2.7.5
Table 2.7.6
Table 2.7.7
Table 2.7.8
Table 2.7.9
Table 2.7.10
Table 2.7.11
Final Report
Historical Performance of Container Cargoes of the Port of Walvis Bay .... 2-34
Historical Performance of Share by Type of Container Cargoes in TEU
of the Port of Walvis Bay ............................................................................. 2-35
Historical Performance of Share by Size of Container Cargoes of the
Historical Performance of Reefer Containers by Size at the Port of
Walvis Bay ................................................................................................... 2-37
Historical Performance of Share of Reefer Container by Size at the
Type of Berthing Facilities at the Port of Walvis Bay .................................. 2-41
Container Throughput (2008)....................................................................... 2-42
Container Throughputthe First Quarter of 2009....................................... 2-42
Container Throughput of Port of Cape Town (2008) ................................... 2-45
Container Throughput of Port Elizabeth (2008)........................................... 2-46
Container Throughput (2006/2007).............................................................. 2-46
Container Throughput of Port of Durban (2008) ......................................... 2-47
Container Throughput of Port of Luanda (2008) ......................................... 2-48
Balance Sheet of Namport (20042008) ...................................................... 2-54
Income Statement of Namport (20042008)................................................ 2-55
Cash Flow of Namport (20042008)............................................................ 2-56
Results of Financial Statement Analysis of Namport (20052008) ............. 2-57
Overview of the Railway System and Traffic Volume ................................. 2-60
Major Specifications of the Railway System ............................................... 2-61
Soil Stratifications for BH-01....................................................................... 2-74
Summary of Seabed Materials ..................................................................... 2-78
Meteorological Conditions ........................................................................... 2-82
Scatter Diagram of Offshore Wind Speed .................................................... 2-84
Oceanographic Conditions ........................................................................... 2-84
Scatter Diagram of Offshore Wave Height................................................... 2-85
Scatter Diagram of Offshore Wave Period ................................................... 2-86
Scatter Diagram of Offshore Wave .............................................................. 2-86
Measurement Points of Currents and Waves................................................ 2-87
Data Sheet of the Walvis Bay Wetland......................................................... 2-97
Important and Rare Species Observed at the Walvis Bay Wetland .............. 2-99
Bird Species Occurred at the Walvis Bay Wetland..................................... 2-100
Proposed Conservation Measures for Respective WBNR Zones............... 2-102
Institutions Proposed for Managing Respective WBNR Zones ................. 2-103
Avi-Fauna Habitats versus Environmental Sensitivity............................... 2-105
Proposed Protected Areas versus IUCN Categories................................... 2-106
JICA Environmental Mandates versus Namibian Practice......................... 2-108
Potential Impacts versus Relevant Environmental Standards .................... 2-110
Effluent Standards Stipulated by the Water Act, 1956 ............................... 2-110
Recommended Water Quality and Sediment Quality Guidelines by the
Benguela Current Large Marine Ecosystem (BCLME) ............................. 2-111
ix
Table 2.7.12
Table 2.7.13
Table 2.7.14
Table 2.7.15
Table 2.7.16
Table 2.7.17
Table 2.7.18
Final Report
Recommended Action List ......................................................................... 2-112

Acceptable Rating Levels for Noise in Districts (Excerpted from SANS
10103)......................................................................................................... 2-112
Key Stakeholders........................................................................................ 2-113
Concerns of the Stakeholders and the Namport Responses (1).................. 2-114
Concerns of the Stakeholders and the Namport Responses (2).................. 2-115
Environmental Review using JBIC Checklist for the Port and Harbour
Sector.......................................................................................................... 2-121
JBIC Monitoring Form (Indicative Template)............................................ 2-132
Table 3.1.1
Table 3.1.2
Principle Countries for Socio-Economic Model ............................................ 3-2

Historical and Projected Population of Namibia and Neighbouring
Countries ........................................................................................................ 3-3
Table 3.1.3
Annual Growth Rate of Population of Namibia and Neighbouring
Countries ........................................................................................................ 3-4
Table 3.1.4
Growth Scenarios of Population for Namibia and Neighbouring
Countries ........................................................................................................ 3-5
Table 3.1.5 Growth Scenarios of Population for Main Countries .............................................. 3-5
Table 3.1.6
Historical and Projected Performance of GDP for Namibia and
Neighbouring Countries ................................................................................. 3-7
Table 3.1.7
Annual Growth Rate of GDP of Namibia and Neighbouring Countries ........ 3-7
Table 3.1.8
NDP3 Sub-Sector Growth Targets Baseline and Higher GDP Growth
Scenario.......................................................................................................... 3-8
Table 3.1.9
Growth Scenario of GDP for Namibia and Neighbouring Countries............. 3-9
Table 3.1.10
Growth Scenario of GDP for Main Countries ................................................ 3-9
Table 3.2.1
Relationship among Rail Corridor, Sea Port and Development Corridor .... 3-19
Table 3.3.1
Data for Model Building of the Imports....................................................... 3-22
Table 3.3.2
Data for Model Building of the Exports....................................................... 3-23
Table 3.3.3
Forecast of Total Cargo Volume of the Port of Walvis Bay.......................... 3-24
Table 3.3.4
Estimation for Rate of Containerized Cargo ................................................ 3-24
Table 3.3.5
Assumption of the Future Rates of Containerized Cargo............................. 3-25
Table 3.3.6
Forecast of Laden Container Cargo of Port of Walvis Bay .......................... 3-25
Table 3.3.7
Average Tonnage per TEU ........................................................................... 3-26
Table 3.3.8
Ratio of Empty Container............................................................................. 3-27
Table 3.3.9
Forecast of Total Container Cargo of Port of Walvis Bay (Disregarding
High Growth Rate of 2009).......................................................................... 3-28
Table 3.3.10
Forecast of Total Container of the Port of Walvis Bay (Incorporating
High Growth Rate of 2009).......................................................................... 3-28
Table 3.3.11
Summary of Container Cargo Demand Forecast (Without-the-Project) ...... 3-29
Table 3.3.12
Average Annual Growth Rate of Container Cargo Demand
(Without-the-Project) ................................................................................... 3-29
Table 3.4.1
Data for Model Building of the Transhipment ............................................. 3-30
Table 3.4.2
Results of Forecast for Transshipment Containers (Macro)......................... 3-30
Table 3.4.3
Result of Forecast of Transshipment Containers (Micro) ............................ 3-31
Table 3.4.4
Results of Captured Demand Forecast for Transshipment Containers at
Diversion Target Ports.................................................................................. 3-33
Table 3.5.1
Results of Forecast of Southern Angola Transit Containers......................... 3-34
Table 3.5.2
Container Throughputs for the Ports of Cape Town and Durban (2008) ..... 3-35
Table 3.5.3
GDP Comparisons between Major Inland Countries and South Africa
(2008) ........................................................................................................... 3-35
Table 3.5.4
Transit Cargo (Landed) Estimates for the Ports of Cape Town and
Durban (2008) .............................................................................................. 3-35
Table 3.5.5
Transit Cargo (Shipped) Estimates for the Ports of Cape Town and
Final Report
Durban (2008) .............................................................................................. 3-35

Historical Performance of Amounts of Export/Import for Major Inland
Countries ...................................................................................................... 3-36
Table 3.5.7
Forecast of Amounts of Import/Export for the Five Major Inland
Countries ...................................................................................................... 3-36
Table 3.5.8
Results of Forecast for Sustained Transition Transit Cargo
(Inland Country Exports).............................................................................. 3-37
Table 3.5.9
Results of Forecast for Sustained Transition Transit Cargo
(Inland Country Imports).............................................................................. 3-38
Table 3.5.10
Results of Forecast for Share Change in Transit Cargo Affected by
Captured Demand (Inland Country Exports) ............................................... 3-38
Table 3.5.11
Results of Forecast for Share Change in Transit Cargo Affected by
Captured Demand (Inland Country Imports) ............................................... 3-38
Table 3.6.1
Results of Micro Forecast for Port of Walvis Bay Container Cargo
(Medium-Growth Scenario) ......................................................................... 3-39
Table 3.6.2 Results of Micro Forecast for Walvis Bay Port Container Cargo Excluding
Captured Demand (Medium-Growth Scenario) ........................................... 3-39
Table 3.6.3
Results of Forecast for Captured Demand ................................................... 3-39
Table 3.6.4
Results of Micro-Forecast for Container Cargo, including Captured
Demand (Medium-Growth Scenario)........................................................... 3-40
Table 3.8.1
Modal Split of Total Container Cargo .......................................................... 3-41
Table 3.8.2
Modal Share of Total Container Cargo......................................................... 3-41
Table 3.8.3
Modal Split of Transit Container Cargo ....................................................... 3-42
Table 3.8.4
Modal Share of Transit Container Cargo...................................................... 3-42
Table 3.8.5
Modal Split of Import and Export Container Cargo..................................... 3-43
Table 3.8.6
Modal Share of Imports and Exports Container Cargo ................................ 3-43
Table 3.8.7
Share of Container Cargo Volume by Corridor ............................................ 3-43
Table 3.8.8
Projection of Railway Share by Corridor ..................................................... 3-44
Table 3.8.9
Demand Forecast of Inland Container Cargoes by Mode and by
Corridor (Base Case) .................................................................................... 3-45
Table 3.8.10
Modal Share of Inland Container Cargoes by Mode and by Corridor
(Base Case)................................................................................................... 3-46
Table 3.8.11
Measures for Increasing the Number of Trains (Transport Capacity).......... 3-47
Table 3.8.12
Demand Forecast of Inland Container Cargoes by Mode and by
Corridor (High Growth Case of Railway) .................................................... 3-48
Table 3.8.13
Modal Share of Inland Container Cargoes by Mode and by Corridor
(High Growth Case of Railway)................................................................... 3-49
Table 3.8.14
Demand Forecast of Container Cargoes of Trans-Cunene Corridor by
Railway......................................................................................................... 3-50
Table 3.8.15
Demand Forecast of Container Cargos of Trans-Caprivi Corridor by
Railway......................................................................................................... 3-50
Table 3.8.16
Demand Forecast of Container Cargos of Trans-Kalahari Corridor by
Railway......................................................................................................... 3-51
Table 3.8.17
Average Frequency of Freight Trains per Day by Corridor.......................... 3-52
Table 3.5.6
Table 4.2.1
Table 4.2.2
Table 4.2.3
Table 4.3.1
Table 4.3.2
Table 4.3.3
Expected Size of Container Vessels to Call at Walvis Bay............................. 4-6

Required Time for Ship to Call New Container Terminal.............................. 4-7
Required Ground Slots vs. Type of RTG vs. Container Throughput............ 4-10
Wave Height H1/3 (m) ................................................................................. 4-23
Proposed Design Soil Parameter for Subsoil along Northwest
Revetment: BH-6 & 7 .................................................................................. 4-24
Proposed Design Soil Parameter for Subsoil along Northeast
Revetment (Temporary Revetment for Future Expansion): BH-3 ............... 4-24
xi
Table 4.3.4
Table 4.3.5
Table 4.3.6
Table 4.3.7
Table 4.3.8
Table 4.3.9
Table 4.4.1
Table 4.5.1
Table 4.5.2
Table 4.5.3
Table 4.5.4
Table 4.5.5
Table 4.5.6
Table 4.5.7
Table 4.5.8
Table 4.5.9
Table 4.5.10
Table 4.6.1
Table 4.6.2
Table 4.7.1
Table 4.7.2
Table 4.7.3
Table 4.7.4
Table 4.7.5
Table 4.7.6
Table 4.7.7
Table 4.7.8
Table 4.7.9
Table 4.7.10
Table 4.7.11
Table 4.7.12
Table 4.7.13
Table 4.7.14
Table 4.7.15
Table 4.7.16
Table 4.7.17
Table 4.7.18
Table 4.7.19
Table 4.8.1
Table 4.8.2
Table 4.8.3
Table 4.8.4
Table 4.8.5
Table 4.8.6
Table 4.8.7
Table 4.8.8
Table 4.8.9
Final Report
Proposed Design Soil Parameter for Subsoil along Causeway

Revetment: BH-8.......................................................................................... 4-24
Proposed Design Soil Parameter for Subsoil along Quay Wall.................... 4-28
Selection of Fender Size............................................................................... 4-31
Container Loads ........................................................................................... 4-36
Equivalent Uniform Distributed Load for Container Stacking .................... 4-36
Design Vehicles and Equipment for Container Terminal ............................. 4-37
Construction Schedule.................................................................................. 4-47
Breakdown of Civil Works Cost (Phase-1) .................................................. 4-49
Breakdown of Civil Works Cost for Yard Expansion in 2015...................... 4-50
Breakdown of Equipment Procurement and Maintenance Costs ................. 4-51
Staffing Schedule (In Case of Use of Japanese ODA) ................................. 4-61
Breakdown of Consulting Services Cost...................................................... 4-62
Number of Staff Necessary for the Container Terminal Operation .............. 4-63
Average Annual Salary of Staffs of Namport ............................................... 4-63
Energy Consumption.................................................................................... 4-63
Preliminary Cost........................................................................................... 4-64
Project Cost by Year ..................................................................................... 4-65
Project Implementation Schedule (Use of Japanese ODA).......................... 4-67
Items of Equipment to be Required for Phase 1........................................... 4-69
Port Dues of Hypothetical 27,400 GT Container Vessel .............................. 4-74
Simplified Tariffs on Container Handling .................................................... 4-74
Details of Operating Income ........................................................................ 4-75
Cost and Revenue by year (FIRR of Scenario A)......................................... 4-78
Results of Sensitivity Analysis (FIRR of Scenario A).................................. 4-80
Results of Sensitivity Analysis (NPV of Scenario A) .................................. 4-80
Results of Sensitivity Analysis (B/C of Scenario A) .................................... 4-80
Conditions of ODA-loan for Namibia Walvis Bay Container Terminal
Project........................................................................................................... 4-81
Cases for Forecasted Financial Statements .................................................. 4-82
Income Statement (Case 1)........................................................................... 4-83
Cash Flow (Case 1) ...................................................................................... 4-85
Cash Flow (Case 2) ...................................................................................... 4-85
Cash Flow (Case 3) ...................................................................................... 4-86
Balance Sheet (Case 1)................................................................................. 4-86
Results of DSCR .......................................................................................... 4-88
Main Destined Countries of Container Cargoes by Shipping Route for
Exports of the Port of Walvis Bay ................................................................ 4-90
Main Originated Countries of Container Cargoes by Shipping Route
for Imports of the Port of Walvis Bay .......................................................... 4-91
Future Exports and Imports of Container Cargoes of the Port of Walvis
Bay Based on Scale Economy Cost Savings................................................ 4-92
Fuel Cost by Scale of Ship ........................................................................... 4-93
Transport Cost by Shipping Route ............................................................... 4-93
Transport Distance and Time by Shipping Route......................................... 4-93
Transport Cost by Shipping Route Without-the-Project............................... 4-94
Transport Cost by Shipping Route of With-the-Project and the Cost
Savings ......................................................................................................... 4-94
Average Handling Capacity of Crane........................................................... 4-95
xii
Table 4.8.10
Table 4.8.11
Table 4.8.12
Table 4.8.13
Table 4.8.14
Table 4.8.15
Table 4.8.16
Table 4.8.17
Table 4.8.18
Table 4.8.19
Table 4.8.20
Table 4.8.21
Table 4.8.22
Table 4.9.1
Table 4.9.2
Table 4.9.3
Table 4.9.4
Table 5.1.1
Table 5.1.2
Table 5.1.3
Table 5.1.4
Table 5.1.5
Table 5.1.6
Table 5.1.7
Table 5.1.8
Table 5.1.9
Table 5.1.10
Table 5.1.11
Table 5.1.12
Table 5.1.13
Table 5.1.14
Table 5.1.15
Table 5.1.16
Table 5.1.17
Table 5.1.18
Table 5.1.19
Table 5.1.20
Table 5.1.21
Table 5.1.22
Table 5.1.23
Table 5.1.24
Table 5.1.25
Table 5.1.26
Table 5.2.1
Table 5.2.2
Final Report
Handling Time and Cost at the Berth (Without)........................................... 4-96

Handling Time and Cost at the Berth (With) and Cost Savings for
Container Ship.............................................................................................. 4-96
Time Savings of Container Cargoes by Handling at the Berth .................... 4-97
Time Savings of Container Cargoes for Turnaround of Trailer in the
Container Yard.............................................................................................. 4-98
Cargo Handling Time in the Container Yard (Without) ............................... 4-99
Cargo Handling Time in the Container Yard (With)................................... 4-100
Time Savings of Container Cargoes in the Container Yard........................ 4-100
Increased Revenues from the Increased Demand of Transit and
Transhipment.............................................................................................. 4-101
Disbursement Schedule of Initial Investment (Financial Price)................. 4-104
Disbursement Schedule of Additional Investment (Financial Price).......... 4-105
Disbursement Schedule of Initial Investment (Economic Price)................ 4-106
Disbursement Schedule of Additional Investment (Economic Price) ........ 4-107
Cash Flow of Economic Cost and Benefits for the Walvis Bay
Container Terminal Development Project .................................................. 4-108
Targets of Transhipment and Transit Container ......................................... 4-110
Target of Annual Profits from the New Container Terminal ...................... 4-111
Target of Annual Number of Containers Transported by Train
(Base Case)................................................................................................. 4-112
Target of Annual Number of Containers Transported by Train
(High Growth Case) ................................................................................... 4-112
Conditions of Calculations ........................................................................... 5-13
Layouts of Expansion Plan........................................................................... 5-18
Summation of Data for Influence on Lagoon............................................... 5-33
Conditions of Calculations ........................................................................... 5-34
Sedimentation Results .................................................................................. 5-38
Calculation Area (Wide Area Calculation, Energy Equilibrium
Equation Model)........................................................................................... 5-45
Calculation Area (Detailed Area Calculation, Takayama Method) .............. 5-45
Largest Wave Recorded and Conditions....................................................... 5-50
Wave Incidence Conditions.......................................................................... 5-51
Calculation Results....................................................................................... 5-52
Harbour Shapes for Calculation ................................................................... 5-53
WW3 Statistical Analysis Data (Wave Height vs. Wave Direction) ............ 5-54
WW3 Statistical Analysis Data (Wave Period vs. Wave Direction)............. 5-54
Calculation Conditions ................................................................................. 5-55
Wide-Area Calculation Result...................................................................... 5-55
Original Plan ................................................................................................ 5-56
Alternative Plan A ........................................................................................ 5-57
Alternative Plan B ........................................................................................ 5-58
Operational Summary .................................................................................. 5-59
Original Plan Phase1 (Operation Rate: 99.9%)............................................ 5-60
Original Master Plan (Operation Rate: 99.7%) ............................................ 5-61
Alternative Plan A Phase1 (Operation Rate: 99.9%).................................... 5-62
Alternative Plan A Master Plan (Operation Rate: 99.9%) ............................ 5-63
Alternative Plan B Phase1 (Operation Rate: 89.8%).................................... 5-64
Alternative Plan B Master Plan (Operation Rate: 72.2%)............................ 5-65
Numerical Simulation of Waves................................................................... 5-66
Wave Height H1/3 (m) ................................................................................. 5-67
Type of Revetment for Contingent Alternatives........................................... 5-70
xiii
Table 5.4.1
Table 5.4.2
Table 5.4.3
Table 5.4.4
Table 5.5.1
Table 5.5.2
Table 5.6.1
Final Report
Summary of Project Costs for Original Plan and Contingent

Alternatives .................................................................................................. 5-82
Breakdown of Civil Works Cost for Contingent Alternative-A ................... 5-83
Breakdown of Civil Works Cost for Contingent Alternative-B.................... 5-84
Breakdown of Civil Works Cost for Contingent Alternative-C.................... 5-85
Annual Siltation Volume .............................................................................. 5-87
Evaluation of Alternative Expansion Plans .................................................. 5-89
Major Aspects among Port Expansion Plans................................................ 5-90
xiv
Abbreviations and Acronyms

AAGR
AfDB
B/C
BCLME
BH
CAF
CBD
Cc
CD
CD (section 2.7 only)
CIF
CLP
COD
CRBL
CRBS
CSD
CSIR
DCS
DSL
DMU
DMC
DRC
DSCR
DSL
DSR
DWT
EA
ECD
EIA
EIR
EIRR
EIU
EMA
EMC
EMP
EPC
EPZ
E/S
FIRR
FOB
F/S
FT
Average Annual Growth Rate

African Development Bank
Benefits Cost Ratio
Benguela Large Marine Environment
Borehole
Country Assistance Framework
Central Business District
compressive coefficient
chart datum
Conservation Dependent
Cost, Insurance and Freight
Container Load Plan
Chemical Oxygen Demand
Cross-border Cargo Landed
Cross-border Cargo Shipped
Cutter Suction Dredger
Council for Scientific and Industrial Research
Deep Sea Cargo Shipped
Deep Sea Cargo Landed
Diesel Multiple Unit
Delta Marine Consultants
Democratic Republic of the Congo
Debt Service Coverage Ratio
deep sea cargo landed
Draft Scoping Report
Dead Weight Tonnage
Environmental Assessment
Empty Container Depot
Environmental Impact Assessment
Equipment Interchange Receipt
Economic Internal Rate of Return
Economist Intelligence Unit
Environmental Management Act
Evergreen Line
Environmental Management Plan
Engineering, Procurement and Construction
Export Processing Zone
Engineering Study
Financial Internal Rate of Return
Free on Board
Feasibility Study
freight tonnes
xv
Final Report
ft.
GC24
GD
GDP
GDMC
GNN
GOMC
GPCN
GT
GODMC
GOMC
GON
GPCN
GT
HAT
HJCL
HPC
H
ICB
ICD
IFC
IMF
IRR
ISO
JBIC
JICA
JV
ICB
ITR
KfW
kg
kN
K Line
LAT
LC
L
LPG
m
MET
MDP
MHWS
MLWS
MME
Final Report
foot (customary unit of measurement)

Government Internal Registered Stock Matured in 2024
Grab Bucket Dredger
Gross Domestic Product
GDP of major countries of cargo destination
GDP of Namibia and Neighbouring and Land-locked
Countries
GDP of major countries of cargo origin
GDP per capita Namibia
gross tonnage
GDP of Major Countries of Origin and Destination
GDP of Major Countries of Cargo Origin
Government of Namibia
GDP per capita of Namibia
gross tonne
Highest Astronomical Tide
Hanjin Container Lines
Hamburg Port Consultant
Height
interlocking concrete blocks
Inland Container Depot
International Finance Corporation
International Monetary Fund
Internal Rate of Return
International Organization for Standardization
Japan Bank for International Cooperation
Japan International Cooperation Agency
joint venture
International Competitive Bid
Interim Report
Kreditanstalt fur Wiederaufbau
kilogram
kilonewton
Kawasaki Kisen Kaisha, Ltd.
Lowest Astronomical Tide
Least Concern
length
Liquefied Propane Gas
metre
Ministry of Environment and Tourism
Management and Development Plan
Mean High Water Spring Tide
Mean Low Water Spring Tide
Ministry of Mines and Energy
xvi
MOL
MOZAL
NAD
Namport
NDP3
NPA
NPV
NSCNP
NT
OD
ODA
OLT
OPX
OSBP
O&M
PA
PIANC
PIL
PPP
PTI
PWB
QGC
RAP
RCD
ROA
ROE
RSA
RTG
SABS
SACU
SADC
SADCL
SADCS
SANS
SARA
SATS
SC
SCF
SDI
SHREQ
SPT
Final Report
Mitsui OSK Lines

Mozambique Aluminium Smelter
Namibian Dollar
Namibian Ports Authority
Third National Development Plan
Nigeria Ports Authority
net present value
Namib-Skeleton Coast National Park
Near Threatened
Origin and Destination
Official Development Assistance of Japan
overland transportation
TransNamib Overnight Parcel Express
one-stop border post
Operating and Maintenance
Protected Area
Permanent International Association of Navigation
Congresses
Pacific International Lines
public private partnership
Pre Trip Inspection
Port of Walvis Bay
Quay Gantry Crane
Regional Action Plan
Reversed Circulation Drilling
Return on Assets
Return on Equity
Republic of South Africa
Rubber Tyred Gantry Crane
South African Bureau of Standards
South African Customs Unit
Southern African Development Community
Southern African Development Community Cargo
Landed
Southern African Development Community Cargo
Shipped
South African National Standards
South African Railway Association
South African Transport Services
Scoping Report
Standard Conversion Factor
Spatial Development Initiatives
Safety, Health, Risk, Environment, and Quality
Standard Penetration Test
xvii
STBC
t
TCC
TCIT
TEU
TEX
TIM
TNX
TOR
TPT
TRSH
TSHD
UK
UNDP
US
VTS
W
WBCG
WBNR
WQ
Final Report
Swaziland/South Africa Tourism and Biodiversity

Corridor
tonne
Trans-Caprivi Corridor
Tincan Terminal
Twenty-foot Equivalent Unit
Export of Total Cargoes
Imports of Total Cargo
TransNamib Express
Terms of Reference
Transnet Port Terminal
Transhipment Cargo
Trailer Suction Hopper Dredger
United Kingdom
United Nations Development Programme
United States of America
Vessel Traffic Control System
width
Walvis Bay Corridor Group
Walvis Bay Nature Reserve
water quality
xviii
Chapter 1
Introduction
After its harbour was deepened in 2000, the Port of Walvis Bay began attracting more container
cargo. It is expected that the throughput will reach almost 260,000 TEU per year in 2009.
Although the container stacking yard is being expanded, the throughput may reach the limit of
the handling capacity of the exiting port facilities in 2012 if the trend continues. To ensure that
the Port of Walvis Bay will play a role as a container transhipment hub on the west coast of
Africa as well as the role of a gateway to land-locked countries, the Namibian Ports Authority
(Namport) has launched a new container terminal project laid offshore at the south end of the
port premises in 2007. In 2008, Namport conducted the pre-feasibility study for the project.
In late 2008, the Japan International Cooperation Agency (JICA) discussed with Namport the
technical assistance required to conclude the feasibility study for the project and both parties
agreed to the minutes of the meeting for implementing such assistance. Based on the agreed
minutes, JICA dispatched a team of experts (JICA Study Team) in early March of 2009. Since
then, the team has been carrying out site investigations, data collection, analyses of collected
data and information and evaluation of all aspects of the project except for the environmental
impacts assessment (EIA) for which Namport has employed a consulting group.
This Final Report details all the aspects of the development of the new container terminal
ranging from the demand forecast of container throughput to the determination of the physical
dimensions of the container terminal, from the site investigations of subsoil, waves and currents
to the basic design of the port facilities and cost estimate of both the initial investment and
terminal operation, and from the economic and financial analyses of the project to the
recommendations for the project implementation. The report also covers the study on the
contingent alternatives, which will be useful in case the new container terminal has to be located
at a different site to avoid excessive environment impacts to the nearby lagoon protected by the
Ramsar Convention.
Chapter 2 of this report will lead the reader to the comprehensive understanding of the physical
and socio-economic background of the new container terminal project. Among others, this
chapter details the socio-economic conditions of the Namibia and her neighbouring countries,
the current transport networks both maritime and on-land in connection with the Port of Walvis
Bay, the financial status of Namport, and the natural and environmental conditions at and
around the vicinity of the project site.
Chapter 3 deals with the demand forecast based on the future socio-economic frameworks of
Namibia and her neighbouring countries. The forecast consists of the estimated future container
throughput of the Port of Walvis Bay and modal split of the future on-land container transport
from the port.
Chapter 4 discusses the physical development of the new container terminal. Among others, it
provides the recommended layout of the terminal facilities, basic design of main structures like
the quay wall, slope protection of the reclaimed land, construction and operation costs, and the
economic and financial analyses of the project. This chapter describes indicative targets as
guidelines for the terminal operation as well as the project effectiveness of the new container
terminal.
Chapter 5 discusses the alternative port developments which are contingent to the original one.
Two potential alternatives are laid out and subjected to the construction planning, cost estimate,
numerical simulation of currents, waves and seabed morphology. Pros and cons of each
alternative are discussed and the recommendable alternative is selected.
1-1
Chapter 1
All the corrections, revisions, modifications suggested by Namport and other government and
non-government agencies, individuals and firms involved in the project has been incorporated
into this Final Report.
1-2
Chapter 2
Project Background
2.1
Current Socio-Economic Situation in Namibia and in Neighbouring

Countries
2.1.1
Socio-Economic Situation in Namibia
(1)
Key Economic Indicators
The main economic indicators for Namibia are summarized in Tables 2.1.1, 2.1.2 and 2.1.3.
Table 2.1.1 Main Economic Indicators of Namibia (1)
Real GDP (N$, bil.)a
Real GDP growth rate (%)
Real GDP per capita (N$) a
Nominal GDP (N$, bil.)
Nominal GDP (US$, bil.)
Nominal GDP per capita (N$)
Nominal GDP per capita (US$)
Inflation
(Average consumer prices, %)
Population (Million persons)
2001 b
27.444
1.171
14,220
30.538
3.550
15,823.19
1,839.24
2002 b
28.759
4.792
14,673
35.430
3.368
18,075.82
1,718.23
2003 b
29.983
4.255
15,097
37.306
4.932
18,784.83
2,483.22
2004 b
33.661
12.267
16,753
42.679
6.617
21,241.25
3,293.27
2005 b
34.500
2.492
17,629
46.176
7.258
23,594.98
3,708.56
2006 b
36.967
7.153
18,558
54.013
7.982
27,115.49
4,006.90
2007 b
38.466
4.054
18,968
61.456
8.711
30,304.00
4,295.52
9.266
1.930
11.282
1.960
7.152
1.986
4.147
2.009
2.261
1.957
5.053
1.992
6.728
2.028
2008 c
39.572
2.875
34,071.82
69.671
8.456
34,071.82
4,135.39
2009 c
39.281
0.735
36,171.64
74.578
7.458
36,171.64
3,617.16
2010 c
39.988
1.800
38,747.30
80.552
7.655
38,747.30
3,682.17
2011 c
40.951
2.407
41,178.56
86.317
7.894
41,178.56
3,766.06
2012 c
42.08
2.757
43,637.57
92.23
8.133
43,637.57
3,848.08
2013 c
43.363
3.049
46,607.54
99.325
8.435
46,607.54
3,958.08
2014 c
44.7
3.085
49,926.31
107.281
8.736
49,926.31
4,065.72
6.328
2.079
4.720
2.096
4.317
2.114
4.717
2.131
5.017
2.149
Real GDP (N$, bil.)

Real GDP per capita (N$) a
Nominal GDP (N$, bil.)
Nominal GDP per capita (N$)
Inflation
(Average consumer prices, %)
10.345
9.117
2.045
2.062
Source: IMF, World Economic Outlook Database, 2009
Note: a: Base year is 2000, b: Actual, c: Forecasted.
Table 2.1.2 Main Economic Indicators of Namibia (2)

Consumer price inflation (ave.; %)
Current-account balance (US$, m)
Exchange rate (ave.; N$:US$)
External debt (year-end; US$ m)
Source: EIU, Country Profile 2008 Namibia
2003
7.2
204
7.6
1,013
2004
4.1
384
6.4
1,145
2005
2.3
269
6.4
1,366
2006
5.1
999
6.8
1,427
2007
6.7
805
7.0
1,103
Table 2.1.3 Real Gross Domestic Product by Sector
Agriculture & Fishing

Fishing
Industry
Mining
Manufacturing
Services
Government
Financial
2003
11.4
5.6
28.5
9.5
12.4
60.1
22.0
12.7
2004
10.4
4.7
29.7
10.6
12.1
59.9
21.6
13.2
2-1
2005
12.1
5.4
28.0
9.5
11.3
59.9
21.7
13.4
2006
11.4
4.6
34.0
14.3
12.7
54.6
19.6
12.0
(Unit: % of GDP)
2007
11.7
4.6
36.3
13.7
15.8
52.0
18.7
11.7
Chapter 2
Significant aspects of the Namibian economy include:1

!
!
!
!
(2)
The real GDP of Namibia grew steadily since Namibia was founded in 1990, and the
annual growth rate of real GDP between 2000 and 2007 is more than 2.3%. Real GDP
per capita steadily increased at the same time.
Government services account for the largest contribution to GDP. However, industries,
particularly mining and manufacturing, increased their share of GDP recently.
Mining, mainly of diamonds and uranium, is the main industry in Namibia. It accounts
for 60% of Namibian exports.
Owing to low rainfall and the absence of perennial rivers except along the northern and
southern borders, agriculture is highly susceptible to drought and the water supply to
expanding towns and industries is increasingly threatened. Around 70% of the
population in Namibia is engaged in agriculture.
Key Social Indicators
Important social indicators for Namibia are summarized in Table 2.1.4.

Table 2.1.4 Significant Social Indicators of Namibia
Item
Population in 2007
Surface area
Population density
Population growth rate 20052010
Population aged 0-14 years
Population aged 60+ years
Sex ratio
Life expectancy at birth 20052010
Urban population
Urban population growth rate 20002005
Rural population growth rate 20002005
Primary-secondary gross enrolment ratio
Unit
(projected, 000)
(sq. km.)
(per square km)
(% per annum)
(%, 2006)
(women/men, % of total, 2006)
(men per 100 women, 2006)
(women/men, 2006)
(%, 2006)
(% per annum, 2006)
(% per annum, 2006)
(women/men, per 100, 2006)
2,074
824,292
2.5
1.3
37.0
6.0/5.0
97.4
53/52
35
3.0
0.6
84/81
Source: United Nations Statistics Division
Significant points concerning Namibian society include:2

!
!
!
(3)
Namibia won independence from South Africa in 1990.

The territory of Namibia is one of the largest in Sub-Saharan Africa, but its population
is one of the smallest. Namibia has a low average population density of 2.5 per sq km
(compared to an average in Sub-Sahara Africa of 28 per sq km).
The growth rate of the population has decreased from 2.5% to 1.0% in the period from
20002007. One of the main reasons is HIV/AIDS. The life expectancy fell from 63
years in 1990 to 47 in 2005.
As Namibias road network is generally well maintained, and its rail, harbour and air
services are by and large efficiently operated, Namibias economy is largely free from
transportation bottlenecks.
Export and Import
Namibias trade composition and main trading partners are summarized in Tables 2.1.5 and
2.1.6. Total exports including others increased from 1,265 million US dollars to 3,087 million
1
2

2-2
Chapter 2
US$ during from 2002 to 2006, a growth rate of 2.4 times. The most rapid growth rate is
recorded by refined zinc at 16.7 times followed by other manufactures at 2.8 times and other
exports have increased by around 2 times. The largest share is in diamonds at 32.6% followed
by fish at 18.5% and refined zinc & copper at 13.5% and so on in 2006. Total imports including
others increased from US$ 1,389 million to US$ 3,211 million by 2.3 times which is the almost
the same growth rate of the exports. The highest growth is indicated by mineral fuels &
lubricants by 4.0 times followed by vehicles & transport equipment at 2.7 times and food, live
animals, beverages & tobacco at 2.5 times. The highest share of imports is occupied by
machinery & electrical goods as 18.4% followed by mineral fuels & lubricants as 18.3% and so
on. It could be observed that most commodities of exports and imports have grown in balance
without a much different growth rate except refined zinc & copper in the exports and mineral
fuels & lubricants in the imports.
Export partners principally include the UK at 25.6% followed by South Africa at 24.7%. These
two countries occupy around 50% of all exports in 2006. Most imports come from South Africa
at 82.4% and the shares of other countries are extremely low. It is evident that the economy of
Namibia is heavily depending on products from South Africa.
Table 2.1.5 Composition of Trade of Namibia
2002
2003
2004
2005
(Unit: US$ m)
Growth Rate
(2002-2006)
2006
Exports FOB
Diamonds
495
471
765
789
1,005
Fish
296
499
518
580
572
25
45
141
238
418
Other manufactures
141
219
250
367
398
Metal ores incl. uranium
162
145
196
240
349
2.0
1.9
16.7
2.8
2.2
112
159
196
260
254
2.3
1,265
1,591
2,142
2,551
3,087
2.4
169
274
435
435
417
2.5
147
221
278
406
587
253
356
459
458
590
4.0
2.3
2.7
2.3
Refined zinc & copper
Live animals, meat & animal

products
Total incl. others
Imports CIF
Food, live animals, beverages &
tobacco
Mineral fuels & lubricants
Machinery & electrical goods
Vehicles & transport equipment
Total incl. others
190
267
384
494
514
1,389
2,217
2,561
2,818
3,211
Table 2.1.6 Main Trading Partners of Namibia

(Unit: % of total)
Exports FOB to
South Africa
UK
Angola
Spain
Imports CIF from
South Africa
UK
Germany
Switzerland
2002
2003
2004
2005
2006
25.4
24.6
14.6
12.1
22.3
18.4
22.0
14.2
25.8
21.7
9.7
6.8
30.5
20.5
7.2
7.2
24.7
25.6
5.7
6.0
77.3
2.6
3.1
1.2
81.5
1.2
2.1
0.5
85.3
2.6
1.8
0.4
83.2
1.1
1.9
0.8
82.4
0.8
2.2
0.8
2-3
(4)
Chapter 2
Industrial Development Plans
The Namibian government approved the Third National Development Plan (NDP3) in June
2008. Namibias Vision 2030 provides the overall framework for the development of the
country and the NDP3 is the first systematic attempt to translate the Vision into actionable
policies and programmes. Its main theme is Accelerated Economic Growth and Deepening
Rural Development.
NDP3 sets a GDP growth target averaging 5% per annum with no new policy interventions and
a higher GDP growth target of 6.5% per annum predicated on a number of new policy
interventions and actions. Secondary and tertiary industries are projected to be the main drivers
of growth.
2.1.2
Socio-Economic Situation in Neighbouring CountriesAngola, Botswana,

Democratic Republic of the Congo (DRC), South Africa, Zambia and
Zimbabwe
The locations of Namibia and her neighbouring countries are shown in Figure 2.1.1. In
comparison with Namibia, significant indicators for these countries are summarized in Table
2.1.7.
Source: Google Earth
Figure 2.1.1 Map of Namibia and Neighbouring Countries
2-4
Chapter 2
Table 2.1.7 Main Indicators of Namibia and Neighbouring Countries

Namibia
Angola
Botswana
DRC
South
Africa
Zambia
Zimbabwe
Real GDP growth rate

(2007, %)a
4.054
20.280
4.434
6.257
5.098
6.259
6.092
Nominal GDP
(2007, US$, bil.)a
8.711
59.263
12.339
9.969
283.381
11.411
11.977
Nominal GDP per
capita (2007, US$) a
4,296
3,629
7,005
163
5,922
939
55
Export
(2006, FOB, US$ m) b 3,087
31,084
4,587
2,319
58,255
3,819
1,680d
Import
(2006, CIF, US$ m) b
3,211
8,778
3,043
2,740
67,699
3,022
989d
Population in 2007
(000) c
2,074
17,024
1,882
62,636
48,577
11,922
13,349
Surface area
(square kms) c
824,292
1,246,700 581,730
2,344,858 1,221,037 752,618
390,757
Population density
(per square km) c
2.5
13.7
3.2
26.7
39.8
15.8
34.2
Urban population
(%, 2006) c
35
53
57
32
59
35
36
Source: a: IMF, World Economic Outlook Database, 2009; b: EIU, Country Profile 2008 for each country;
c: United Nations Statistics Division, d: The latest available data is for 2004, and these figures are for that year only.
(1)
Key Economic Indicators
1)
Angola
The main economic indicators for Angola are summarized in Tables 2.1.8, 2.1.9 and 2.1.10.
Table 2.1.8 Main Economic Indicators of Angola (1)
a
Real GDP (Kwanzas, bil.)

Real GDP per capita (Kwanzas) a
Nominal GDP (Kwanzas, bil.)
Nominal GDP per capita
(Kwanzas)
Inflation (Average consumer
prices, %)
a
2001 b
94.546
3.142
6,885.84
197.11
8.936
2002 b
108.286
14.532
7,662.01
497.63
11.386
2003 b
111.869
3.308
7,690.14
1,041.23
13.956
2004 b
124.379
11.183
8,306.68
1,652.05
19.800
2005 b
150.017
20.613
9,733.68
2,669.89
30.632
2006 b
177.865
18.563
11,211.95
3,629.67
45.168
2007 c
213.935
20.280
13,101.65
4,545.86
59.263
14,356
650.82
35,211
805.66
71,577
959.39
110,333
1,322.32
173,233
1,987.53
228,801
2,847.20
278,394
3,629.35
152.586
13.731
108.893
14.133
98.342
14.547
43.559
14.973
22.961
15.412
13.305
15.864
12.249
16.329
2008 c
245.594
14.798
14,612.09
6,256.54
83.384
2009 c
236.800
3.580
13,678.55
4,852.34
65.911
2010 c
258.850
9.312
14,516.74
5,921.27
83.352
2011 c
286.719
10.766
15,611.31
7,024.30
98.924
2012 c
302.958
5.664
16,015.05
7,848.88
107.579
2013 c
322.773
6.540
16,565.55
8,898.09
118.986
2014 c
342.404
6.082
17,061.24
10,026.08
129.198
332,075
4,674.52
382,460
5,386.22
414,910
5,686.90
456,674
6,106.66
499,578
6,437.63
8.898
17.831
6.349
18.366
4.727
18.917
4.500
19.485
0.000
20.069
Real GDP (Kwanzas, bil.)

Real GDP per capita (Kwanzas) a
Nominal GDP (Kwanzas, bil.)
(Kwanzas)
372,245
280,291
4,961.08
3,807.31
prices, %)
12.465
12.120
16.808
17.312
Note a: Base year is 2000; b: Actual; c: Forecasted
2-5
Chapter 2
Table 2.1.9 Main Economic Indicators of Angola (2)

2003
98.2
719
83.5
8,695
Consumer price inflation (ave. %)

Exchange rate (ave. Kwanzas: US$)
2004
43.5
686
87.2
9,338
2005
24.8
5,138
80.4
11,775
2006
11.7
10,690
80.4
9,516
2007
12.2
14,000
76.7
8,357
Source: EIU, Country Profile 2008 Angola
Table 2.1.10 Real Gross Domestic Product by Sector in Angola

(Unit: % of GDP)
Agriculture & Fishing

Industry
Services
2003
11.2
66.0
22.8
2004
11.5
65.6
22.9
2005
11.2
67.4
21.4
2006
11.0
67.5
21.5
2007
10.2
69.2
20.6
Significant indicators of Angolas economy include:3

!
!
!
2)
Angola has large reserves of oil, gas, and diamonds.

Its economy is dominated by the offshore oil sector, which accounts for 60% of GDP
and 95% of exports.
The agricultural and manufacturing sectors are not nearly as developed.
Botswana
The main economic indicators of Botswana are summarized in Tables 2.1.11, 2.1.12 and 2.1.13.
Table 2.1.11 Main Economic Indicators of Botswana (1)
a
Real GDP (Pula, bil.)

Real GDP per capita (Pula) a
Nominal GDP (Pula, bil.)
Nominal GDP per capita (Pula)
prices, %)
2001 b
29.742
3.495
17,916.70
35.244
6.063
21,231.33
3,652.51
2002 b
32.405
8.955
19,301.44
38.546
6.111
22,959.03
3,639.91
2003 b
34.449
6.309
20,287.68
40.029
8.116
23,573.75
4,779.56
2004 b
36.499
5.950
21,261.54
47.155
10.061
27,468.83
5,860.70
2005 b
37.096
1.635
21,425.19
52.449
10.363
30,292.12
5,985.00
2006 b
38.997
5.123
22,344.22
65.692
11.298
37,640.37
6,473.25
2007 c
40.726
4.434
23,119.91
75.728
12.339
42,990.43
7,005.10
6.565
1.660
8.026
1.679
9.185
1.698
6.988
1.717
8.610
1.731
11.553
1.745
6.565
1.660
2008 c
40.726
4.434
23,119.91
75.728
12.339
42,990.43
7,005.10
2009 c
41.925
2.946
23,527.49
91.213
13.461
51,186.52
7,554.24
2010 c
37.554
10.426
20,832.42
77.291
9.761
42,875.48
5,414.97
2011 c
42.941
14.345
23,547.07
91.448
10.732
50,145.91
5,884.92
2012 c
45.310
5.517
24,560.65
100.874
11.356
54,679.29
6,155.76
2013 c
48.382
6.779
25,924.27
111.787
12.177
59,898.51
6,524.61
2014 c
52.621
8.762
27,871.92
126.882
13.410
67,206.25
7,102.71
8.115
1.803
5.247
1.824
4.457
1.845
4.105
1.866
4.049
1.888
Real GDP (Pula, bil.)

Real GDP per capita (Pula) a
Nominal GDP (Pula, bil.)
Nominal GDP per capita (Pula)
prices, %)
7.077
12.623
1.761
1.782
2-6
Chapter 2
Table 2.1.12 Main Economic Indicators of Botswana (2)

2007
7.1
2.2
6.14
0.4
Consumer price inflation (av; %)

Current-account balance (US$, bil.)
Exchange rate (av; Pula: US$)
External debt (year-end; US$ bil.)
Source: EIU, Country Profile 2008 Botswana
Table 2.1.13 Real Gross Domestic Product by Sector

(Unit: % of GDP)
Agriculture, forestry & fishing

Mining & quarrying
Manufacturing
Electricity & water
Construction
Trade, hotels & restaurants
Transport & communications
Financial and business services
Government services
Social & personal services
2002/03
2.2
37.3
3.9
2.4
5.0
11.2
3.3
10.4
16.4
3.5
2003/04
2.2
35.4
3.9
2.5
4.9
11.4
3.3
10.6
17.0
3.7
2004/05
1.8
38.8
3.6
2.4
4.5
10.2
3.1
10.4
16.3
3.8
2005/06
1.8
39.4
3.3
2.4
4.2
10.6
3.5
10.2
16.5
3.9
2006/07
1.7
42.0
3.5
2.8
4.0
10.5
3.7
9.7
15.0
3.5

Note: Years ending June 30th.
Significant points for the economy of Botswana include:4

!
3)
Botswanas economy has been built on the diamond-mining industry, and this sector
still dominates: mining contributed 42% of the GDP in the 2006/07 national accounts
year (JulyJune). Expansion in mineral production has led to an average real GDP
growth of 5.7% between 2002 and 2007.
The fledgling downstream diamond industry, including the marketing, cutting and
polishing of rough diamonds, is growing and can take advantage of the large existing
supply of diamonds in the country.
Democratic Republic of the Congo (DRC)
The main economic indicators of DRC are summarized in Tables 2.1.14, 2.1.15 and 2.1.16.
Table 2.1.14 Main Economic Indicators of DRC (1)
a
Real GDP (Francs, bil.)

Real GDP per capita (Francs) a
Nominal GDP (Francs, bil.)
Nominal GDP per capita (Francs)
prices, %)
2001 b
290.827!
2.100!
5,668.25!
1,407.55!
5.155!
27,433!
100.473!
2002 b
300.914!
3.468!
5,709.32!
1,922.20!
5.539!
36,470!
105.091!
2003 b
318.341!
5.791!
5,870.11!
2,298.66!
5.681!
42,386!
104.747!
2004 b
339.479!
6.640!
6,078.09!
2,609.72!
6.561!
46,725!
117.462!
2005 b
366.242!
7.884!
6,364.03!
3,427.06!
7.223!
59,551!
125.517!
2006 c
386.702!
5.586!
6,523.83!
4,113.98!
8.785!
69,405!
148.212!
2007 c
410.896!
6.257!
6,730.10!
5,144.04!
9.969!
84,255!
163.284!
357.280!
51.308!
25.316!
52.706!
12.817!
54.231!
4.001!
55.853!
21.394!
57.549!
13.211!
59.275!
16.713!
61.053!
2-7
2008 c
436.361
6.197
6,939.02
6,526.48
11.589
103,784
184.281
2009 c
448.125
2.696
6,918.54
8,322.05
11.223
128,483
173.271
Real GDP (Francs, bil.)

Real GDP per capita (Francs) a
Nominal GDP (Francs, bil.)
Nominal GDP per capita (Francs)
prices, %)
17.966
33.908
62.885
64.772
Chapter 2
2010 c
472.955
5.541
7,089.20
10,923.23
12.158
163,730
182.238
2011 c
510.627
7.965
7,430.95
13,366.41
13.357
194,516
194.374
2012 c
544.804
6.693
7,697.40
15,752.08
14.520
222,557
205.155
2013 c
592.843
8.817
8,132.16
18,697.21
16.110
256,474
220.979
2014 c
637.226
7.486
8,486.38
22,897.45
18.482
304,941
246.140
19.895
66.715
13.500
68.716
10.500
70.778
9.000
72.901
8.750
75.088
Table 2.1.15 Main Economic Indicators of DRC (2)

Exchange rate (av; Francs: US$)
2003
12.9
83
405
11,254
2004
4.0
157
396
11,434
2005
21.3
755
474
10,600
2006
13.1
653
468
11,201
2007
16.9
873
517
11,760
Source: EIU, Country Profile 2008 Democratic Republic of Congo
Table 2.1.16 Real Gross Domestic Product by Sector in the DRC

(Unit: % of GDP)
Primary sector
Agriculture, forestry, hunting & fishing
Mining
Secondary sector
Manufacturing
Construction
Tertiary sector
Government
Financial
2002
58.3
47.0
11.2
10.0
4.2
5.0
29.7
17.2
4.1
2003
57.1
45.1
12.1
11.1
4.4
5.8
29.9
17.6
4.9
2004
55.6
42.5
13.1
11.9
4.5
6.7
30.4
18.8
5.2
2005
54.6
41.0
13.5
12.2
4.6
6.9
31.1
20.3
5.4
2006
53.1
40.3
12.8
12.2
4.4
7.1
32.5
22.3
6.0
Significant points for the economy of the DRC include:5

!
!
4)
Although mining has traditionally dominated the economy, it now contributes only
around 14% to the GDP. More than 40% of the GDP is contributed by agriculture and
logging.
Real GDP growth averaged 6.4% in 200307 and is expected to accelerate as new
mining ventures enter production following heavy foreign investment.
South Africa
Significant economic indicators of South Africa are summarized in Tables 2.1.17, 2.1.18 and
2.1.19.
2-8
Chapter 2
Table 2.1.17 Main Economic Indicators of South Africa (1)

Real GDP (Rand, bil.)a
Real GDP per capita (Rand) a
Nominal GDP (Rand, bil.)
Nominal GDP per capita (Rand)
prices, %)
2001 b
947.373
2.735
21,037.57
1,020.01
118.563
22,650.50
2,632.83
2002 b
982.121
3.668
21,565.74
1,168.70
111.130
25,662.68
2,440.23
2003 b
1,012.760
3.120
22,011.87
1,260.69
166.655
27,400.49
3,622.15
2004 b
1,062.030
4.864
22,858.58
1,395.37
216.340
30,033.28
4,656.40
2005 b
1,114.760
4.965
23,774.81
1,543.98
242.676
32,928.88
5,175.63
2006 b
1,174.080
5.321
24,774.28
1,745.22
257.894
36,825.91
5,441.82
2007 b
1,233.930
5.098
25,787.08
1,999.09
283.381
41,777.57
5,922.20
5.700
45.032
9.177
45.541
5.806
46.010
1.392
46.461
3.393
46.888
4.688
47.391
7.090
47.851
2010 c
1,291.78
1.902
25,958.03
2,654.08
249.524
53,333.25
5,014.14
2011 c
1,342.26
3.908
26,679.07
2,933.58
261.982
58,308.46
5,207.20
2012 c
1,400.32
4.325
27,530.19
3,243.31
277.569
63,763.38
5,456.98
2013 c
1,463.25
4.494
28,454.38
3,597.69
295.430
69,960.77
5,744.94
2014 c
1,527.62
4.400
29,383.02
3,999.32
313.599
76,924.83
6,031.91
5.647
49.764
4.975
50.311
4.574
50.865
4.755
51.424
5.079
51.990
2008 c
2009 c
Real GDP (Rand, bil.) a
1,271.72
1,267.67
3.062
0.318
Real GDP per capita (Rand) a
26,120.26 25,753.86
Nominal GDP (Rand, bil.)
2,283.78
2,433.15
277.188
243.315
Nominal GDP per capita (Rand)
46,907.33 49,431.55
5,693.27
4,943.16
prices, %)
11.504
6.119
48.687
49.223
Table 2.1.18 Main Economic Indicators of South Africa (2)

Exchange rate (av; Rand: US$)
2003
6.8
1,903
7.6
27,423
2004
4.3
7,003
6.4
27,112
2005
3.9
9,722
6.4
31,099
2006
4.6
16,487
6.8
35,549
2007
6.5
20,631
7.0
37,755
Source: EIU, Country Profile 2008 South Africa
Table 2.1.19 Real Gross Domestic Product by Sector in South Africa

(Unit: % of GDP)
Agriculture
Industry
Services
2003
3.6
31.6
64.8
2004
3.2
30.8
66.0
2005
2.7
30.8
66.4
2006
2.8
31.2
66.0
2007
3.2
31.3
65.5
Significant points for South Africas economy include:6

!
!
!
!
6
South Africa is well endowed with natural resources. The countrys mineral wealth is
significant, with gold, platinum, coal, iron and diamonds being some of its key exports.
The distribution of income in South Africa is among the most unequal in the world,
although a sizable working and black middle class is emerging.
South Africa, best known for its precious metals, fruit and wine, has moved from an
economy dominated by mining and agriculture to one in which manufacturing and
financial services contribute the larger share of GDP.
The economy has been growing in recent years, mainly with the backing of strong
consumer demand and an investment boom.
2-9
5)
Chapter 2
Zambia
Significant economic indicators for Zambia are summarized in Tables 2.1.20, 2.1.21 and 2.1.22.
Table 2.1.20 Main Economic Indicators of Zambia (1)
Real GDP (Kwacha, bil.)a
Real GDP per capita (Kwacha) a
Nominal GDP (Kwacha, bil.)
(Kwacha)
prices, %)
a
2001 b
10,564.63
4.894
1,001,652
13,132.70
3.640
2002 b
10,913.61
3.303
1,010,497
16,260.30
3.775
2003 b
11,472.30
5.119
1,037,486
20,479.20
4.326
2004 b
12,091.21
5.395
1,067,829
25,997.45
5.440
2005 b
12,733.34
5.311
1,098,182
32,456.25
7.271
2006 b
13,529.08
6.249
1,139,464
39,223.10
10.893
2007 b
14,375.91
6.259
1,182,408
45,669.00
11.411
1,245,135
345.114
1,505,549
349.565
1,852,017
391.216
2,295,952
480.392
2,799,177
627.126
3,303,498
917.417
3,756,243
938.556
21.700
22.200
21.402
17.968
18.325
9.019
10.657
2008 c
15,240.90
6.017
1,224,173
53,706.34
14.323
2009 c
15,856.38
4.038
1,243,759
60,232.00
12.992
2010 c
16,577.48
4.548
1,269,845
68,593.00
15.343
2011 c
17,410.41
5.025
1,302,391
76,525.00
16.909
2012 c
18,445.21
5.944
1,347,460
85,399.00
18.695
2013 c
19,547.57
5.976
1,394,521
95,086.00
20.518
2014 c
20,709.02
5.942
1,442,753
100,736
21.311
5,254,266
1,175.26
5,724,475
1,264.85
6,238,572
1,365.68
6,783,424
1,463.73
7,018,061
1,484.67
8.346
13.055
11.058
5.906
13.368
11.323
5.000
13.689
11.595
5.000
14.017
11.873
5.000
14.354
12.158
Real GDP (Kwacha, bil.)

Real GDP per capita (Kwacha) a
Nominal GDP (Kwacha, bil.)
(Kwacha)
4,313,777 4,724,540
1,150.47
1,019.07
prices, %)
12.446
12.179
12.450
12.749
10.547
10.800
Note: a: Base year is 2000; b: Actual; c: Forecasted
Table 2.1.21 Main Economic Indicators of Zambia (2)

Exchange rate (av; Kwacha : US$)
2003
21.4
!405
4,733.3
6,800
2004
18.0
!389
4,778.9
7,455
2005
18.3
!417
4,463.5
5,378
2006
9.0
433
3,603.1
2,325
2007
10.6
!228
4,002.5
2,596
Source: EIU, Country Profile 2008 Zambia
Table 2.1.22 Real Gross Domestic Product by Sector in Zambia

(% of GDP)
Agriculture
Industry
Services
2003
22.8
27.1
50.1
2004
20.8
26.8
52.4
2005
18.5
25.1
56.3
2006
17.9
25.9
56.2
2007
17.4
26.1
56.5
Significant points for Zambias economy include:7

!
The combination of privatization and surging international prices has provided a

dramatic boost to copper mining in Zambia over the past few years. This has also had a
positive knock-on effect on the manufacturing, wholesale and retail sectors.
2-10
6)
Chapter 2
Trends in copper prices and production have a significant influence on the merchandise
trade balance. The increased levels of investment since privatization in 2000 are now
yielding results in terms of higher copper production, which, combined with the boom
in prices, has lifted total exports.
Zimbabwe
The main economic indicators of Zimbabwe are summarized in Tables 2.1.23, 2.1.24 and 2.1.25.
Table 2.1.23 Main Economic Indicators of Zimbabwe (1)
Real GDP (Z$, bil.)a
Real GDP per capita (Z$) a
Nominal GDP (Z$, bil.)
Nominal GDP per capita (Z$)
prices, %)
2001 b
0.352
!2.672
30.149
0.71
12.883
61
316.494
2002 b
0.336
!4.370
28.909
1.70
30.856
146
201.128
2003 b
0.301
!10.363
25.631
5.52
10.515
469
158.059
2004 c
0.291
!3.557
24.785
23.95
4.713
2,042
332.788
2005 c
0.279
!3.953
23.805
77.71
4.627
6,624
209.560
2006 c
0.264
!5.422
22.514
820.72
5.596
69,958
122.526
2007 c
0.248
!6.092
21.143
81,331.16
11.977
6,932,608
54.616
73.39
11.666
133.22
11.635
365.05
11.763
349.99
11.732
237.82
11.732
1,016.68
11.732
10,452.56
11.732
2010 c
n/a
n/a
n/a
n/a
n/a
n/a
n/a
2011 c
n/a
n/a
n/a
n/a
n/a
n/a
n/a
2012 c
n/a
n/a
n/a
n/a
n/a
n/a
n/a
2013 c
n/a
n/a
n/a
n/a
n/a
n/a
n/a
2014 c
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
2008 c
2009 c
Real GDP (Z$, bil.) a
n/a
n/a
n/a
n/a
Real GDP per capita (Z$) a
n/a
n/a
Nominal GDP (Z$, bil.)
n/a
n/a
n/a
n/a
Nominal GDP per capita (Z$)
n/a
n/a
n/a
n/a
prices, %)
n/a
n/a
n/a
n/a
Table 2.1.24 Main Economic Indicators of Zimbabwe (2)

2006
1,033.5
!532.0
162.07
4,677.0

Exchange rate (av; Z$:US$)
Source: EIU, Country Profile 2008 Zimbabwe
Table 2.1.25 Real Gross Domestic Product by Sector in Zimbabwe

(Unit: % of GDP)
Agriculture & fishing

Industry
Manufacturing
Services
2003
20.1
26.1
18.1
53.7
2004
16.3
24.3
16.4
59.4
2-11
2005
18.0
23.2
15.8
58.8
2006
18.2
23.3
14.9
58.6
2007
17.5
22.0
13.2
60.5
Chapter 2
Significant points for Zimbabwes economy include:8

!
!
Although gold is probably the best known of the countrys mineral exports, mineral
deposits in Zimbabwe are varied, and include coal, platinum and nickel.
Zimbabwe used to have a well-developed manufacturing sector, relatively diversified
commercial farms, productive peasant agriculture, varied mineral resources and a good
tourism potential. However, disastrous government policy decisions have decimated the
economy.
In the decade following independence, Zimbabwes economic growth had generally
been strong, but since the last 1990s economic contraction has accelerated rapidly.
(2)
Key Social Indicators
1)
Angola
The main social indicators for Angola are summarized in Table 2.1.26.
Table 2.1.26 Main Social Indicators of Angola
Item
Population in 2007
Surface area
Population density
Population aged 014 years
Sex ratio
Urban population
Unit
(projected, 000)
(sq. km.)
(per sq. km.)
(% per annum)
(%, 2006)
(women/men, 2006)
(%, 2006)
(% per annum, 2006)
(% per annum, 2006)
17,024
1,246,700
13.7
2.8
46.0
4.0/3.0
97.3
44/41
53
4.1
1.5
31/37
The main points for Angolas social indicators are as follows.9

!
!
2)
Angola has one of the highest rates of population growth in Sub-Saharan Africa,
estimated at 2.9% in 200005.
Angola has a low-lying coastal plain, with over 1,600 km of coastline, rising to a
highland plateau in the interior. The country has large water resources but has only
partially developed its agricultural and hydroelectric potential.
Botswana
The main social indicators for Botswana are summarized in Table 2.1.27.
8
9

2-12
Chapter 2
Table 2.1.27 Main Social Indicators of Botswana

Item
Population in 2007
Surface area
Population density
Sex ratio
Life Expectancy at birth 20052010
Urban population
Unit
(projected, 000)
(sq. km.)
(per square km)
(% per annum)
(%, 2006)
(women/men, 2006)
(%, 2006)
(% per annum, 2006)
(% per annum, 2006)
1,882
581,730
3.2
1.2
35.0
6.0/4.0
98.9
51/50
57
1.6
!1.7
92/92
The main points for Botswanas social indicators are as follows.10

!
!
3)
Botswanas population growth is slowing, having dropped to 1% in 2006 according to

the World Bank; the population growth rate is estimated to have slowed further in 2007
owing to the impact of HIV/AIDS, which is increasing the mortality rate.
Botswana is a landlocked country, much of which is covered by the Kalahari Desert.
Drought is a recurring hazard, and only 5% of the land area is considered arable.
DRC
The main social indicators of the DRC are summarized in Table 2.1.28.
Table 2.1.28 Main Social Indicators of the DRC
Item
Population in 2007
Surface area
Population density
Sex ratio
Urban population
Unit
(projected, 000)
(sq. km.)
(per sq. km.)
(% per annum)
(%, 2006)
(women/men, 2006)
(%, 2006)
(% per annum, 2006)
(% per annum, 2006)
62,636
2,344,858
26.7
3.2
47.0
5.0/4.0
98.1
48/45
32
4.3
2.1
37/51
The main points for the social indicators of the DRC are as follows.11
!
!
10
11
The DRC is Sub-Saharan Africas largest country and its third most populous. More
than 60% of the population live in rural areas.
In terms of resources, the DRC is one of the richest in Africa. It has huge potentials for
mineral production, hydroelectricity and agriculture. Foreign investment in mining is
starting to raise mineral output, particularly of copper and cobalt, following years of
decline.

2-13
4)
Chapter 2
South Africa
The main social indicators of South Africa are summarized in Table 2.1.29.
Table 2.1.29 Main Social Indicators of South Africa
Item
Population in 2007
Surface area
Population density
Sex ratio
Urban population
Unit
(projected, 000)
(square kms)
(per square km)
(% per annum)
(%, 2006)
(women/men, 2006)
(%, 2006)
(% per annum, 2006)
(% per annum, 2006)
48,577
1,221,037
39.8
0.6
32.0
8.0/6.0
96.7
50/49
59
1.6
!0.4
100/99
The main points for South Africas social indicators are as follows.12
!
!
5)
South Africas population growth has slowed, to an estimated average of 0.8% per year
between 2003 and 2007. This largely reflects the impact of HIV/AIDS.
Continuous migration from rural areas and from other countries in the region to South
Africas urban areas means that more than 50% of the total population is now living in
towns and cities. Rapid urbanization has put huge strains on the municipal authorities in
the cities.
Zambia
The main social indicators of Zambia are summarized in Table 2.1.30.

Table 2.1.30 Main Social Indicators of Zambia
Item
Population in 2007
Surface area
Population density
Sex ratio
Urban population
Unit
(projected, 000)
(square kms)
(per square km)
(% per annum)
(%, 2006)
(women/men, 2006)
(%, 2006)
(% per annum, 2006)
(% per annum, 2006)
12
2-14
11,922
752,618
15.8
1.9
46.0
5.0/4.0
99.3
42/42
35
1.9
1.76
76/82
Chapter 2
Main points for Zambias social indicators are as follows.13

!
6)
The impact of HIV/AIDS has slowed population growth. Another growing problem is
urbanization: rural-to-urban migrants have put pressure on employment structures,
housing needs and security.
Income distribution is highly skewed, with the majority earning very little while a
minority enjoys a comfortable living. Subsistence agriculture is the biggest single
employer.
Zimbabwe
The main social indicators of Zimbabwe are summarized in Table 2.1.31.

Table 2.1.31 Main Social Indicators of Zimbabwe
Item
Population in 2007
Surface area
Population density
Sex ratio
Urban population
Unit
(projected, 000)
(square kms)
(per square km)
(% per annum)
(%, 2006)
(women/men, 2006)
(%, 2006)
(% per annum, 2006)
(% per annum, 2006)
13,349
390,757
34.2
1.0
38.0
6.0/4.0
98.9
43/44
36
1.9
67/70
Main points for Zimbabwes social indicators are as follows.14

!
!
Population growth is either low, or negative. This reflects a combination of the

HIV/AIDS pandemic and emigration.
Land has always been a central and controversial issue in Zimbabwe, because of highly
skewed distribution. However, in recent years the issue has been reignited for political
reasons, notably the presidents waning popularity since 1999.
(3)
Export and Import
1)
Angola
The trade of Angola and main trading partners are summarized in Tables 2.1.32 and 2.1.33.
Total exports including others increased from US$ 9,508 million to US$ 45,026 million from
2003 to 2007 with a 4.7 times growth rate. The most rapid growth rate is recorded by crude oil
at 5.0 times followed by refined petroleum at 2.4 times and diamonds at 1.6 times. The largest
shares are occupied by crude oil at 95.4% followed by diamond at 2.8% and liquefied natural
gas at 1.1% in 2007. Total imports increased from US$ 5,480 million to US$ 12,289 million, by
2.2 times, which is a slightly smaller growth rate than exports. Exports are much higher than
imports (by more than three times) in 2007.
Principal export partners include the United States at 34.9% followed by China at 32.0%. These
two countries occupy almost 70% of all exports. Imports are dominated by Portugal at 18.2%
13
14

2-15
Chapter 2
followed by the United States at 10.1%, South Korea at 9.6%, and China at 9.5%. It could be
observed that the United States and China have a relatively high contribution to both exports
and imports.
Table 2.1.32 Composition of Trade of Angola
(Unit: US$ m)
2003
Exports FOB
Crude oil
2004
2005
2006
2007
Growth Rate
(2003-2007)
8,533.00
12,441.00
22,583.00
29,928.60
42,947.90
Diamonds
788.1
789.6
1,092.00
1,155.00
1,270.00
Refined petroleum
138.5
147.6
241.8
294.6
327.6
Liquefied natural gas

Total exports incl. others
15.7
30.4
29.5
259.8
480
9,508.00
5,480.10
13,475.00
5,831.80
24,109.00
8,353.20
31,083.60
8,777.60
45,026.40
12,288.60
Imports CIF
Note a: Estimated
5.0
1.6
2.4
30.6
4.7
2.2
Table 2.1.33 Main Trading Partners of Angola

(Unit: % of total)
Exports FOB to
US
China
France
Netherlands
Imports CIF from
Portugal
US
South Korea
China
2002
2003
2004
2005
2006
48.2
23.6
7.4
0.2
37.8
35.7
6.5
0.0
39.8
29.6
7.8
0.5
38.1
34.2
4.9
0.3
34.9
32.0
6.4
3.3
18.1
12.1
0.6
3.6
13.1
9.3
28.4
2.8
13.3
12.4
20.3
5.0
14.9
15.1
10.0
8.7
18.2
10.1
9.6
9.5
2)
Botswana
The trade composition of Botswana and its main trading partners is summarized in Tables 2.1.34
and 2.1.35.
2002 to 2006 by a 1.9 times growth rate. The highest growth rate is recorded in copper and
nickel at 8.5 times followed by soda ash at 1.9 times, and diamonds at 1.7 times. The largest
shares in exports are occupied by diamonds as 74.5% followed by copper and nickel at 14.2% in
2006. These two commodities occupy around 80% of exports. Total imports including others
increased from 1,845 million US$ to 3,043 million US$ by 1.6 times which is a slightly smaller
growth rate than exports. The highest growth is recorded by fuels at 4.3 times followed by
machinery and electrical goods at 1.4 times. The largest shares in imports are occupied by fuels
at 17.3% followed by machinery and electrical goods at 16.8% in 2006. Exports have been
slightly more than the imports.
The export partners are mostly occupied by the UK at 73.0% and most imports are occupied by
SACU (South African Customs Union) at 86.5% and the shares of other countries are extremely
low. It could easily be recognized that the trade of Botswana is mostly dependent on the UK and
SACU.
2-16
Chapter 2
Table 2.1.34 Composition of Trade of Botswana

(Unit: US$ m)
2002
Exports FOB
Diamonds
2003
2004
2005
Gropwth Rate
(2002-2006)
2006
1,971.20
2,365.20
2,798.50
3,325.00
3,418.00
Copper & nickel
76.2
140.3
336.3
460.7
650.3
Meat & meat products
44.2
52.6
60.5
59.9
61
Soda ash
42.4
46.4
53.4
64.7
79.9
2,425.00
3,024.40
3,695.90
4,429.10
4,587.40
Total incl. others
1.7
8.5
1.4
1.9
1.9
Imports CIF
Vehicles & transport equipment
319.9
298.2
461.8
404.5
290.9
Machinery & electrical goods
373.9
446.7
591.3
529.4
511.6
Food, drink & tobacco
328.2
410.3
469.1
445.2
422.8
Fuels
Total incl. others
121.4
166.4
380
431
525.6
1,845.00
2,448.10
3,363.90
3,246.60
3,042.90
0.9
1.4
1.3
4.3
1.6
Table 2.1.35 Main Trading Partners of Botswana

(Unit: % of total)
Exports FOB to
UK
SACU
Zimbabwe
US
Imports CIF from
SACU
Zimbabwe
UK
US
2002
2003
2004
2005
2006
79.7
7.8
2.5
0.7
77.6
8.8
2.9
0.4
74.4
9.6
3.7
1.6
75.7
9.0
4.1
2.2
73.0
6.2
5.4
1.8
81.3
1.4
3.1
1.2
86.6
1.5
2.5
0.7
83.4
1.5
3.1
1.3
85.1
1.5
1.3
1.2
86.5
1.5
1.1
0.9
3)
DRC
The trade composition of the DRC and its main trading partners is summarized in Tables 2.1.36
and 2.1.37.
Total exports including others increased from 1,076 million US$ to 2,319 million US$ during
from 2002 to 2006 by a growth rate of 2.2 times. The highest growth rate in exports is copper at
5.8 times followed by crude oil at 2.8 times and cobalt at 2.1 times. Most shares are occupied by
diamonds at 38.1% followed by crude oil at 25.0% in 2006. Total imports including others
increased from US$ 1,031 million to US$ 2,740 million by 2.7 times which is a higher growth
rate than exports. The highest growth is recorded by non-aid related by 3.0 times followed by
aid-related at 1.9 times. The largest import shares are occupied by non-aid-related as 75.7%. It is
notable that the exports are specified by the mining industry and the imports are simply
categorized by the aid-related and the non-aid-related.
The partners of exports are occupied by Belgium at 19.6% followed by China at 18.2%, and
Brazil at 10.4%. These three countries occupy around 50% of all exports in 2006. It is notable
that the Belgium share has drastically reduced from 55.4% in 2002 but that the other two
countries have increased their share. The imports are dominated by South Africa at 18.1%
followed by Belgium at 11.2% while shares of the other countries are less than 10%.
2-17
Chapter 2
Table 2.1.36 Composition of Trade of DRC

(Unit: US$ m)
2002
2003
2004
2005
Growth Rate
(2002-2006)
2006
Exports FOB
Diamonds
653
957
1,009
1,158
884
Crude oil
205
251
360
453
580
Cobalt
175
102
407
260
373
Copper
44
19
57
113
257
1,076
1,340
1,813
2,071
2,319
349
347
448
702
666
Total incl. others
1.4
2.8
2.1
5.8
2.2
Imports CIF
Aid-related
Non-aid-related
Total incl. others
682
877
1,305
1,771
2,075
1,031
1,223
1,753
2,473
2,740
1.9
3.0
2.7
Table 2.1.37 Main Trading Partners of DRC

(Unit: %of Total)
2002
Exports FOB to
Belgium
China
Brazil
US
Finland
France
Imports CIF from
South Africa
Belgium
France
Kenya
Zimbabwe
Zambia
US
2003
2004
2005
2006
55.4
2.3
0.0
15.5
4.9
2.5
39.2
6.2
0.1
9.0
17.2
1.0
28.8
8.8
0.0
13.5
5.8
6.1
22.4
16.2
9.4
3.8
5.5
1.4
19.6
18.2
10.4
8.2
6.0
5.7
17.4
15.2
8.3
7.6
0.8
3.9
3.3
18.6
15.6
10.9
8.9
1.1
9.5
6.0
16.7
14.4
8.2
7.1
0.0
6.2
4.1
16.2
9.9
7.8
6.2
0.0
5.5
3.2
18.1
11.2
7.5
7.0
8.3
7.0
4.5

Note: Based on partners trade returns; subject to a wide margin of error.
4)
South Africa
The trade composition of South Africa and its main trading partners is summarized in Tables
2.1.38 and 2.1.39.
2002 to 2006, a growth rate of 2.6 times. Over the same time period, platinum is recorded to
increase by 8.7 times. Total imports including others increased from US$ 26,046 million to
US$ 67,699 million by 2.6 times which is higher growth rate than the exports as 2.0 times. The
highest growth rate is recorded by motor cars and other components at 4.0 times followed by
petrochemicals at 3.2 times. The largest shares are occupied by petrochemicals at 12.8%
followed by equipment components at 7.4%. It could be observed that the imports have grown
larger than exports since 2004.
2-18
Chapter 2
The partners of exports are dominated by US at 12.1% followed by Japan at 10.0%, and China
at 8.5% in 2006. Imports are dominated by Germany at 13.4% followed by China at 10.4%. It is
notable that the main partners are all by developed countries.
Table 2.1.38 Composition of Trade of South Africa
2002
2003
2004
2005
(Unit: US$ m)
Growth Rate
(2002-2006)
2006
Exports FOB
Platinum
853
1,143
4,622
5,332
7,424
29,793
36,481
46,208
51,970
58,255
Petrochemicals
2,731
3,562
5,899
6,481
8,654
Equipment components for cars
2,356
3,219
4,049
4,815
4,994
961
1,449
2,559
3,629
3,846
26,046
34,212
47,501
54,826
67,699
Total incl. others
8.7
2.0
Imports CIF
Motor cars & other components

Total incl. others
3.2
2.1
4.0
2.6
Table 2.1.39 Main Trading Partners of South Africa

(Unit: % of total)
2002
Exports FOB to
US
Japan
China
UK
Imports CIF from
Germany
China
US
Japan
2003
2004
2005
2006
10.5
8.6
2.4
8.7
10.1
8.8
2.3
9.1
9.4
9.9
2.6
9.6
10.4
10.7
3.6
7.9
12.1
10.0
8.5
8.3
16.3
7.1
10.8
15.6
8.2
9.3
15.5
9.9
8.6
13.9
11.1
8.4
13.4
10.4
7.6
7.7
7.5
7.4
7.3
6.4
5)
Zambia
The trade composition of Zambia and main trading partners are summarized in Tables 2.1.40
and 2.1.41.
Total exports including others increased from US$ 944 million to US$ 3,819 million from 2002
to 2006, a growth rate of 4.0 times. The highest growth rate is recorded by crude minerals (excl.
Fuels) at 7.4 times followed by manufactured goods at 3.9 times. The highest share is occupied
by manufactured goods at 72.6% and the shares of other commodities are less than 20 % in
2006. Total imports including others increased from US$ 1,573 million to US$ 3,022 million by
1.9 times, which is a much lower growth rate than exports during 2003 to 2006. The highest
growth rate is recorded by fuels at 3.5 times followed by machinery and transport equipment at
2.4 times. The highest shares are occupied by machinery and transport equipment at 39.9%. It
could be observed that the exports overtaken imports in 2006.
The partners of exports are occupied by Switzerland at 33.6% followed by South Africa at
20.3% in 2006. These two countries occupy around 50% of all exports in 2006. It is noticeable
that the share of Switzerland has rapidly increased its share from 8.1% in 2002. The most
imports are occupied by South Africa as 47.7% followed by the United Arab Emirates at 10.0%.
These two countries occupy around 60% of all exports. It could easily be recognized that South
Africa and China are the main partners both of exports and imports.
2-19
Chapter 2
Table 2.1.40 Composition of Trade of Zambia

2002
Exports FOB
Manufactured goods (chiefly refined copper)
Crude materials (excl fuels)
Food & live animals
Total incl. others
2003
2004
2005
2006
(Unit: US$ m)
Growth Rate
(2002-2006)
715.3
741.6
1,016.00
1,558.00
2,772.10
72.9
91.5
237.6
258.4
536.8
69.6
75
152.1
172.9
139.4
944.3
1,090.40
1,846.90
2,210.40
3,819.20
3.9
7.4
2.0
4.0
Imports CIF
Machinery & transport equipments
n/a
504.4
670.6
814.2
1,207.20
Fuels
n/a
128.8
244.1
279.1
453.2
Chemicals
n/a
291.5
345.3
457.5
446.1
Manufactured goods (chiefly refined copper)
n/a
249.7
314.2
405.8
429.1
1,572.70
2,149.60
2,576.60
3,022.40
Total incl. others
2.4
3.5
1.5
1.7
1.9

Note: The growth rate of imports and total are for the period from 2003 to 2006
Table 2.1.41 Main Trading Partners of Zambia

(Unit: % of total)
Exports FOB to
Switzerland
South Africa
China
Italy
Imports CIF from
South Africa
UAE
China
Zimbabwe
2002
2003
2004
2005
2006
8.1
21.6
1.7
0.2
16.2
24.4
2.2
0.2
28.7
18.6
2.1
0.4
38.4
21.6
10.3
0.1
33.6
20.3
8.5
5.8
48.4
4.3
2.7
12.8
46.2
6.8
2.1
5.8
47.6
3.7
3.3
4.3
47.3
10.4
2.7
5.7
47.7
10.0
5.8
5.7
6)
Zimbabwe
The trade composition of Zimbabwe and its main trading partners is summarized in Tables
2.1.42 and 2.1.43.
2000 to 2004 by a negative growth rate at only 0.8 times. The most rapid growth rate is recorded
by nickel at 9.7 times followed by platinum at 2.7 times, minerals at 1.4 times, and gold at 1.2
times. The remainder of exports show a decrease since the growth rate is less than 1.0. The
largest number of shares is occupied by minerals at 32.0% followed by agricultural exports at
20.4%, gold at 13.9%, and tobacco at 12.0% in 2004. Total imports including others increased
from US$ 1,238 million to US$ 1,441 million by 1.2 times. The highest growth is recorded by
food at 2.6 times followed by chemicals at 1.3 times and fuels and electricity at 1.2 times. Most
shares are occupied by fuels and electricity at 32.1% followed by machinery and transport
equipment at 28.9% and so on. It is notable that it is the only surrounding country with a
decrease in exports and the growth rate of imports is the lowest of all surrounding countries.
The partners of exports are occupied by South Africa at 43.5% followed by three countries at
less than 9%. Most imports are occupied also by South Africa at 46.1% and the shares of other
countries are less than 6%. It could easily be recognized that both of the exports and the imports
are mainly depending on the three countries of South Africa, China and Zambia.
2-20
Chapter 2
Table 2.1.42 Composition of Trade of Zimbabwe

(Unit: US$ m)
2000
2001
2002
2003
2004
Agricultural exports
856
833
647
516
384
Tobacco
549
594
435
321
227
Horticulture
125
119
127
119
84
Sugar
96
70
64
55
54
Mineral
440
391
298
391
604
Gold
216
226
160
152
263
Nickel
11
18
15
77
174
Platinum
78
35
32
69
96
2,371
2,286
1,778
1,700
1,886
Machinery & transport equipment
493
424
375
341
417
Fuels & electricity
372
335
352
456
462
62
68
337
206
161
311
408
361
328
401
1,238
1,235
1,425
1,331
1,441
Total exports FOB
Food
Chemicals
Total Imports CIF
Growth Rate
(2000-2004)
0.4
0.4
0.7
0.6
1.4
1.2
9.7
2.7
0.8
1.0
1.2
2.6
1.3
1.2
Table 2.1.43 Main Trading Partners of Zimbabwe

(Unit: % of total)
2002
Exports FOB to
South Africa
China
Zambia
Japan
Imports CIF from
South Africa
China
Botswana
Zambia
2003
2004
2005
2006
23.6
2.1
8.9
13.6
41.9
6.2
3.1
7.8
33.2
6.4
4.2
3.2
33.1
9.8
6.8
8.3
43.5
8.5
8.4
8.0
42.7
1.1
2.2
0.5
20.5
2.1
0.7
0.9
52.6
2.6
4.0
3.4
52.5
5.7
4.1
3.4
46.1
5.9
4.8
4.1
(4)
Industrial Development Plans
1)
Angola
Angolas government is pursuing its own home-grown economic programme, which it

believes is sufficient to ensure macroeconomic stability, boost economic growth, stimulate
private-sector activity, and reduce poverty.
The Government has shown strong commitment to pursuing economic and structural reforms to
enable private sector development while moving from an oil to a non-oil driven economy.
Direct spill-over effects from the oil sector to the rest of the economy have, however, been
limited.
Prudent macroeconomic policies have yielded good results over recent years and Angola was
considered in 2007 as one of the fastest growing economies in Africa. These policies are
expected to be pursued by the government in order to reach the convergence indicators set by
SADC countries.
2)
Botswana
Two of the Botswana governments main policy objectives are economic diversification and job
creation. However, these will be difficult to achieve, because as developing new industries
2-21
Chapter 2
require improved national infrastructure, development plans are continually hampered by weak
administrative capacity and limited capacity in the construction sector.
Botswana has considerable prospects for growth. Proven reserves in the mines already in
production are estimated to last for some thirty years, at current rates of operation. Prospecting
is also continuing at a strong pace and preliminary findings suggest substantial deposits of
precious minerals that are yet to be exploited. Vast coal reserves could also be exploited to boost
thermal energy for the industrial sector.
In spite of this remarkable economic performance, Botswanas economy continues to face some
challenges. These include an inadequate capacity, an undiversified economy, and a small
internal market.
3)
DRC
The DRCs government prepared a medium-term priority programme (20072011) in 1997,

based on the main priority areas defined by the country's president. Subsequently, the
government and its development partners agreed to a Country Assistance Framework (CAF)
which was presented at the Consultative Group meeting in November 2007. Both bilateral and
multilateral development partners promised to provide sustained support to the country
estimated at US$ 4 billion over the three years (20082010).
4)
Republic of South Africa (RSA)
The impact of South Africas electric power shortage on production, especially in the mines and
other energy intensive industries, has led to a significant downward revision of the economic
growth forecasts. Although the medium- to long-term growth outlook in South Africa remains
robust, higher input costs, arising from higher domestic inflation and higher international
commodity prices, coupled with higher costs of borrowing and the growing energy crisis
portends fragile growth in the short- to medium-term. In spite of these challenges, foreign
investors remain confident of South Africas growth potential. Foreign investment continues to
play an important role in the South African economy.
5)
Zambia
Future prospects for economic growth remain positive if international commodity prices remain
favourable. The new fiscal regime for the mining sector, which aims at bringing the sector in
line with international benchmarks and ensuring equitable distribution of the mineral wealth
between the state and mining companies, is also expected to boost government revenue for
development programmes. The amendment of the Mines and Minerals Act of 1995 allows,
among other changes, for the revision of the mineral royalty from base metals from 0.6% to
3.0%. However, high international oil prices remain a factor that could have an adverse impact
on business as the country is a net oil importer. Zambia has also been affected by the global rise
in food prices but is examining possibilities of how it could turn this situation to its advantage.
6)
Zimbabwe
Zimbabwe used to have one of the largest, most diversified and well-integrated manufacturing
sectors in Sub-Saharan Africa. However, the sector has since been affected by the general
macroeconomic deterioration in the country, most notably from the decreased competitiveness
caused by the overvalued exchange rate, the drying-up of foreign exchange for inputs and more
recently, price controls. Worsening the situation, in early 2008 the government implemented its
Indigenisation and Empowerment Act. The new law stipulates that black Zimbabweans must
own at least 51% of the shares of every public company and all other businesses (except those
2-22
Chapter 2
in the mining sector, which will fall under a separate indigenisation law). Currently, Zimbabwe
is struggling to recover from its confused economic situation.
2.2
Transport Network in Namibia and Her Neighbouring Countries
2.2.1
Current Maritime Transport Network
The Port of Walvis Bay is offering one of the shortest seaborne access routes and natural
gateways for international trade to and from the SADC region to Europe, South America and the
Asia Pacific Region. Because of the Port of Walvis Bay is situated in the central coastal region
of Namibia, Namport recognises the ports important role as a hub for trade to central and
southern Africa.
The port consists of two harbours, the commercial harbour and the fishing harbour. The
Commercial harbour offers a range of terminal facilities that can handle solid and liquid bulk,
break-bulk, containers and frozen products. In the midst of the busy ports of Durban in RSA and
Luanda in Angola, Walvis Bay has been framed in as an inactive port and had market awareness
next to nothing among mega-carriers until 2007. However, due to the synergy effects of the
Walvis Bay Corridor Group (WBCG) and the enthusiasm of the Namibian Ports Authority
(Namport), the Port of Walvis Bay has started a new era and has established a world class
multi-purpose port.
(1)
Maritime Transport Network
Currently, five major deep sea carriers are calling at the Port of Walvis Bay. They are MSC,
MACS, Maersk-Sealand and its group of companies, CMA/CGM and its subsidiary Delmas
Line and Mitsui OSK Line since June 2009.
Directly or via the Internet, JICA Study Team collected shipping routes and schedules of all the
shipping lines who have scheduled calls as of August 2009 on the west, south and east coasts of
Africa. This information is depicted in Figure 2.2.1 below.
2-23
Chapter 2
from/ to
Europe
Approx. 1.96
CIS
Tangier
Approx. 0.02 M.TEU
Jebel Ali
M.TEU
from/ to
from/ to
North America
Abidjan
Tema
Lome
Cotonou
Lagos
Dakar
from/ to
Middle East
Douala
0.13 M.TEU
Mombasa
Point-Noir
Matadi
Dar es Salaam
Luanda
from/ to
Lobito
South and
from/ to
Central
Maputo
Durban
Cape Town
Luderitz
Africa
Approx. 0.48
Walvis Bay
East London
Approx. 0.17 M.TEU
Tamatave
Port Elizabeth
America
from/ to
Asia
Approx. 2.12
M.TEU
Source: JICA Study Team
Figure 2.2.1 Current Existing South Africa/Asia, Europe, Americas Routings

Trunk and Feeder
There are four main maritime routes namely, EuropeAfrica, South AmericaAfrica,
AsiaAfrica and Middle East/South AsiaAfrica.
For the EuropeAfrica Route, the maritime routes servicing the ports of the West Africa like
Tema, Cotonou, and Lom, are completely separated from those servicing Walvis Bay or the
ports of South Africa. Currently, there is no maritime route from Europe directly servicing the
West Coast of Africa, like Angola. Walvis Bay is considered to be the best gateway for cargo
from Europe to the land locked countries of Southern Africa in transporting cargo from South
America.
From the South AmericaAfrica Route, only the Port of Walvis Bay and a few ports of South
Africa are currently receiving maritime services. The Port of Walvis Bay is a transhipment port
for the container cargos from South America to the ports of the west coast of Africa like Luanda
in Angola. It has promising potential as a transhipment port to the ports of West Africa.
There are five maritime sub-routes in connection with AsiaAfrica Route. They are the routes of
1) AsiaSouth Africa, 2) AsiaEast Coast of Africa, 3) AsiaWest Africa Direct, 4) AsiaWest
Africa via South Africa or Namibia and 5) AsiaEast AfricaSouth AfricaWest Africa. It is
notable that all the shipping lines provide services to the ports of Southern Africa before going
to call at the ports of West Africa, which are very congested and have ships wait for the berthing
for many days. Among the sub-routes of the AsiaAfrica Route, the above 1) and 2) are not
2-24
Chapter 2
relevant to Walvis Bay. On the sub-route 4) a mega carrier is currently calling at Walvis Bay on
the way to West Africa in connection with the sub-routes 3) and 5), and when the new container
terminal is built, Walvis Bay is a potential container transhipment port to the West Africa as well
as the gateway port to the land-locked countries of Southern Africa in transporting cargo from
Asia.
As it is located at the opposite side of the continent, there will be no big role that the Port of
Walvis Bay can play in connection with the Middle East/South AsiaAfrica Route.
(2)
Typical Maritime Routing Networks to and from South and West Africa
Basic Routings:
!
!
!
!
!
!
Far East to South West Africa

Asia Pacific Region to East, West and South West Africa
Europe to West Africa
Europe to South Africa
Asia to South West Africa and South America
North America East Coast to South Africa
EUROPE
SANTOS
MOMBASA
DAR ES SALAAM
TOAMASINA
MAPUTO
Luderitz
DURBAN
CAPE TOWN
Source: Routing Map Delmas
Figure 2.2.2 Asia/Africa Routing
2-25
Chapter 2
Table 2.2.1 Current South Africa Routings by Carriers

Carrier/Group
T/S Port
Rotation
Frequency
Cosco/EMC
HKG/KHH
Weekly
CMA/CSCL
Shanghai
CMA/CGM
Delmas
CSAV
Hamburg
Sued/Maersk
(Safmarine)
K
Line/MISC/PIL
Port Kelang
Shanghai/Ningbo/KHH/HKG/PTP/Dur
ban Cape Town
Pusan/Shanghai/Xiamen/Chiwan/PKL
Durban Santos
Port Kelang/Walvis Bay/Tema/Abidjan/
Lagos/Port Kelang
Pusan/Shanghai/HKG/Spore/PTP/
Durban Santos-Rio de Janeiro
Shanghai
Pusan/PTP
Singapore
Feeder (KL)
MOL
Singapore
Evergreen
(EMC)
MSC
Maersk/Safmari
ne
HKG
T.Pelepas
Hong Kong
Shanghai
T.Pelepas
Feeder Loop
PIL
Singapore
Shanghai/Ningbo/KHH/Shekou/HKG/S
pore Durban Santos
Cape Town/Abidjan/Tema/Lome/Lagos/
Luanda
1. HKG/Singapore Durban Santos
2.
Singapore/Reunion/Tamatave/Maputo/
Walvis
Bay/Lagos/Tema/Abidjan/Santos
Rio de Janeiro/Luanda/Singapore
3. Singapore/Durban/Singapore
4. Singapore/Cape
Town/Douala/Singapore
5.
Singapore/Jieprouge/Lagos/Singapore
6. Singapore/Tanjeer/Dakar/Abidjan/
Tema/ Lome/Cotonou/Singapore
7. Mare/Maher/Mombasa/Tanga/Dar es
Salaam
Kaohsiung/ Hong Kong/ PTP/
Singapore/ Durban/ Cape Town/
Kaohsiung
1.HKG/Spore-Port Louis-Durban-P. des
Galets
2. Chiwan/Hong Kong/Durban/Walvis
Bay/Lome/Lagos/Chiwan
1. PTP/Walvis
Bay/Abidjan/Tema/Lagos
2. Hong Kong/Shanghai/Ningbo/Yatian
PTP/Durban/Port Elizabeth/Cape Town
3.Shanghai/ Ningbo /Hong Kong/
Nansha PTP/ Lome/ Cotonou/ Lagos
4. PTP/Port
Louis/Tamatave/Maputo/PTP/
Abidjan/Bata/Calabar/Port
Gentil/Abidjan Pointe
Noire/Matadi/Pointe Noire
1. Singapore/Santos/Buenos Aires/Rio
De Janeiro/Cape Town/Singapore
2. Singapore/Cape
Town/Cotonou/Lagos
Tema/Lome/Douala/Pasir Gugang
3. Singapore/Durban/Tema/Lagos/Lome
Abidjan/Singapore
4. Nhava Sheva/Jebel
Ali/Durban/Cotonou Cape
Town/Durban/Singapore
5. Singapore/Durban/Luanda/Singapore
2-26
Weekly
Weekly
Weekly
Weekly
Weekly
Ships
Deployed
3,400TEU x 8
2,000 4,000 x
10
1,997-2,002 x
4
3,000 TEU x 8
6,500 TEU x
10
3,500 TEU x 7
Weekly
Weekly
Weekly
3,700 TEU x
11
1,991-2,003 x
7
Weekly
2,758-3,400 x
6
Weekly
4,000 TEU x 7
Weekly
2,686-4250 x 7
Weekly
4,400 TEU x 7
Weekly
2,200 TEU x 6
Weekly
2,800-3,250 x
11
1,250-1,400 x
9
Weekly
Weekly
330 x 6
12 days
850 x 5
21 days
1,000-1,200 x
3
Carrier/Group
MACS
AMEX
SERVICE
(Maersk/
Safmarine/MSC
New York/
Baltimore/
Norfolk/
Charleston
Consortium)
T/S Port
Immingham
Chapter 2
Rotation
Frequency
6. Shanghai/Ningbo/Kaohsiung/ Hong
Kong Port Kelang/Durban/Cape Town/
Singapore
7. Shanghai/ Ningbo/ HKG/ Huangpu/
Kuantan/ Singapore/ Port Louis/
Reunion / Tamatave Mombasa/
Singapore
8. Singapore/Dar es Salaam/Pasir
Gudang
9. Nhava Sheva/Jebel Ali/Mombasa/Dar
es Salaam/Karachi/Nhava Sheva
Immingham/Walvis Bay/ Cape
Town/Port Elizabeth East London/
Durban/ Maputo/ Richards Bay
New York/ Baltimore/ Norfolk/
Charleston
Freeport/Cape Town/Port Elizabeth/
Durban/New York
Weekly
Ships
Deployed
1,250 x 7
Weekly
1,250 x 7
18 days
950 x 3
Weekly
850 x 4
Abidjan
Tema
Weekly
Weekly
Lagos
Luanda
Source: Routing Map MACS
Figure 2.2.3 Europe/MediterraneanAfrica Routing
2-27
4,600 x 8
Chapter 2
Table 2.2.2 Carriers Currently Calling at the Port of Walvis Bay

1
2
3
4
5
6
(3)
Maersk Line/Safmarine & P&O NEDLLOYD

MSC Cheetah Loop
CMA/CGM Delmas
MOL - from Asia only
MACS from Europe only
OACL - Regional Feeder service
Important Carriers Namport Focus

!
!
!
!
!
!
!
!
2.2.2
(1)
Pacific International Lines (PIL) / Singapore: Showing interest in Namport

K Line / Japan: Having hectic problems around Luanda/showing interest in Namports
MOL / Japan: Busiest Loop of Europe/Africa service
Evergreen Line (EMC) / Taiwan: Calling Durban and Cape Town for South America
Service
Hyundai Line / Korea: Koreas biggest conglomerate calling Durban only for South
(HMM) America service
Hanjin Line (HJCL)/ Korea: Koreas leading shipping line not calling Africa
COSCO / China: Calling Cape Town and Durban for South America Service
Cargoes Currently Handled at the Port of Walvis Bay
Cargoes by Main Commodity
Table 2.2.1, Figure 2.2.1 and 2.2 show the historical behaviour of the cargo volume handled by
the Port of Walvis Bay. The total cargo volume of the Port of Walvis Bay has increased from
2,310.3 thousand FT (freight tonnes) in 2000 to 4,795.6 thousand FT in 2008 by an average
annual growth rate of 9.6%.15
For imports, they grew from 1,523 thousand FT to 2,725.5 thousand FT in 2008 by a growth
rate of 7.5%. The highest growth is shown by vehicles at 44.7% followed by cement as 31.6%,
coal at 27.9% and others at 20.2%.
The main reasons for the increase of main cargoes are as follows:
!
!
!
Cement: 2010 world cup to be held in South Africa

Vehicle : Increase of transit to Angola demand + congestion in Luanda
Other : Increase of transit to Angola + uranium mines
The highest decrease is recorded by lubricant oil at -43.1% followed by manganese ore at 16.5%,
fish products at -7.5%, and wheat at 3.5%. The decrease of lubricant is mainly caused by the
decline of fishing industry. Other cargoes have not changed drastically.
For exports, they grew from 745.3 thousand FT to 1,300.9 thousand FT by a growth rate of
7.2%. The highest growth rate is shown by charcoal at 214.7% followed by marble and granite
at 32.8% and Manganese ore at 32.6%. The most severe decrease is shown by flat cartons at
!11.6% followed by fertilizer at !8.7% while skins and hides were at !5.9%. The main reasons
for high growth of these cargoes are as follows:
15
Definitions regarding on container transport are as follows; (i) cargo volume : transported quantity of cargo in
freight ton ; (ii) container cargoes: transported volume of container in TEU; (iii) reefer container: refrigerated
shipping container for transporting perishables, having its own stand-alone (self-powered) cooling system
2-28
!
!
!
Chapter 2
Manganese ore : Development of new mines

Marble and granite : Increase of demand + raise in market price
Charcoal : New factory was opened
Transhipment has increased from 41,921 FT in 2000 to 769,157 FT in 2008 by the drastically
high growth rate of 43.8% averaged per annum. Especially, general cargo has increased by a
growth rate of 81.7% followed by foodstuffs at 57.8% but fish products show a fall of !7.5%.
Highly efficient handling machines for container cargoes such as the reach-stackers and the
ship-to-shore mobile cranes were introduced to cope with the extreme growth in 2006.
On the other hand, total cargo volume during five months (January to May) from 2008 to 2009
has experienced a decline of !6.5%. Imports and the exports decreased by !13.2% and !26.4%
respectively. However transhipment recorded an increase of 104.4%. There are commodities
which showed high growth such as copper/lead and concentrate at 148.1%, vehicles at 80.9%,
manganese ore at 70.0%, sugar at 58.9% and malt at 51.9%. This contrasts with drastic
decreases in coal at !85.7% and sulphuric acid at !65.4%. The table below details these
statistics.
Table 2.2.3 Historical Performance of Cargo Volume
by Main Commodities at the Port of Walvis Bay
Category of
Handling
(Unit : Freight Ton)

Average Annual Growth
(%)
Category of Commodity
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009.5
2000/2008
Petroleum
802,547 935,111 712,438 606,467 672,699 761,893 782,161 624,679 883,014 259,791
Fish Products
172,362 150,322 134,945 111,582 120,825 131,608 119,405
94,197
92,554
42,675
Coal
21,674
18,970
30,146
34,523
63,587
11,227 104,402
86,142 154,875
9,606
Sugar
54,566
52,060
71,781
42,353
33,475
41,888
53,975
54,893
59,501
29,762
Wheat
40,728
34,108
34,700
52,056
40,418
30,169
52,005
38,704
30,171
9,600
Copper / Lead and Conc.
0
11,497
20,587
11,962
5,548
0
0
9,184
53,244
48,893
Mangnese Ore
63,414
0
22,307
19,751
21,554
3,000
23,017
25,712
15,023
8,515
Imports
Sulphuric acid
182,706 151,822 174,324 177,821 211,472 195,908 185,991 237,824 447,449
87,448
Cement
15,328
16,534
12,325
3,834
65
54,153
36,438 103,055 138,294
68,855
Malt
19,842
22,177
22,505
20,465
21,683
25,273
22,259
28,405
27,874
17,644
Wine
3,391
2,789
18,389
29,704
40,699
43,944
24,655
14,050
8,888
3,410
Vehicles
13,740
19,803
18,479
27,608
35,140
48,642
86,043 145,107 263,483 149,564
Lubricatting Oil
5,972
5,701
4,309
3,254
643
330
370
38
66
154
Other
126,757 218,778 215,516 210,980 228,758 251,348 446,248 591,744 551,096 418,732
Total
1,523,026 1,639,671 1,492,749 1,352,361 1,496,566 1,599,383 1,936,969 2,053,733 2,725,532 1,154,649
Salt Bulk and Bagged
433,865 499,402 513,642 544,065 769,149 595,014 504,264 641,082 699,064 183,405
Fish Products
85,216
92,381 122,652 113,284 116,758 129,066 105,833 137,648 132,281
64,214
41,393
31,287
72,116
43,383
51,974
60,280
42,434
73,392
52,469
26,884
Fluorspar
67,325
67,071
82,543
82,846 100,637 112,824 107,563 113,495 118,317
40,468
Mangenese Ore
9,200
0
0
0
0
26,011
0
36,099
88,130
31,015
Marble and Granite
3,876
5,584
14,205
9,284
22,421
24,308
29,165
39,752
37,435
4,669
Exports
Skins and Hides
5,267
4,610
3,165
5,191
5,336
5,851
4,297
3,264
3,234
2,222
Flat Cartons
24,099
23,112
26,649
23,016
13,699
11,359
4,971
4,681
9,123
8,052
Charcoal
4
4,456
6,498
7,111
9,071
11,486
18,368
21,682
38,500
16,720
Fertilizer (Guano)
1,554
1,229
1,258
1,129
2,028
1,463
665
948
748
682
Other
73,585
82,008
69,785
69,039
80,915
80,465
62,800
96,212 121,640
25,057
Total
745,385 811,141 912,514 898,348 1,171,988 1,058,127 880,361 1,168,257 1,300,941 403,387
Fish Products
35,604
50,595
33,101
53,061
39,622
19,826
19,178
13,252
19,136
18,373
Foodstuffs
40
1,821
14,010
166
727
44
708
3
1,524
0
Transhipment
General Cargo
6,307
8,759
2,898
19,193 258,847 334,786 729,958 698,402 748,497 346,775
Total
41,951
61,175 60,395
72,420 299,197 354,656 749,844 711,657 769,157 365,148
Grand Total
2,310,362 2,511,986 2,465,658 2,323,129 2,967,751 3,012,166 3,567,174 3,933,647 4,795,630 1,923,183
Source: Statistic Section of Business Intelligence Division of NAMPORT.
Note: 1. The all data in the Year of 2009 and sub total of the exports, imports and transhipment from2003 to 2008 were revised by the JICA Study Team on the basis
of understanding of the staffs of Statistics Section.
2-29
1.2
-7.5
27.9
1.1
-3.7
-16.5
11.8
31.6
4.3
12.8
44.7
-43.1
20.2
7.5
6.1
5.7
3.0
7.3
32.6
32.8
-5.9
-11.4
214.7
-8.7
6.5
7.2
-7.5
57.8
81.7
43.8
9.6
2008.5/
2009.5
-31.8
3.0
-85.7
58.9
-36.3
148.1
70.0
-65.4
-37.3
51.9
13.9
80.9
30.0
-13.2
-32.4
4.7
24.0
-22.7
21.9
-76.7
236.7
1,280.0
1.6
72.2
-67.7
-26.4
633.0
96.8
104.4
-6.5
Chapter 2
1,000,000
900,000
800,000
700,000
Petroleum
Fish Products
Coal
Sugar
Wheat
Mangnese Ore
Sulphuric acid
Cement
Malt
Wine
Vehicles
Lubricatting Oil
Other
500,000
400,000
300,000
200,000
100,000
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
Figure 2.2.4 Historical Performance of Cargo Volume of Imports

by Main Commodity at the Port of Walvis Bay
900,000
800,000
700,000

Fish Products
Fluorspar
Mangenese Ore
Marble and Granite
Skins and Hides
Flat Cartons
Charcoal
Fertilizer (Guano)
Other
600,000
Freight Ton
Freight Ton
600,000
500,000
400,000
300,000
200,000
100,000
2000
2001
2002
2003
2004
2005
2006
2007
2008
Figure 2.2.5 Historical Performance of Cargo Volume of Exports

2-30
Chapter 2
800,000
700,000
Fish Products
600,000
Foodstuffs
General Cargo
Freight Ton
500,000
400,000
300,000
200,000
100,000
2000
2001
2002
2003
2004
2005
2006
2007
2008
Figure 2.2.6 Historical Performance of Cargo Volume of Transhipment

Table 2.2.3 shows the historical performance of share of cargo volume by main commodity at
the Port of Walvis Bay. The share of imports and the exports decreased from 65.9% to 56.8%
and from 32.3% to 27.1% during the period from 2000 to 2008 while transhipment drastically
increased its share from 1.8% to 16.0% during the same period. The highest increase by share of
imports is recorded by others from 5.5% to 11.5% followed by vehicles from 0.6% to 5.5%, coal
from 0.9% to 3.2% and sulphuric acid from 7.9% to 9.3%. The most drastic decrease of share
was recorded by petroleum from 34.7% to 18.4% followed by fish products from 7.5% to 1.9%.
These trends seem to have accelerated during the first five months of 2009 (from January to
May).
There is no cargo which has drastically increased its share by an outstanding margin.
Manganese ore increased its share from 0.4% to 1.8%, marble and granite from 0.2% to 0.8%
and charcoal from 0.0% to 0.8%. The majority of cargo recorded a decrease in the overall share
shares. The largest decrease by share is shown by salt bulk and bagged from 18.8% to 14.4%
followed by fish products from 3.7% to 2.8%. These characteristics were also intensified during
the first five months in 2009.
On the contrary, the share of transhipment increased its share by a considerable margin from
1.8% to 16.0%. In particular, general cargo recorded a drastically high growth rate from 0.3% to
16.0% and 19.0% in 2009 and occupies around one fifth of all commodities at present. It means
that the Port of Walvis Bay has strengthened its roles as a hub port in the Southwest region of
Africa.
2-31
Chapter 2
Table 2.2.4 Historical Performance of Share of Cargo Throughput

by Main Commodity of the Port of Walvis Bay
(Unit : %)
Category of
Handling
Category of Commodity
2000
2001
Petroleum
34.7
37.2
Fish Products
7.5
6.0
Coal
0.9
0.8
Sugar
2.4
2.1
Wheat
1.8
1.4
0.0
0.5
Mangnese Ore
2.7
0.0
Imports
Sulphuric acid
7.9
6.0
Cement
0.7
0.7
Malt
0.9
0.9
Wine
0.1
0.1
Vehicles
0.6
0.8
Lubricatting Oil
0.3
0.2
Other
5.5
8.7
Total
65.9
65.3
18.8
19.9
Fish Products
3.7
3.7
1.8
1.2
Fluorspar
2.9
2.7
Mangenese Ore
0.4
0.0
Marble and Granite
0.2
0.2
Exports
Skins and Hides
0.2
0.2
Flat Cartons
1.0
0.9
Charcoal
0.0
0.2
Fertilizer (Guano)
0.1
0.0
Other
3.2
3.3
Total
32.3
32.3
Fish Products
1.5
2.0
Foodstuffs
0.0
0.1
Transhipment
General Cargo
0.3
0.3
Total
1.8
2.4
100.0
100.0
Grand Total
Source: Statistic Section of Business Intelligence Division of NAMPORT.
(2)
2002
2003
28.9
5.5
1.2
2.9
1.4
0.8
0.9
7.1
0.5
0.9
0.7
0.7
0.2
8.7
60.5
20.8
5.0
2.9
3.3
0.0
0.6
0.1
1.1
0.3
0.1
2.8
37.0
1.3
0.6
0.1
2.4
100.0
26.1
4.8
1.5
1.8
2.2
0.5
0.9
7.7
0.2
0.9
1.3
1.2
0.1
9.1
58.2
23.4
4.9
1.9
3.6
0.0
0.4
0.2
1.0
0.3
0.0
3.0
38.7
2.3
0.0
0.8
3.1
100.0
2004
22.7
4.1
2.1
1.1
1.4
0.2
0.7
7.1
0.0
0.7
1.4
1.2
0.0
7.7
50.4
25.9
3.9
1.8
3.4
0.0
0.8
0.2
0.5
0.3
0.1
2.7
39.5
1.3
0.0
8.7
10.1
100.0
2005
25.3
4.4
0.4
1.4
1.0
0.0
0.1
6.5
1.8
0.8
1.5
1.6
0.0
8.3
53.1
19.8
4.3
2.0
3.7
0.9
0.8
0.2
0.4
0.4
0.0
2.7
35.1
0.7
0.0
11.1
11.8
100.0
2006
21.9
3.3
2.9
1.5
1.5
0.0
0.6
5.2
1.0
0.6
0.7
2.4
0.0
12.5
54.3
14.1
3.0
1.2
3.0
0.0
0.8
0.1
0.1
0.5
0.0
1.8
24.7
0.5
0.0
20.5
21.0
100.0
2007
15.9
2.4
2.2
1.4
1.0
0.2
0.7
6.0
2.6
0.7
0.4
3.7
0.0
15.0
52.2
16.3
3.5
1.9
2.9
0.9
1.0
0.1
0.1
0.6
0.0
2.4
29.7
0.3
0.0
17.8
18.1
100.0
2008
18.4
1.9
3.2
1.2
0.6
1.1
0.3
9.3
2.9
0.6
0.2
5.5
0.0
11.5
56.8
14.6
2.8
1.1
2.5
1.8
0.8
0.1
0.2
0.8
0.0
2.5
27.1
0.4
0.0
15.6
16.0
100.0
2009.5
13.5
2.2
0.5
1.5
0.5
2.5
0.4
4.5
3.6
0.9
0.2
7.8
0.0
21.8
60.0
9.5
3.3
1.4
2.1
1.6
0.2
0.1
0.4
0.9
0.0
1.3
21.0
1.0
0.0
18.0
19.0
100.0
Container Cargo
Total container cargo increased from 25,817 in TEU and 20,925 in box to 194,102 in TEU and
128,851 in box during the eight years from 2000 to 2008 by 4.2 times and by 5.0 times or by
30.2% and 27.3% on an average annual basis. Over the same period, the 6m and 12m container
throughputs have grown by 21.3% and 39.5%, respectively. The growth of 12m container shows
a higher rate of growth than the 6m container. Similarly, empty container cargo is recorded the
same trend as the total container cargo indicates an increase from 8,505 TEU and 6,309 boxes to
49,952 TEU and 31,135 box by 5.9 times and by 5.5 times or by around 31.6% and 28.9% of
annual average growth rate, respectively. The sizes of 6m and 12m container are indicated in the
growth rates of 41.8% and 24.8%, respectively. The growth of 12 m containers shows higher
growth than 6 m containers (Table 2.2.5).
Compared by transport type of container cargo, the most dramatic increase was attributed to
transhipment. Particularly landed transhipment indicates the average growth rate of TEU was
191.6% (around a 306 times increase), boxes rose 186.8% (around a 289 times increase), 6m
containers rose 185.1% (around 247 times), and 12 m containers rose 218.7% (around 347 times
increase) during the same period. On the contrary, the imports and the exports showed a
distinctively lower growth rate than transhipment. The growth rates of TEU, boxes and 12 m
containers in exports are higher than that of the imports (Please refer to Table 2.2.5 and Figure
2.2.4).
The shares landed and shipped of all containers were almost the same at 50% and had no big
change during the eight years from 2000 to 2008. But compared with the transport type of
2-32
Chapter 2
container cargo, the imports and exports decreased in share from about 50% to 20%. On the
contrary, the transhipment drastically increased its share from less than 1% to 30%. On the other
hand, the share of empty containers decreased slightly during from 2004 to 2007 but recovered
its share to around 20% for shipped and 13% for landed (Table 2.2.6). The share of 6m
containers for all container boxes decreased from 77% to 49% while that of 12 m container
increase 23% to 51%. Meanwhile, an increase of 40 ft containers was observed. The scale up of
container size is also observed for both imports and exports. But the shares of both sizes for
transhipment have not been drastically changed and have kept almost the same share at about
50%, except in 2001 and 2003. On the other hand, the scale up of the empty container can be
observed in the total and also in shipped containers, but the landed containers do not show a rise
and stay around 50% share of one another (Table 2.2.7).
2-33
Chapter 2
Table 2.2.5 Historical Performance of Container Cargoes of the Port of Walvis Bay
Year
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009.6
2000
/2008
Items
Imports
Exports
Transshipment
(Landed)
All
Container Transshipment
(Full + (Shipped)
Empty)
8,263
7,206
10,244
8,008
9,076
10,939
10,184
10,846
12,083
7,027
6.6
32.5
12m
2,363
2,858
2,916
4,980
5,099
5,153
6,829
8,893
11,685
9,228
23.9
64.7
Box
10,626
10,064
13,160
12,988
14,175
16,092
17,013
19,739
23,768
16,255
11.1
49.0
TEU
12,989
12,922
16,076
17,968
19,274
21,245
23,842
28,632
35,453
25,483
13.7
54.3
6m
7,591
6,770
9,743
8,267
8,787
10,643
10,113
10,109
10,718
7,997
5.8
76.0
12m
2,400
3,100
3,938
4,942
5,795
5,591
7,037
9,693
13,778
8,170
25.1
59.3
Box
9,991
9,870
13,681
13,209
14,582
16,234
17,150
19,802
24,496
16,167
12.6
67.2
TEU
12,391
12,970
17,619
18,151
20,377
21,825
24,187
29,495
38,274
24,337
15.7
64.5
6m
88
151
89
545
4,275
5,026
14,648
16,704
21,804
11,736
185.1
13.6
12m
64
49
72
224
3,005
4,788
10,784
13,698
22,201
15,144
218.7
70.3
Box
152
200
161
769
7,280
9,814
25,432
30,402
44,005
26,880
186.8
39.8
TEU
216
249
233
993
10,285
14,602
36,216
44,100
66,206
42,024
191.6
49.5
6m
91
153
88
550
4,110
4,765
13,531
15,899
18,995
10,881
179.3
20.9
12m
65
34
77
238
2,940
4,571
9,885
12,840
17,587
14,971
207.7
96.3
Box
156
187
165
788
7,050
9,336
23,416
28,739
36,582
25,852
176.7
55.5
6m
Total (Shipped)
Total
(Landed+Shipped)
Empty
Shipped
Conatiner
Total
(Landed+Shipped)
221
221
242
1,026
9,990
13,907
33,301
41,579
54,169
40,823
180.1
68.3
8,351
7,357
10,333
8,553
13,351
15,965
24,832
27,550
33,887
18,763
22.1
20.0
12m
2,427
2,907
2,988
5,204
8,104
9,941
17,613
22,591
33,886
24,372
41.3
68.1
Box
10,778
10,264
13,321
13,757
21,455
25,906
42,445
50,141
67,773
43,135
27.8
43.2
TEU
13,205
13,171
16,309
18,961
29,559
35,847
60,058
72,732
101,659
67,507
30.7
51.3
6m
7,682
6,923
9,831
8,817
12,897
15,408
23,644
26,008
29,713
18,878
20.7
39.4
12m
2,465
3,134
4,015
5,180
8,735
10,162
16,922
22,533
31,365
23,141
38.5
81.4
Box
10,147
10,057
13,846
13,997
21,632
25,570
40,566
48,541
61,078
42,019
26.8
59.8
TEU
12,612
13,191
17,861
19,177
30,367
35,732
57,488
71,074
92,443
65,160
29.7
66.9
6m
16,033
14,280
20,164
17,370
26,248
31,373
48,476
53,558
63,600
37,641
21.3
29.0
12m
4,892
6,041
7,003
10,384
16,839
20,103
34,535
45,124
65,251
47,513
39.5
74.3
Box
20,925
20,321
27,167
27,754
43,087
51,476
83,011
98,682
128,851
85,154
27.3
50.9
TEU
25,817
26,362
34,170
38,138
59,926
71,579
117,546
143,806
194,102
132,667
30.2
58.5
886
1,656
2,553
1,342
1,910
2,324
3,156
4,733
9,148
5,012
42.1
-12.9
1,203
1,690
1,298
1,615
2,094
1,977
2,130
5,403
7,918
6,536
34.2
48.3
6m
Landed
2008.6
/2009.6
6m
TEU
Total (Landed)
Average Annual
Growth Rate
(%)
12m
Box
2,089
3,346
3,851
2,957
4,004
4,301
5,286
10,136
17,066
11,548
34.7
13.6
TEU
3,292
5,036
5,149
4,572
6,098
6,278
7,416
15,539
24,984
18,084
33.6
24.1
6m
3,407
3,058
4,006
4,015
3,929
4,748
4,489
6,367
11,312
7,302
19.2
18.8
12m
903
1,239
1,101
3,211
2,519
2,256
4,062
8,771
13,306
12,283
54.2
86.6
Box
4,310
4,297
5,107
7,226
6,448
7,004
8,551
15,138
24,618
19,585
27.5
53.8
TEU
5,213
5,536
6,208
10,437
8,967
9,260
12,613
23,909
37,924
31,868
32.5
65.0
6m
4,293
4,714
6,559
5,357
5,839
7,072
7,645
11,100
20,460
12,314
24.8
3.4
12m
2,106
2,929
2,399
4,826
4,613
4,233
6,192
14,174
21,224
18,819
41.8
71.3
Box
6,399
7,643
8,958
10,183
10,452
11,305
13,837
25,274
41,684
31,133
28.9
36.0
TEU
8,505
10,572
11,357
15,009
15,065
15,538
20,029
39,448
62,908
49,952
31.6
47.4
Source : Statistics Section of Business Division Intelligence Division, NAMPORT
2-34
Chapter 2
70,000
Imports
Exports
Transshipment(Landed)
Transshipment(Shipped)
60,000
50,000
TEU
40,000
30,000
20,000
10,000
0
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009.6
Figure 2.2.7 Historical Performance of Container Cargoes

at the Port of Walvis Bay
Table 2.2.6 Historical Performance of Share by Type of Container Cargoes

in TEU of the Port of Walvis Bay
(Unit : %)
Year
Items
All Conainer
2001
2002
2003
2004
2005
2006
2007
2008
2009.6
Imports
50.3
49.0
47.0
47.1
32.2
29.7
20.3
19.9
18.3
19.2
Exports
48.0
49.2
51.6
47.6
34.0
30.5
20.6
20.5
19.7
18.3
Transshipmen (Landed)
0.8
0.9
0.7
2.6
17.2
20.4
30.8
30.7
34.1
31.7
Transshipment (Shipped)
0.9
0.8
0.7
2.7
16.7
19.4
28.3
28.9
27.9
30.8
Total (Landed)
51.1
50.0
47.7
49.7
49.3
50.1
51.1
50.6
52.4
50.9
Total (Shipped)
48.9
50.0
52.3
50.3
50.7
49.9
48.9
49.4
47.6
49.1
100.0 100.0 100.0 100.0 100.0 100.0
100.0
100.0
100.0
100.0
Total (Landed+Shipped)
Empty
Container
2000
Landed
12.8
19.1
15.1
12.0
10.2
8.8
6.3
10.8
12.9
13.6
Shipped
20.2
21.0
18.2
27.4
15.0
12.9
10.7
16.6
19.5
24.0
32.9
40.1
33.2
39.4
25.1
21.7
17.0
27.4
32.4
37.7
Total (Landed + Shipped)
2-35
Chapter 2
Table 2.2.7 Historical Performance of Share by Size of Container Cargoes

of the Port of Walvis Bay
(Unit : %)
Year
Items
2000
2001
2002
2003
2004
6m
78
72
78
62
64
12m
22
28
22
38
36
Box
100
100
100
100
100
6m
76
69
71
63
60
Exports
12m
24
31
29
37
40
Box
100
100
100
100
100
6m
58
76
55
71
59
Transshipment
12m
42
25
45
29
41
(Landed)
Box
100
100
100
100
100
All
6m
58
82
53
70
58
Container Transshipment
12m
42
18
47
30
42
(Full + (Shipped)
Box
100
100
100
100
100
Empty)
6m
77
72
78
62
62
Total (Landed)
12m
23
28
22
38
38
Box
100
100
100
100
100
6m
76
69
71
63
60
Total (Shipped)
12m
24
31
29
37
40
Box
100
100
100
100
100
6m
77
70
74
63
61
Total
12m
23
30
26
37
39
(Landed + Shipped)
Box
100
100
100
100
100
6m
42
49
66
45
48
Landed
12m
58
51
34
55
52
Box
100
100
100
100
100
6m
79
71
78
56
61
Empty
Shipped
12m
21
29
22
44
39
Conatiner
Box
100
100
100
100
100
6m
67
62
73
53
56
Total
12m
33
38
27
47
44
(Landed+Shipped)
Box
100
100
100
100
100
Imports
2005
68
32
100
66
34
100
51
49
100
51
49
100
62
38
100
60
40
100
61
39
100
54
46
100
68
32
100
63
37
100
2006
60
40
100
59
41
100
58
42
100
58
42
100
59
41
100
58
42
100
58
42
100
60
40
100
52
48
100
55
45
100
2007
55
45
100
51
49
100
55
45
100
55
45
100
55
45
100
54
46
100
54
46
100
47
53
100
42
58
100
44
56
100
2008
51
49
100
44
56
100
50
50
100
52
48
100
50
50
100
49
51
100
49
51
100
54
46
100
46
54
100
49
51
100
2009.6
43
57
100
49
51
100
44
56
100
42
58
100
43
57
100
45
55
100
44
56
100
43
57
100
37
63
100
40
60
100
The reefer containers in total increased from 2,148 by box and 3,554 by TEU to 20,190 by box
and by 39,247 TEU over the period from 2000 to 2008 at a high annual average growth rate of
39.0 % by box and 41.8% by TEU. However, the growth rate of one year from 2008 (Jan. to
Jun.) to 2009 (Jan. to Jun.) recorded only a slight increase both in boxes and TEU, which may
reflect the worldwide financial crisis.
The sizes of 6m and 12 m reefer containers in total have grown by 11.2% and 45.5%,
respectively. The growth of 12m reefer containers also shows a much higher growth rate than
6m reefer containers. It is recognized that the landed reefer containers contributed to the drastic
increase of total reefer containers. The landed reefer containers indicated a high growth rate of
87.9% by TEU and 85.2% by box. Particularly, 12 m reefer containers recorded an extreme
increase from 169 boxes to 4,638 boxes, a 27 time increase. On the contrary, the number of
boxes for both sizes for the shipped reefer containers was almost equal to those of the landed
reefer containers in 2008, but the growth rate of the shipped reefer containers were lower than
those of the landed reefer containers. Particularly, 6m containers showed a decrease of 0.2%
(Table 2.2.8).
A rise in reefer containers can be observed. The share of 12m reefer containers in total increased
from 65% to 96% during the period from 2000 to June 2009. Accordingly, the share of 6m
2-36
Chapter 2
reefer containers decreased from 35% to 4%. This trend is expected to continue in the future.
The rise in 12 m reefer containers has progressed much faster than 6 m reefer containers
although the share of each size are almost equal to each other according to data points from
2008 and June 2009 showing that the share of 6m reefer containers is 3%6% and that of 12 m
reefer containers is 94%97% (Table 2.2.9).
Table 2.2.8 Historical Performance of Reefer Containers by Size
(Unit : TEU)
Year
2000
2001
2002
2003
2004
2005
2006
2008
2007
2009.6
Average Annual
Growth Rate
(%)
2000
/2008
Items
6m
12m
Box
TEU
6m
12m
Box
TEU
6m
12m
Box
TEU
Landed
Shipped
Total
60
169
229
398
682
1,237
1,919
3,156
742
1,406
2,148
3,554
32
91
123
214
479
1,317
1,796
3,113
511
1,408
1,919
3,327
27
108
135
243
602
1,305
1,907
3,212
629
1,413
2,042
3,455
29
268
297
565
410
1,660
2,070
3,730
439
1,928
2,367
4,295
77
107
976 2,035
1,053 2,142
2,029 4,177
388
370
2,557 3,463
2,945 3,833
5,502 7,296
465
477
3,533 5,498
3,998 5,975
7,531 11,473
340
3,965
4,305
8,270
494
4,702
5,196
9,898
834
8,667
9,501
18,168
253
3,717
3,970
7,687
462
4,290
4,752
9,042
715
8,007
8,722
16,729
591
9,226
9,817
19,043
542
9,831
10,373
20,204
1,133
19,057
20,190
39,247
220
4,638
4,858
9,496
149
4,360
4,509
8,869
369
8,998
9,367
18,365
2008.6
/2009.6
59.4
91.3
85.2
87.9
-0.2
34.8
28.3
31.1
11.2
45.5
39.0
41.8
-3.9
12.4
11.5
12.0
-65.3
-4.6
-9.8
-7.3
-44.0
3.5
0.1
1.7
Source : JICA Study Team
Table 2.2.9 Historical Performance of Share of Reefer Container by Size

(Unit : %)
Year
2000
Items
6m
Landed
Shipped
Total
26
2001
26
2002
2003
20
10
2004
2005
7
2006
5
2008
2007
8
2009.6
6
12m
74
74
80
90
93
95
92
94
94
95
Box
100
100
100
100
100
100
100
100
100
100
6m
36
27
32
20
13
10
10
10
12m
64
73
68
80
87
90
90
90
95
97
Box
100
100
100
100
100
100
100
100
100
100
6m
35
27
31
19
12
12m
65
73
69
81
88
92
91
92
94
96
Box
100
100
100
100
100
100
100
100
100
100
2.2.3
Current Cross-Border Transport
There are four major cross-border corridors linking the Port of Walvis Bay to her neighbouring
countries, namely: (i) the Trans-Kalahari Corridor; (ii) the Trans-Caprivi Corridor; (iii) the
Trans-Cunene Corridor; and (iv) the Trans-Oranje Corridor. WBCG was established in 2000 in
order to promote the use of those four corridors, so-called the Walvis Bay Corridors. These
corridors are the focal point for regional development initiatives. Initially based on transport
routes, the corridors are critical to the achievement of the region's economic and political
objectives. Almost half of the SADC Member States are landlocked and require efficient
regional transport links for access to the sea. Due to its location and efficiency, the port of
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Walvis Bay offers substantial reliability advantages for time-sensitive cargo. Initiatives within
the corridor have focused on strategies to strengthen efficiency of the corridor transport systems
along its four arms. The current situation of the Walvis Bay Corridors is as follows.
(1)
Trans-Kalahari Corridor
The Trans-Kalahari Highway: The Corridor stretches over 1,900 km along Walvis
BayWindhoekGaboroneJohannesburg/Pretoria. It is supported by a railway line from the
Port of Walvis Bay to Gobabis (via Windhoek), where transload facilities are available, and
continues from Lobatse in Botswana. The Trans-Kalahari Highway was completed and
commissioned in 1998. This highway links the Port of Walvis Bay to Botswana and further to
Gauteng Province, the industrial hub of South Africa estimated to produce about 37% of South
Africas GDP and 28% of GDP for the SADC region. The highway is a potential artery between
this industrial heartland and European and American markets. The potential traffic development
is considerable, but the development has been slow to materialize. Nevertheless local traffic has
grown considerably leading to greater connectedness of small Botswana and Namibian
communities with positive economic impact. Realization of the transcontinental potential will
foster greater development along the route as well. Several service areas have already developed
to meet the needs of both the freight and tourist traffic. Gobabis, in eastern Namibia, is also
realizing development to serve this traffic. Local leaders hope to promote Gobabis as a tourist
destination in addition to performing a service and accommodation role along the route.
Railway: The Trans-Kalahari Corridor is also a rail corridor. The railway connects the Port to
the capital city, Windhoek, in a daily freight and passenger service. The railway continues east
to Gobabis on the outskirts of the Kalahari in eastern Namibia. The length of railway from
Walvis Bay and Gobabis is 640 km and the distance from Gobabis to the border of Botswana is
100 km. It was originally intended to connect to the Botswana Railway in eastern Botswana and
to Spoornet through Mafeking and Gauteng Province but link is not yet built. There was
considerable interest in this service from the automotive industry in Rosslyn and some mineral
exporting companies. The Namibian and Botswana governments are planning to have coal
transportation by railway along this corridor. The feasibility study starts in July 2009, and is
expected to take 12 months to complete.
There are many trains between Walvis Bay and Windhoek, but the frequency of freight trains is
only 3 times a week between Windhoek and Gobabis. The passenger train in this section was
discontinued in 2009 because of the small number of passengers.
WBCG has established a branch office in Gauteng, South Africa last year to develop business
for this market. The Gauteng economy is the second biggest economy in Africa and has major
potential for development since cargo can be delivered 5 days earlier. WBCG believes that this
market can become the biggest market for transit traffic via the Port of Walvis Bay. In the
following pages, Figure 2.2.8 shows the routes and positions of the Walvis Bay Corridors in
Southern Africa.
(2)
Trans-Caprivi Corridor (TCC)
Trans-Caprivi Highway: The Trans-Caprivi Highway links the Port of Walvis Bay to the
inland areas of Zambia (Livingstone, Lusaka, Ndola and Kitwe) and the South Eastern
Democratic Republic of Congo (Lubumbashi area) via the bridge across the Zambezi at Katima
Mulilo, which was completed in 2008. The Corridor stretches over 2,500 km and is supported
by a railway line between Walvis Bay and Grootfontein, where transroad facilities are available.
The TCC covers the markets of Zambia, DRC and Zimbabwe. When the bridge at Katima
Mulilo was completed between Zambia and Namibia over the Zambezi River in 2004, the
WBCG started to develop its marketing campaign for the Zambia market. In 2005 the WBCG
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then developed its first branch office in Lusaka, Zambia to develop this market for imports and
exports via the Port of Walvis Bay. This branch office mainly focuses on how can they increase
transit traffic for the Zambia market via the Port of Walvis Bay. Cargo volumes for the Zambian
and DRC (Lubumbashi) markets has since then grown significantly over the past 5
years. Namibia has also joined hands with the Zambian and DRC governments to establish joint
forums to address issues along the corridor such as border transit times. As soon as the economy
of Zimbabwe improves, the WBCG will also start an aggressive marketing campaign to
transport goods to this market. The WBCG provides an alternative route to overseas markets for
these land-locked areas, as opposed to their current reliance on the North South Corridor to
Durban, which is now highly congested, and the Dar es Salaam Corridor. With the current
investment in increased copper production, the demand for the route is likely to grow
dramatically in the next few years. This route also provides an important outlet to regional and
international markets for secondary hubs along the Trans-Caprivi Highway, such as Katima
Mulilo, Rundu, Tsumeb and Grootfontein. Since much of the Namibian population is centred in
the North, expansion of these secondary hubs provides important opportunities for new
economic activity.
Railway: The railway line along this corridor runs up to Grootfontein, a distance of 600 km
from the Port of Walvis Bay. The frequency of freight trains is 1 a day up to Grootfontein. The
passenger train does not run because of poor track conditions. The major commodity from
Walvis Bay to Grootfontein is petrol. However, there are almost no commodities transported to
Walvis Bay.
(3)
Trans-Cunene Corridor
Trans-Cunene Corridor Highway: The Trans-Cunene Corridor Highway links the Port of
Walvis Bay with southern Angola up to Lubango, over a distance of 1,600 km. The Angolan
Government is currently planning road rehabilitations nationwide, which include the
LubangoSanta Clara leg, extending the Trans-Cunene Corridor. Since the cessation of
hostilities in Angola, import traffic through the Port of Walvis Bay has been the fastest growing
Corridor traffic, currently representing around 80% of the corridor traffic through the Port of
Walvis Bay. Currently this corridor carries the largest volumes of transit volumes via the Port of
Walvis Bay. This Corridor traverses one of the most densely populated parts of the country and
also has potential for major economic development. It leads to Ondangwa and Oshakati which
serve as distribution centres for the North. On the border between Namibia and Angola,
Oshikango is becoming a major wholesale and retail centre for trade with Angola. It currently
has 28 actively bonded warehouses and an EPZ serving this market. This is still growing rapidly
since the demand for various commodities are still increasing. With the reconstruction and
development of this economy still in high growth, it is believed that this corridor will continue
to grow for the next 510 years until the ports in Angola have sufficient capacity to handle all
Angolan imports and exports.
Railway: The railway line of the Trans-Cunene Corridor diverges from the line of the
Trans-Caprivi Corridor at Otavi. It runs up until Ondangwa, a distance of 850 km from the Port
of Walvis Bay. The railway extension along this corridor is the first priority among the three
corridors. The construction of the sections between Tsumeb and Oshikango and between
Ondangwa and Oshakati were started in 2001, and reached Ondangwa in 2006. The section
between Ondangwa and Oshikango will be completed around 2011. A new railway line is being
designed for a maximum speed of 120 km/hour, and a dedicated train for containers from
Walvis Bay is also being planned. The frequency of freight trains is 2 to 3 a day up to Tsumeb,
and 1 a day up to Ondangwa via Otavi station. The passenger train does not run because of bad
track conditions. The major commodities are petrol, copper concentrate and coal from Walvis
Bay to Tsumeb, and copper ingots from Tsumeb to Walvis Bay. Besides petrol, cement for
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Chapter 2
railway extensions are also carried to Ondangwa. There are very little commodities for the south
compared to the north.
(4)
Trans-Oranje Corridor
Trans-Oranje Corridor Highway: The Trans-Oranje Corridor Highway is a tarred road linking
the Port of Lderitz as well as Port of Walvis Bay to Johannesburg in South Africa, through
Keetmanshoop, Windhoek and Upington. The total length from the Port of Lderitz to
Johannesburg is 1,678 km and that from the Port of Walvis Bay is even longer. It connects
Lderitz with the Northern Cape Province of South Africa and is thus ever expanding as a
leader of trade route in southern Africa.
Railway: This corridor is complemented by a railway line from the Port of Lderitz extending
southwards to the Northern Cape Province via Upington. Re-construction on the 40 km railway
between Aus and Lderitz is currently under way and is scheduled to be completed in 2010.
Source: Corridor Development Consultants (Pty) Ltd., Economic Benefits of Port and Corridor
Development.
Figure 2.2.8 Walvis Bay Corridors for the Development of Southern Africa
(5)
Relationship of Container Cargo Demand with the Corridors
1)
Modal Split of Container Cargoes
The modes of inland transport of container cargoes are mostly occupied by truck at around 90%.
The main reasons are: (i) the track conditions of the railways are not in good conditions because
of aging of the 30kg/m rails and their deformations, (ii) around 60 locomotives are not fully
operative, and (iii) the train is not operated regularly based on a time table. These reasons result
in less capacity of the train and the lack of reliability of railway services.
2)
Incomplete Railway Network
The Walvis Corridors, except for the Trans-Oranje Corridor, have not yet completely linked the
national borders by rail although the section between Ondangwa and Oshikango of the
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Chapter 2
Trans-Cunene Corridor will be completed around 2011. After this, all of the transit container
cargoes have been transported by truck on the roads to and from the land locked countries.
3)
Relative Superiority of Road Transportation of the Walvis Bay Corridors than Railway
It has been reported by the SADC Transport Ministers that roads in the northern and central
corridors need to be fixed as their condition makes it impossible for the easy flow of transport
and movement of goods and services and there must be a master plan for the modernization of
the railways for the region, adding a modern high speed railway line for the region will ease the
burden from the roads and increase the speed of movement of bulk cargo into and out of the
region. According to the field survey by the JICA Study Team, the road conditions of the
Walvis Bay Corridors are assumed to be in better condition. They are mostly two lanes and have
enough width and will be rehabilitated. The container truck can run at an average speed of 60
km/hour to 80 km/hour. In addition, the routes of the Walvis Bay Corridor have superior
railways.
4)
Time Savings of Border Crossings
The largest bottleneck to inland transport is at the border crossings which are closely related to
the transport network. The border crossings are sine qua non to enable the acceleration of
transporting export and import through the transport network to land-locked countries. In this
context, if the least number of border crossings would be utilized, least cost transport could be
realized. A good example is demonstrated by the new route to export markets of copper of
Zambia and the DRC. The Port of Walvis Bay has since 2004 established a direct linkage to the
Copperbelt and the DRC market providing shorter transit times for these exporters. The
transport of goods from the Port of Walvis Bay to the Copperbelt is on average 4-5 days by road
with only a single border crossing at Katima Mulilo in Namibia. The traditional routes for the
copper exports have been the Port of Dar es Salaam and the Port of Durban that have more than
two border crossings.
2.3
Current Port Situation in Namibia and Her Neighbouring Countries
2.3.1
Ports in Namibia
(1)
Port of Walvis Bay
1)
Port Operation
The Port of Walvis Bay possesses 8 berths handling container, bulk cargo, and the other cargo. A
summary of the berth information is shown in the following table:
Table 2.3.1 Type of Berthing Facilities at the Port of Walvis Bay
Berth
Berth 1
Berth 2
Berth 3
Berth 4
Berth 5
Berth 6
Berth 7
Berth 8
*Petro Berth
Draught (m)
12.8
12.8
12.8
10.6
10.6
10.6
10.6
10.6
10.0
Cargo Handled
Containerised cargo
Containerised cargo, Fluorspar in bulk
Containerised cargo, Fluorspar, salt in bulk, Ro-Ro
Cold Storage (Fish)
Cold Storage (Fish), Sulphuric Acid
General Cargo, break bulk, Ro-Ro
General cargo, break bulk, coal in bulk
General cargo, break bulk, manganese and lead concentrate in bag
Tankers, Liquid bulk petroleum products
Source: Namport
Berths 13 are working berths for container and bulk commodities having a depth of 12.8 m,
and two rail-mounted wharf cranes on the rail track 2. Containerised cargo being handled on a
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Chapter 2
24-hour basis, 7 days a week, is carried out by quayside mobile tower cranes. Reach stackers
and forklifts as appropriate are the primary equipment being used for the handling and moving
of containers within the container yard for berths 1, 2 and 3. Ro-Ro vessels are being
accommodated at Berths 3 and 6. Berths 6 and 7 are used when there is excess cargo.
The Port of Walvis Bay is equipped with reach stackers, forklifts, tractors, haulers, trailers,
harbour tower cranes, and additional equipment including mobile cranes. Haulage transport is
available from Namport.
The Port of Walvis Bay has no delay in ship schedule and throughput unlike other ports in South
and West Africa due to smooth berthing when loading and unloading cargo from the vessels.
The competence of Namport operations at the container terminal was well recognised by the
Port Captain from a certain shipping line during his recent supervision of their first container
vessel due in Walvis Bay in early June.
2)
Actual Container Throughput /2008
There had been an obvious and remarkable increase in container throughput in the year of 2008
as follows: Total Container throughput in 2008 shows 194,102 TEU compared to 83,263 TEU
for the year 2005/6.
Table 2.3.2 Container Throughput (2008)
(Unit: TEU)
Imports and
Exports
73,727
Transhipment
(Landed+Shipped
120,375
Total
(Landed+Shipped)
194,102
Source: Namport
The number of vessels is expected to further increase in 2009 with a couple of new arrivals from
MOL and CMA/CGM in addition to their weekly and 10 day interval service. The total number
of vessels called at the Port of Walvis Bay in 2008 reached 1,381 passenger boats, oil tankers,
etc.
3)
Port of Walvis Bay Container Throughput during the First Quarter of 2009
During the recent few months from January to March 2009, Namport has been experiencing a
Jump Up trend in handling containers when compared with the same period in the previous
year. The throughput of this period is shown in the following table.
Table 2.3.3 Container Throughputthe First Quarter of 2009
(Unit: TEU)
January
February
March
Total
Shipped
1,301
6,169
4,545
12,015
Landed
4,650
4,154
3,506
12,310
Transhipped
17,761
11,161
11,922
40,844
Handled
23,712
21,484
19,973
65,169
Source: Namport
Note: 1. Shipped is the total of exports and shipped transit.
2. Landed is the total of imports and landed transit
4)
Efficiency of the Port
The rising trend in containerized cargo throughput in the Port of Walvis Bay coupled with the
robust economic growth in the south and mid-African Rim has set forth an unprecedented plan
under Vision 2030, one of the government priority projects for the Port of Walvis Bay to be
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Chapter 2
developed into a world class Hub-port/Gateway in South-Western Africa to cater to

transhipment and transit cargo to and from its hinterland and neighbouring countries.
Key benefits of using the Port of Walvis Bay are considered as follows:
1.
2.
3.
4.
5.
Competitive turnaround time due to world class port efficiency

Minimum delays due to congestion-free port
Maximum security procedures
Deep water anchorage inside the harbour
World-class infrastructure and equipment, ensuring reliable and safe cargo handling
The prime purpose of upgrading the Port of Walvis Bay is clearly written in the Third National
Development Plan (NDP3). The contents indicate that:
key activities include expansion of the Walvis Bay Port, upgrading the national and
regional corridor routes, expanding and upgrading the ship and rig repair industry,
providing adequate Maritime rules, providing a rail link to Lderitz Port and
investigating other ports developments in Namibia.
5)
Port Development Plan
An attempt to bring in numerous carriers, multi-national freight forwarders from Europe, the
Mediterranean and from the East Coast of South America namely Santos and Rio de Janeiro etc
along with Asia Pacific, is the minimal requirement.
(2)
Port of Lderitz
The Port of Lderitz was used mainly by the fishing industry, but has seen increasing activity
from the mining sector since 2004. The main strategic focus for this port is to cater to the needs
of the fishing industries, offshore oil exploration, and the mining sector, together with its
supporting industries and services. The Skorpion Zinc has played a great impact, the business of
the port over recent years, causing mining exports to surpass those of fishing. This port has also
become increasingly important for the agricultural sector with the potential of grapes being
exported from Aussenkehr in the southern Namibia and the Northern Cape Province in RSA.
This export and import potential in SADC is supported by the Trans Oranje Corridor, which, by
way of a road-and-rail network, links the Port of Lderitz with the rest of Namibia as well as
with the Northern Cape Province in RSA.
Key benefits of using the Port of Lderitz are considered as follows:
!
!
!
!
!
!
The ports strategic location makes it an important base for the fishing, mining and
offshore diamond mining industries
The port is also an essential shore base for oil and gas drilling operations off the
southern coast
Excellent logistical services and links to other towns in Namibia and South Africa are
offered
The port develops its infrastructure to suit its clients needs.
A 500 m quay provides cargo handling and container facilities for imports and exports,
while a mobile harbour crane can handle containers and break-bulk cargo of up to 64
tonnes
Two additional 25-tonne grab mobile cranes deal with smaller volumes of break-bulk
cargo at the 500 m quay.
2-43
2.3.2
(1)
Chapter 2
Ports in Neighbouring Countries

Port of Lagos/Apapa, Nigeria
Port of Lagos/Apapa is located at the southern part of Lagos City which has a population of 14
million. Social issues this city is facing are security, poverty, poor infrastructure and
deterioration of living standards. Even though the port is one of the largest ports in the region of
South and West African ports, these issues have caused difficulties in port operation, particularly
in transporting cargos around its vicinity.
Tin Can Container Terminal was recently built to relieve the chronic congestion of Port of
Apapa but is still not quite functioning to resolve the delay of cargo handlings of Port of Apapa.
Carriers calling at this terminal are Zim Israeli Lines, CMA/CGM, Happag Lloyd, Messina
Lines and Cosco and K Line.
The Total container throughput16 in the year 2008 at the respective ports are:
!
!
Port of Apapa: 260,000 TEU

Port of Tin Can: 158,000 TEU
The pile-up of containers in Nigerian ports have significantly increased in recent months, with
the result that the port and its logistic system that have posted massive productivity
improvements over the past two years have once again become strained. The government is to
take action over the rising number of containers of which up to 30,000 units (TEU) is being left
uncollected at the countrys ports.
The strained system has resulted in some vessels having to wait longer than 14 days to secure
berths, particularly at Lagos. The longer waiting of the vessels worsens the countrys economy,
which is already harmed by the current financial crisis. Further worsening the situation,
importers need to wait another 30 days for compulsory customs inspection before taking
delivery.
1)
Two Burdens of Port of Lagos
i) Over 80% of incoming import containers and cargo are subject to customs inspections that
take over 30 days on average to clear through, which serves as a beach defence against the
smuggling of cargo. This has been the prime reason for the vessels and cargos delay in the port
areas.
ii) The transhipment via Ports in Lagos to any other foreign ports is prohibited and it is unlawful
to use the port as a transhipment point. There are no transhipment containers from any ports of
Nigeria for the same reason. This prohibition is meant to keep an eye on the smuggling of cargo.
(2)
Dar es Salaam Port, Tanzania
Likewise in East Africa at Dar es Salaam Port, the Port Authority had implemented US$ 40 per
20 footer and US$ 80 per 40 footer charges per day on all inbound containers left in the terminal
for more than 21 days after they have been off-loaded from the vessel. There is a tendency for
shippers and importers to use the containers and port as a storage facility. (Source: Dar es
Salaam Port, 2009)
16
The expression of Throughput is used for the Ports of Nigeria and of Tanzania and that of Container Handling
is used for the Ports of Cape Town and others of South Africa. The unit of these expressions is TEU which means the
number of container box converted by twenty-foot equivalent units to pass through quay wall of container terminal.
Then these expressions are unified as Throughput in this report.
2-44
!
!
!
(3)
Berth:
Calling ship owners:
Container Throughput:
Chapter 2
1 container berth, length 549 m, depth 11.5 m.

Maersk/Safmarine Line, MOL, MSC, PIL
170,658 TEU (2007)
181,775 TEU (2008)
Port of Cape Town, South Africa
Port of Cape Town in Cape Town City has 34 berths with 5 deep-draught berths and two costal
berths for container-throughput handling operations. It is strategically located in one of the
worlds busiest shipping routes and for this reason the port is one of the busiest ports in the
entire African Rim, handling the largest volume of agricultural products, particularly fresh fruits.
The port ranks second to Durban with respect to the container throughput and is provided with
significant support facilities for the repair and maintenance of shipping vessels. Shipping lines
have been shifting their transhipment port from Durban to the Port of Cape Town.
The following table represents container throughput in 2008 in the Port of Cape Town.
Table 2.3.4 Container Throughput of Port of Cape Town (2008)
(Unit: TEU)
Landed
Deep-sea
Coastwise
Transhipped
Total Landed
Full
187,380
8,472
41,592
237,444
Empty
105,445
19,901
15,044
140,390
Total Landed
292,825
28,373
56,636
377,834
Shipped
Deep-sea
Coastwise
Transhipped
Total Shipped
Full
252,432
4,885
42,565
298,882
Empty
75,990
1,119
13,676
90,785
Total Landed
327,422
6,004
56,241
389,667
GRAND TOTAL 2008
536,326
231,175
767,501
Source: Transnet Port Terminal (TPT)
(4)
Port Elizabeth, South Africa
Port Elizabeth is located between Durban and Cape Town and is well known in the southern
hemisphere as a major sea port for ore loading. As part of the ongoing development, a new
industrial zone is being developed to cater to the anticipated rise in cargo traffic. The facility is
scheduled for completion by the 4th quarter of 2010. The port has been servicing automobile
giants including General Motors, Volkswagen, Ford and Continental Tires with assembly plants
at the back of the port. The port is also being used as backup terminal for Durban as well in
catering for excess overflow cargo.
The following table represents the actual container throughput of Port Elizabeth in the year
2008.
2-45
Chapter 2
Table 2.3.5 Container Throughput of Port Elizabeth (2008)

(Unit: TEU)
Landed
Deep-sea
Coastwise
Transhipped
Total Landed
Full
175,776
1,440
20,955
198,171
Empty
25,380
509
1,436
27,676
Total Landed
201,507
1,949
22,391
225,847
Shipped
Deep-sea
Coastwise
Transhipped
Total Shipped
Full
74,618
188
20,900
95,706
Empty
97,241
2,038
3,053
102,332
Total Shipped
171,859
2,226
23,953
198,038
293,877
130,008
GRAND TOTAL 2008
423,885
Source: Transnet Port Terminal (TPT)
(5)
Port of Durban, South Africa
Among all the African ports, Port of Durban has been enjoying the largest share of containerised
cargo. The total number of containerised cargo handled at the port has been predominant at 1.86
million TEU annually of which some 370,000 TEU on average were via feeder services from
Cape Town and 43,000 TEU on average from Port of East London. Port of Durban had
continuously been experiencing consistent delays in container/cargo handling operations due to
ever increasing cargo volume and heavy container traffic. Recently, however, the port
congestions have been dissolved by deploying rail-mounted gantry cranes to smooth the railway
terminal operation.
The two rail-mounted gantry cranes purchased by TPT were commissioned at the end of May
2009. They are among the final investments which form part of phase one of the Pier 1
container terminal expansion project. The phase has seen the Port of Durban provide an
additional capacity of 720,000 TEU. The cranes will be used to transfer containers between
internal road vehicles and rail wagons more quickly and easily, as they approximately double
the handling rates of reach stackers, which were in use until recently.
The majority of the cargo, however, is inbound laden containers destined for the consumer and
industrial centres of Gauteng and Johannesburg.
During the years 2008 and 2009, the Port Authority and the labour unions jointly stood up to
eliminate the port congestion and took immediate remedies to clear the quay side congestions
and by adding two new terminal rail-mounted gantry cranes. By March 2009, the delays had
been cleared completely and there are no longer any waiting times or congestions, to the benefit
of all port users and carriers.
Container throughput covering the period of 2006 to 2007 is tabulated below.
Table 2.3.6 Container Throughput (2006/2007)
(Unit: TEU)
Landed
Shipped
Transhipped
Coastwise
TOTAL
865,087
899,454
519,609
50,849
2,334,999
Source: Port of Durban Authority NPA
2-46
Chapter 2
The following table shows the actual container throughput figures for Port of Durban for 2008.
Table 2.3.7 Container Throughput of Port of Durban (2008)
(Unit: TEU)
Landed
Deep-sea
Coastwise
Transhipped
TOTAL LANDED
Full
839,755
5,998
223,533
1,069,286
Empty
140,686
6,443
70,135
217,264
Total Landed
980,441
12,441
293,668
1,286,550
Shipped
Deep-sea
Coastwise
Transhipped
TOTAL SHIPPED
Full
668,669
13,345
225,600
907,634
Empty
358,524
18,074
71,383
447,981
Total Shipped
1,027,213
31,419
296,983
1,355,615
GRAND TOTAL 2008:
1,976,920
665,246
2,642,165
Source: TPT, Ports Authority of the Republic of South Africa

(9 percent increase in 2008 cf. 2007)
Container throughput at Port of Durban represents some 65% of the total volume of containers
handled in the South African ports.
(6)
Port of Coega, South Africa
The port of Coega (or Ngqura) will have a capacity for accommodating larger container vessels
than any of South Africas seven other commercial ports and is the biggest infrastructure project
in South Africa since 1994. The Port of Coega launched at the beginning of October 2009 as
scheduled.
It is a multi-billion African rand industrial development complex and deepwater port located 20
kilometres east of the city of Port Elizabeth in the Eastern Cape. Located on the south-eastern
coast of the country, the project is part of the first and one of the largest, industrial development
zones (IDZ), a new initiative that aims to boost the regional economy of the Eastern Cape.
It has an advantage over other ports in Africa in that it is a deep-water port with a depth of
between 16 and 18 meters. It could serve as a feeder or loading centre for other destinations,
functioning as a hub where large freight ships could unload their cargo for further distribution
by road, sea or rail to other destinations in Africa.
The improved infrastructure will relieve container congestion in the South Africa port system,
while attracting additional transhipment cargo. Transnet (Port Authority) says that the new port
is a solution to South Africas lack of container capacity that has been strained by a considerable
growth in container traffic.
The terminal will have the capacity to accommodate Ultra-Mega ships carrying 6,000 to
10,000 TEU and the port will be able to handle more than 100 container moves per ship
working hour, with sufficient stack and berth capacity to cater for future growth up to 2 million
TEU.
The JICA Study Team has yet to determine the details of the current carriers listed, however the
port of Walvis Bay may be affected when Coega becomes fully operational within the last few
months of 2009, especially those transhipment containers from the port of Cape Town that are
uncertain to obtain.
2-47
Chapter 2
Mega-Carriers may study the use of Coega port for their transhipment containers to the eastern
coastline. The inauguration of Coega may cause the port of Walvis Bay concern and thus
Namport should prepare for further pragmatic and practical promotional activities.
(7)
Port of Luanda, Angola
Angolas ports are virtually non-operational having suffered lasting effects from the long-gone
civil war, leaving Walvis Bay to service the SADC countries of Botswana, Zimbabwe, Zambia
and Malawi even though the rehabilitation and renewal construction works are said to be
underway for the Luanda and Lobito ports.
Currently, vessels waiting time is reported to be 4 to 6 weeks and the terminal operator is
imposing a congestion surcharge of US$300 per TEU, but this is in vain as the traffic is still
very slow.
It has been learned that the Luanda, Lobito and Namib ports in Angola are strictly for Angolan
domestic consumption only and the Port Authority has been aiming for no transhipment/transit
cargo across any of the nations borders.
The following table shows the container throughput at Port of Luanda in 2008.
Table 2.3.8 Container Throughput of Port of Luanda (2008)
(Unit: TEU)
Landed
Shipped
TOTAL
267,956
296,497
566,463
Source: Angola Ports Authority
(8)
Port of East London, South Africa
In view of its niche status, container throughput at this port is predominantly aimed at the local
market. Indeed, container throughput in 2008 was only 57,000 TEU17.
(9)
Port of Lobito, Angola
It is reported that rehabilitation and renewal works have been taking place with greater urgency
around the premises of the Port of Lobito and beyond, with financial assistance provided by
Chinese firms. Namport has been paying careful attention to the progress and has mild concern
over the completion of the ports rehabilitation in 5 years time, which will render it a major
competitor to Namport.
The port handles roughly 600,000 tons a year including 68,446 TEU18 of building materials,
flour, sugar, rice, grain, and general cargo in 2007. Destinations are mainly to the cities of
Lobito, Benguels, and for local industrial plants in the Catumbela industrial zone19.
2.3.3
Ports JICA Study Team Surveyed
JICA Study Team obtained various and precious information covering the current situation
around three leading ports in the western and southern regional Africa namely Lagos/Apapa of
Nigeria, Durban, RSA and Luanda, Angola as follows;-
17
18
19
NPA, 2009.
Port of Lobito, 2007
OREY Angola, 2009.
2-48
(1)
Chapter 2
Nigeria Lagos Ports (Apapa and Tincan Terminal)
JICA Study Team visited Lagos with the aim to survey the current status of the Ports of Lagos
Apapa/Tincan Terminals between 18th and 23rd April and conducted interviews with major
shipping lines and the Nigeria Port Authority (NPA).
The Port of Lagos/Apapa is located at the southern part of Lagos City which has a population of
14 million. Social issues this city is facing include security, poverty, poor infrastructure and
deterioration of living standards. Even though the port is one of the largest ports in the region of
South and West Africa ports, these issues have reportedly caused difficulties in port operation,
particularly in transporting cargoes around its vicinity.
The actual performance of AMPT (AP Moller Terminal) represents 55 percent from Maersk
Line while Maersk Line, PIL, MOL and CMA/CGM have been calling Apapa Terminal (Refer
attachment). Zim Israeli Line, CMA/CGM, Messina Lines, Happag Lloyd, COSCO and K Line
are making calls to Tincan Terminal (TCIT).
Although a plan to build a new container terminal at the place called LEKKI, northwest of the
current port, to cope with ever increasing container throughput at those ports is in progress
between NPA and TORERIN, an India-Singapore firm, there is no specific and concrete
progress at this time.
Total container throughput of the respective ports in 2008 shows 418,000 TEU (260,000
TEU/Apapa and 158,000 TEU at Tincan Terminal). Lagos port has a total of five cargo
terminals to cater conventional vessels and break-bulk cargo and the growth rate of these ports
show 20 percent on average every year with a continuing upward trend. On the contrary, the
export from entire Lagos ports is merely 25,000 TEU per year as is shown in the attached
reference.
Under the influence of the global economic downturn, anchoring time for carriers in Nigeria has
been falling off, for instance Maersk Line with Priority Berthing so called WINDOW cut
down to three days, CMA/CGM dropped to 6 days, PIL for 16 days but MOL still suffering 25
days as of April 2009.
NPA predicts that container throughput by the year 2010 would reach 600,000 TEU, far beyond
its physical capability and feared to lose international credit towards the Ports. All import goods
and items are used 100 percent domestically and transhipment and transit containers are
confirmed to be nil.
Without exception, importers are confronted with tedious government procedures and
compulsory cargo inspections by officers, among other documentation checks by Customs
House, that normally take as long as 50 days before taking delivery of the cargo.
According to NPA, to decrease the chance of contraband Custom House conducts physical
inspections of almost all cargo coming into the country at a rate of over 80% due to the lack of
credibility of importers. This results in nonfunctionality, coupled with a limited access of only
one road to and from the port area. That importers must write their signature over 70 times
before cargo release is a stark example of the inefficiency experienced here.
There is a unanimous opinion in the market place that the government direction and the general
economy status including the oil industry around the Port Harcourt area are said to have poor
transparency that leads to irresponsiveness towards social and economic issues.
2-49
Chapter 2
While the port situation and the delay of berthing has been improving for carriers but the
government procedures and physical inspections of the cargoes for importation remain
unchanged.
Figure 2.3.1 Port of Lagos

(2)
Durban Port RSA
JICA Study Team paid a visit to the Durban area from 31st May to 5th June to catch up with the
current status of the port situation and gain knowledge about current improvements.
Durban Port, the most active and the largest port in the entire Africa region handled 2.6 million
TEU in 2008. It is located in the centre of Durban city with 2 million people. Being the most
active container terminal, all mega-carriers who serve between Indian and Atlantic Ocean such
as Maersk Line, MSC, OOCL, COSCO, EMC, PIL, MOL and K Line have been calling at the
port.
The Study Team learnt that on-going and unfavourable delays around the port had almost
cleared away since the beginning of 2009, through various efforts by people and groups. It was
also understood that the Port of Cape Town is now playing an important role to serve as a
Transhipment Hub over-taking its status from Durban port.
Transnet Port Terminal (TPT) Authority told the JICA Team that they were adding 3 new berths
within Pier 1, coupled with a Rail-Mounted Gantry Crane worth 36 million African Rand
(equivalent to 3 million US Dollars) to clear chronic delays (this is according to TPT Press
Release/Transnet Port Terminal).
Inland transportation system to and from the Durban Port has been quite efficient and has 5 6
trains daily including an overland transportation (OLT) scheme, running between the
Johannesburg/Gauteng area and the port leaving cargo owners to have the convenient choice to
clear customs at the rail terminal as well. This also benefits the transit time between Cape Town
and Durban that usually takes 2.5 days.
Container throughput in 2008 showed a remarkable record of 2.6 million TEU. The port has
conventional, B/B, Passenger Terminals and fishery terminals for domestic and foreign trawlers.
As a consequence of the sluggish global economy, the growth of the respective ports
experienced a roughly six percent downturn in comparison of JanuaryMarch 2008 and
JanuaryMarch 2009. This has affected Durban Port as well. As mentioned earlier, waiting time
for berthing used to be 37 days and this has almost disappeared since January 2009 even for
2-50
Chapter 2
those carriers without window priority rights. A similar situation was confirmed in all other
ports and terminals in South Africa, according to a TPT officer.
International Ports/Terminal in RSA as at April 2009 (by TPT)
Richards Bay:
Durban Port:
East London:
Ngqura Port:
Port Elizabeth:
Mosel Bay Port:
Cape Town:
Saldanha Port:
6,295,313 tonnes world largest in terms of volume

2,741,431 tonnes
158,028 tonnes
to be operational on October 2009
302,127 tonnes
98,789 tonnes
300,897 tonnes
5,749,898 tonnes
Maputo Port of Mozambique located next to Durban is acting as a feeder hub due to a
comparatively short distance to cater transit cargo to Johannesburg and Gauteng, generating
majority of its income from this business. The distance between Maputo and Johannesburg is
approximately 500 kilometres while Duran to Johannesburg is about 650 kilometres.
Chances of getting transit cargo at the port of Walvis Bay to Johannesburg are slim due to the
distance of over 1,000 kilometres from the port, except for some possibility of getting some
eastbound cargoes from Europe to Johannesburg to cut the long transit time from Walvis Bay to
Durban or Maputo. It is reported that the handling of Agricultural products at Durban port has
been declining because majority of the items being loaded for export at Maputo.
TPT is expecting to handle 350 million TEU by the year 2010 and the figures seem to be
reasonable and realistic when taking the current improvement of the port into considerations. If
the combined efforts between Port Authority in collaboration with the sustainable groups
continue to be there, it will further heighten competitiveness after deepening the draught from
12.8 meter to 15 meters in the near future (by TPT)
Postscript Ports in South Africa
The positioning of Durban Port as the most reputable top runner will most likely continue to be
stable for years to come as they continue to strengthen its efficiency, facility, rehabilitation and
improvement works for users.
Taking the facilities of Pier 1/Durban Port alone into considerations, there are 6 Gantry Cranes,
18 RTG and two Rail Transfer Gantry Cranes and also 120 Straddle Carriers to cater to 720,000
TEU a year. Based on this, Namport could attempt to capture demand from some transhipment
containers around Cape Town and Luanda where the majority of cargo in Durban port is for
local consumptions.
Strong leadership and timely judgment of TPT is well recognized by various media and JICA
Study Team can confirm the high aspirations expressed by TPT during the interview.
2-51
Chapter 2
Figure 2.3.2 Port of Durban

(3)
Luanda Port Republic of Angola
The quay line of the port of Luanda, the largest port in Angola, is along the west coast of the
cape in Luanda Bay.
Due to the extreme lack of berths and facilities for cargo handling here, about 70 to 80 vessels
are constantly at anchorage awaiting berths; for general cargo vessels and container vessels the
waiting time amounts to 1520 days minimum.
The small container barges with a single boom derrick carry containers from the small container
vessels in anchorage to the narrow opening area of the berth between the berthing vessels
through mid-stream operation.
Since the civil war ended in 2002 the cargo quantity has significantly increased. The container
boxes in 2003 reached 210,000 and in 2008 reached 410,000, an almost doubling in Luanda.
The numbers of vessels rose from 2,850 to 4,100 in 2008, an 44% increase. The capacity of the
facilities has never expanded since the civil war age.
There are four berths for container vessels: two in the multipurpose berths and two berths
dedicated for container vessels. The container vessels not less than 140m LOA are allotted to
berths 10.45m in depth, and ones up to 200m LOA to 12.5m in depth.
Generally the handling equipment on the ships is to be used, but two Liebherr mobile crane
units sometimes assist handling operation. Containers are carried by the yard chassis between
vessels side and the yard by lifting up/down with reach stackers at both sides.
The berths and the back lot area have become significantly uneven due to lack of maintenance
for decades, and construction materials are piled in a haphazard manner. This combines to
interfere with smooth trailer traffic.
Yard trailers and reach-stackers cannot move straight due to the hatch covers of the berthing
vessel put on the narrow apron 1520 m in width. The back container yard is small and there is
no other space for expansion. Containers are stacked at random in the yard and it seems that it
would be difficult to trace them according to the yard stowage plan.
The container operating companies are joint ventures of Angolan and foreign companies, and
the Angolan government is little involved.
2-52
Chapter 2
There is a new berth of 200300 m length with 12.5 m depth under planning for construction
now towards the north of the existing berth.
New port construction is planned at Cacuaco, 30 km north of Barra do Dande and 50 km north
of Luanda, but it has been suspended due to ecological issues.
Most cargo discharged at Luanda is transported north of Luanda and into the suburbs and is
carried by trucks. The infrastructure in Angola is in disrepair due to the war for independence
and the civil war for over 40 years ending in 2002. There are a great many land mines, so
railways and roads are banned in various places. Some areas are allegedly undergoing
rehabilitation through Chinese official assistance, but the progress seems to be delayed.
The Angolan government focuses on carrying their own products to the ports by rail and does
not consider carrying the products of land-locked countries. They presently export and import
their cargo through ports on the East Coast of Africa. The grains from Malanje, the biggest
agriculture area in Angola, are carried to Luanda, and iron ore produced in Cuanza and Casinga
is carried to Lobito and Namibe. The railway, therefore, is designed with rolling stock and rail
for these cargos, not for containers.
In consideration of the above, it is a very good opportunity to concentrate the transportation
routes to Walvis Bay to secure the cargo of Angolan interior zones and the southern
areaespecially the border zone with Namibiaand the land-locked countries such as Congo
and Zambia. Quick completion of the railway and the road net is desirable in association with
smooth and simple customs systems at the border.
Presently it is reported that the railway which runs south to north along the coast line is under
planning between the Namibian and Angolan government. The completion of the railway will
help to contribute in establishing Walvis Bay as a gate port of South Western Africa.
Figure 2.3.3 Port of Luanda

2.3.4
(1)
Financial Situation of Namport

Activities of Namport
Namport, the Namibian Ports Authority, is a state-owned cooperation, which owns and is
responsible for the operation of both the Port of Walvis Bay and the Port of Lderitz. The
Government Act 1994 provided for the establishment of a national port authority. Namport was
set up in 1994, following the integration of Walvis Bay into an independent of Namibia.
2-53
Chapter 2
Key roles of Namport are as follows.20

!
!
!
!
!
!
!
!
(2)
Manage the port facilities to cater for current trade needs

Develop the ports for future demand
Contribute to the competitiveness of the SADC regions trade through the efficient,
reliable and cost effective supply of port service
Facilitate economic growth in Namibia by enabling regional development and
cross-border trade
Promote the Ports of Walvis Bay and Lderitz as preferred routes for sea-borne trade
between SADC, Europe and the Americas
As the founding architects of the Walvis Bay Corridor Group, assist with developing
cross-border trade
Minimize the impact of port operation on the natural environment by applying ISO
14001
Uplift and support the communities with which Namport operates
Financial Statements of Namport
Namport has established an auditing committee, made up of external auditors, to independently

perform the auditing process. An annual report is prepared every year at the end of this auditing
process.
Financial statements (balance sheet, income statement, and cash flow) of Namport from 2004 to
2008 are summarized in the following tables.
Table 2.3.9 Balance Sheet of Namport (20042008)
(Unit: N$ 000)
Assets
Non-current assets
Property, plant and equipment
Investments
Channel levy fund investment
Investment in subsidiary
Loans to subsidiary
Deferred tax asset
Total non-current assets
Current Assets
Inventories
Receivables and prepayments
Cash and cash equivalents
Current tax assets
Total current assets
Total Assets
Equity and Liabilities
Capital and reserves
Capital account
Retained earnings
Shareholders interest
Minority interest
Total equity
20
2004
2005
2006
2007
2008
779,911
151,775
965
932,651
742,578
170,673
1,348
914,599
730,722
261,170
3,340
1
3,790
999,023
727,721
320,025
5,361
3,150
1,337
1,057,594
725,375
447,455
7,519
3,150
1,693
1,185,192
666
31,576
44,886
77,128
1,009,779
656
34,045
107,913
3,282
145,896
1,060,495
674
42,011
93,286
517
136,488
1,135,511
883
45,012
191,522
1,714
239,131
1,296,725
1,605
82,439
233,746
317,790
1,502,982
50,344
332,340
186,746
569,430
50,344
705,234
755,578
755,578
50,344
732,222
782,566
782,566
50,344
815,658
866,002
866,002
50,344
913,184
963,528
963,528
Source: Namibia Ports Authority Handbook
2-54
Non-current liabilities
Interest bearing borrowings
Shareholder loans
Deferred tax liabilities
Navigational aids fund
Operating lease liability
Channel levy fund
Total non-current liabilities
Current liabilities
Trade and other payables
Current portion of long-term
liabilities
Namport social investment fund
Namport solidarity fund
Provisions
Navigational aids fund
Current tax liabilities
Bank overdraft
Total current liabilities
Total liabilities
Total equity and liabilities
Chapter 2
2004
2005
2006
2007
2008
141,239
236,348
965
378,552
154,119
83,402
1,348
238,869
184,808
98,552
3,340
286,700
231,478
120,178
1,040
5,361
358,057
220,549
154,345
7,519
382,413
28,516
36,793
35,540
30,456
77,903
25,657
19,411
20,044
27,671
36,084
6,590
1,034
61,797
440,349
1,009,779
9,844
66,048
304,917
1,060,495
10,661
66,245
352,945
1,135,511
649
9
13,881
72,666
430,723
1,296,725
2,199
58
22,081
3,145
15,571
157,041
539,454
1,502,982
Source: Annual Report, Namibian Ports Authority, 20052008

Note: As of 31 August of each year
Table 2.3.10 Income Statement of Namport (20042008)

(Unit: N$ 000)
Revenue
Other income
Staff costs
Variable operational costs
Direct overhead costs
Indirect overhead costs
Depreciation
Maintenance
Direct costs
Indirect costs
Administrative expenses
Operating profit
Finance income/(cost)
Interest paid on long-term loans
Money market vested returns
accrued on endowment policies
Received from other sources
Total finance income / (cost)
Profit before tax
Taxation
Profit / (loss) for the period
2004
211,270
2005
220,858
2006
252,671
2007
324,237
2008
434,213
395
(81,952)
(29,499)
(87,857)
12,357
1,900
(87,846)
(10,354)
(5,235)
(15,339)
(54,378)
(12,968)
36,638
96
(97,061)
(13,581)
(5,517)
(32,033)
(55,232)
(11,925)
37,418
7,365
(116,160)
(19,565)
(4,143)
(34,281)
(53,409)
(12,052)
91,992
4,467
(130,075)
(25,026)
(4,324)
(67,128)
(56,102)
(15,860)
140,165
!20,076
!29,110
!37,010
!34,466
!43,120
4,468
9,521
16,489
20,823
16,313
10,706
(4,902)
7,455
(11,258)
(3,803)
16,471
(3,118)
33,520
(19,513)
14,007
28,741
8,220
45,638
(15,150)
30,488
34,713
21,070
113,062
(21,626)
91,436
51,300
24,493
164,658
(52,132)
112,526

Note: For the year ending on 31 August of each year
2-55
Chapter 2
Table 2.3.11 Cash Flow of Namport (20042008)

(Unit: N$ 000)
2004
Cash flow from operating activities
Cash receipts from customers
211,041
Cash paid to suppliers and
employees
(146,362)
Cash flow from operating
activities
64,679
Cash generated from operations
Interest received
15,174
Interest paid
(12,373)
Dividend paid
(2,200)
Tax refund/paid
Net cash flow operating activities
65,280
Cash flow from investing activities
Investments to expand operating
capacity
(22,346)
Investments to maintain
operating capacity
(1,219)
Purchase of non-current
investments
(20,187)
Transfer to cash on call
Proceeds from disposal of
property, plant and equipment
45
Proceeds from disposal of
property
Investment in subsidiary
Loan extended to subsidiary
Net cash outflow from investing
activities
(43,707)
Cash flows from financing activities
Proceeds from long-term
borrowings
24,000
Payment of capital element of
long-term borrowings
(40,529)
Proceeds from finance lease
liabilities
Proceeds from operating leases
(229)
Net cash (outflow)/ inflow from
financing activities
(16,758)
Net increase in cash and cash
4,815
equivalent
Cash and cash equivalents at the
40,071
beginning of year
Cash and cash equivalent at the
44,886
end of year
2005
2006
2007
2008
221,072
253,988
296,639
437,950
(120,935)
(189,594)
(187,616)
(251,048)
100,137
64,394
109,023
186,902
17,240
(19,280)
(4,633)
93,464
45,230
(30,255)
(3,500)
2,765
78,634
55,536
(22,418)
(8,000)
(1,197)
132,944
67,613
(31,446)
(15,000)
(680)
207,389
(7,128)
(680)
(1,471)
(2,327)
(10,010)
(44,628)
(48,969)
(51,562)
(46,044)
22,530
(77,509)
-
(69,167)
40,277
(116,300)
-
43
64
10
13,368
-
8,716
(1)
(3,790)
(697)
19,561
(355)
(27,241)
(117,828)
(80,018)
(150,974)
45,893
45,912
31,390
2,681
(48,900)
(30,567)
(12,589)
(25,149)
(189)
9,222
-
26,509
-
8,277
-
(3,196)
24,567
45,310
(14,191)
63,027
(14,627)
98,236
42,224
44,886
107,913
93,286
191,522
107,913
93,286
191,522
233,746

Note: For the year ending on 31 August of each year
2-56
(3)
Chapter 2
Results of Financial Statement Analysis
Based on the financial statements shown above, results of the financial statement analysis are
summarized in the following table.
Table 2.3.12 Results of Financial Statement Analysis of Namport (20052008)
Indicators
Rate of Return on Assets
Fixed Asset Turnover Ratio
Rate of Return on Equity
Current Ratio
Quick Ratio
Cash Flow from Operations to Current Liability Ratio
Long-term Debt Ratio
Cash Flow from Operations to Total Liabilities Ratio
Interest Coverage Ratio
2005
2.53%
29.01%
2.11%
2.21
2.15
57.32%
16.94%
9.83%
2.15
2006
5.03%
34.30%!
3.96%
2.06
2.04
56.57%
19.10%
11.38%
2.23
2007
9.81%
44.46%!
11.09%
3.29
3.26
132.45%
21.09%
23.48%
4.28
2008
10.14%
59.76%!
12.30%
2.02
2.01
122.04%
18.63%
28.89%
4.82
Source: The Study Team
The calculation methods and notes of each indicator are as follows.

! Rate of Return on Assets
= ((Profit for the period) (Interest paid net of income tax savings))/(Average total assets
during the period)
Rate of return on assets measures the performance in using assets to generate profits
independent of the financing of those assets.
! Fixed Asset Turnover Ratio
= (Revenue) / (Average fixed assets during period)
Fixed asset turnover ratio measures the relation between sales and the investment in fixed
assets, such as property, plant, and equipment.
! Rate of Return on Equity
= (Revenue) / (Average equity during period)
Rate of return on equity measures the performance in using and financing assets to generate
profits.
! Current Ratio
=(Current assets) / (Current liability)
Current ratio indicates the ability of Namport to meet its short-term obligations.
! Quick Ratio
= ((Receivables and prepayments) + (Cash and cash equivalents)) / (Current liabilities)
Quick ratio indicates the ability of Namport to meet its short-term obligations by utilizing
assets that Namport can convert quickly into cash.
! Cash flow from operations to current liability ratio
= (Operating profit) / (Average current liabilities during period)
Cash flow from operations to current liabilities ratio indicates the ability of Namport to
meet its short-term obligations from the view of operations.
! Long-term debt ratio
= (Total long-term debt) / ((Total long-term debt) + (Equity))
Long-term debt ratio reports the portion of Namports long-term capital that debt-holders
furnish.
2-57
Chapter 2
! Cash flow from operations to total liabilities ratio

= (Operating profit) / (Average total liabilities)
Cash flow from operations to total liabilities ratio indicates the ability of Namport to meet
its total obligations from the view of operations.
! Interest cover ratio
= (Profit before interest and taxes) / (Interest paid on long-term loans)
Interest cover ratio indicates the relative protection that operating profitability provides
bondholders, permitting them to assess the probability that Namport will fail to meet
required interest payments.
Findings from the results are summarized as follows.
!
The rate of return on assets, fixed turnover ratio and rate of return on equity analyze the
profitability of Namport. The values of these ratios consistently increase from 2005 to
2008. Therefore, it can be said that, as Namport increases its revenue, Namport
improves its profitability. In other words, during the period, Namport earns profits more
effectively from its assets and equity, as the years go by.
The current ratio, quick ratio and cash flow from operations to current liability ratio
analyze the short-term liquidity of Namport. As the values of current ratio and quick
ratio are more than 1.0 during 2005 to 2008, it can be said that Namport sufficiently
maintains its capability to make payments in the interest of its short-term liabilities from
its current assets. As the number of cash flow from operations to current liability ratio
increases, its operation bears enough profit to meet the increase in short-term debt.
Long-term debt ratio, cash flow from operations to total liabilities ratio and interest
coverage ratio analyze the long-term liquidity of Namport. It is commonly said that a
financially healthy company normally has a cash flow from operations to total liabilities
ratio of 20% or more21. In addition, analysts typically view an interest coverage ratio
below 3.0 as risky22. From these standards, in 2005 and 2006 Namport was a risky
company in terms of its capability to pay the interests of its long-term debt. But, as
those numbers have overcome the standard values since 2007, it is assumed that
Namport has gained enough revenue and profit to pay the interest of long-term debt
after 2007. In addition, most borrowings of Namport are set on fixed rates. Fluctuation
in variable rates does not impact on the operating profit of Namport very much and
Namport faces little risk of fluctuation of interest rates. Therefore, the current financial
situation of Namport sees no problem in covering its current long-term debt.
These results indicate that Namport does not have any financial problems in covering its
liabilities after 2007. The increase of revenue and profit provides Namport with sufficient
capability to render its financial performance healthy.
2.4
Current Railway Situation
2.4.1
Organization and Route of Railway in Namibia
(1)
Organization of Railway in Namibia
The railway of Namibia was managed and operated by the Republic of South Africa until 1985.
Organization reforms took place after independence and now, TransNamib Holdings Limited, a
wholly owned parastatal of the government of the Republic of Namibia, manages and operates
the railway.
21
22
Source: Clyde P. Stickney and Roman L. Weil, Financial Accounting 10th edition, Thomson Learning 2003, p274
Source: Clyde P. Stickney and Roman L. Weil, Financial Accounting 10th edition, Thomson Learning 2003, p275
2-58
Chapter 2
Specializing in the transportation of bulk and containerized freight, TransNamib utilizes a

combination of rail and road transportation, and is the national logistic provider in Namibia.
(2)
Route of Railway in Namibia
The total length of Namibian railway is 2,442 km. The main line of Namrail is as follows:
!
!
!
!
!
!
!
!
Walvis BaySwakopmundUsakosKranzbergOmaruruOtjiwanrongoOtaviTsumeb
(594 km)
WindhoekOkahandjaKaribibKranzberg (210 km)
LderitzAus23Seeheim (318 km)
WindhoekKalkrandMarientalKeetemanshoopSeeheimKransburgAriamsvlei
(849 km)
OtjiwanrongoOutjo24 (69 km)
WindhoekGobabis (228 km)
OtaviGrootfontein (91 km)
TsumebOndangwa (248 km)
Source: TransNamib
Figure 2.4.1 Railway Route Map in Namibia

2.4.2
(3)
Current State of Railway Transportation

Freight
The freight trains have no operation timetables. A train departs when the freight gathers and is
ready to depart. Although trains with connected passenger cars have operation timetables, they
rarely run as scheduled.
23
24
Under reconstruction between Aus and Lderitz (140km)

Under suspension
2-59
Chapter 2
The volume of freight transportation by railway is approximately 2 million tonnes and

1,1001,200 million tonne-kilometres. The main commodities are building materials, liquids in
bulk, mining and agricultural raw materials, and containers. The distribution of these
commodities in 2006/2007 is as shown below:
Container
7.2%
Livestock
0.0%
TNX
0.9%
Other Traffic
0.9%
OPX
0.4%
Mining
25.9%
Liquids in bulk
32.0%
Agricultural
9.0%
Note
TNX: TransNamib Express
OPX: TransNamib Overnight Parcel Express
Building
23.7%
Source: TransNamib Annual Report 2006
Figure 2.4.2 Distribution of Railway Tonnage in 2006/2007

(4)
Passengers
The long-distance trains run from Windhoek in every direction but have low frequencies.
The annual passenger volume is 90,000 and decreases every year. The main reasons for this are
the very small populations along the railways and the inaccurate train schedules.
Although, as measures against the decrease in passengers, TransNamib has reduced prices and
improved accommodation to include air-conditioning and reclining seats, the negative trend has
not declined. As of July 2009, trains only run:
!
!
!
WindhoekWalvis Bay: every day except Saturday

WindhoekKeetmanshop: every day except Saturday
KeetmanshopKarasburug: twice a week
Every train is connected to a regular freight train.

Although the Diesel Multiple Unit (DMU) train began to run between Windhoek and Oshivelo
in 2004, the operation was discontinued in November 2008 due to bad track conditions.
Table 2.4.1 Overview of the Railway System and Traffic Volume
Item
Route Length (km)
Number of Locomotive
Locomotive kilometre
Freight volume
(000 net ton)
(000 net ton-km)
(net ton-km/loco)
Passenger Volume
(person)
2004/05
2,290
51
4,758,618
2005/06
2,290
51
4,482762
2006/07
2,442
51
4,244,034
2,070
1,262,190
265
2,154
1,212,795
270
2,005
1,118,911
264
96,485
94,149
92,458
Source: TransNamib Annual Report 2005, 2006
2-60
2.4.3
(1)
Chapter 2
Current State of Railway Facilities

Major Specifications
The major specifications of the railway system are shown in the following table:
Table 2.4.2 Major Specifications of the Railway System
Item
Track
Gauge
Rail
Fastening
Sleeper
Axle Load
Max. Speed
Max. Grade
Specifications
1,065 mm (36)
30 kg/m (Existing section)
48 kg/m (New or Upgrading section)
Bolt, Elastic
Steel, Pre-stressed Concrete
12.5 t (Existing section)
18.0 t (New and Upgrading section)
65 km/h (Existing section)
120 km/h (New and Upgrading section)
1:66 (1.5%)
(2)
Track and Civil Structure
1)
Track Structure
The tracks are ballast tracks with 30 kg/m rail and steel sleepers. 48 kg/m rail and Pre-stressed
Concrete sleepers are used in the new line and in upgraded sections.
The 30 kg/m rails are progressively ageing, and surface deformations are visible. Results of
ultrasound tests on the rails reveal much internal damage, even reaching a dangerous state in the
section between Kranzberg and Tsumeb. Therefore, the passenger trains have discontinued in
this section because of the risk of derailment, while freight trains run at approximately 10 km/h
to ensure safety. However, the tracks in this section are undergoing an upgrade to 48 kg/m rails
and PC sleepers.
In the section between Tsumeb and Oshikango, which started construction in 2002, 48 kg/m rail
and Pre-stressed Concrete sleepers were used from the start. The minimum horizontal curve
radius is 800 m and the maximum speed is 120 km/h.
It seems that the maintenance of a track can be carried out very briskly using a track inspection
vehicle and a tapering machine. Although the rail is progressively ageing, other track defects
such as track irregularities, shortages of ballast volume, and mud pumping are not seen.
2-61
(a) 30 kg/m Rail with Steel Sleeper
Chapter 2
(b) 48 kg/m Rail with PC Sleeper
Figure 2.4.3 Photo of Track
(a) 30 kg/m Rail
(b) 48 kg/m Rail
Figure 2.4.4 Rail Section

The railway line between Walvis Bay and Swakopmund runs close to the dune, and the track is
covered with sand. However, it appears that tracks are not completely buried in sand and do not
make train operation impossible for many hours because winds are constantly blowing the sand
away.
Figure 2.4.5 Track Buried in Sand

(between Walvis Bay and Swakopmund)
2-62
2)
Chapter 2
Earthwork
Most of the rail sections, including the new line, are built by earthwork. Although the details of
the banking materials are unknown, heterogeneous materials, including small stones, are used
for nearly 89 km of the Kranzberg starting points in the KranzbergTsumeb line.
In the section between Ondangwa and Oshikango, there are trenches along the track. It appears
that topsoil has been used as a baking material.
In the cutting section, there are exposed rocks on the face of the slope, with no safeguards.
3)
Bridge
Steel trusses or plate girders are used in the main bridges. There are many bridges that consist of
simple beams with small spans because most rivers crossing the railway are dry rivers, which
flow only during the rainy season. Some girders are also directly connected with piers or
abutments without shoes.
!
Although it appears that many of these were constructed early in the 20th century, the
investigation was not able to determine if this was also the case for the bridge on dangerous
status.
Box-culverts are used in parts where the water flows only during times of flooding.
4)
Tunnel
There are no tunnels along any of the corridors.

(3)
Station
Most TransNamib stations handle both passengers and freight. Typically, they have a few loop
tracks and platforms for passengers and freight. Loop tracks are usually filled with fine material
such as ballast when a train rides in into a track, which also enables the direct handling of
freight alongside a freight car.
Some stations have siding tracks to factories and oil terminals.
There are large shunting yards in Windhoek and Walvis Bay. The freight trains are rearranged
and composed there. There is also an Inland Container Depot (ICD) in Windhoek.
In addition, there are small stations with passing loops every 1015 km. There are no station
staffs in these stations, and the assistant driver switches the turnouts.
The locomotive maintenance depots are located in Windhoek, Walvis Bay, Otjiwarongo etc.,
while the workshop is located in Windhoek.
(4)
Signalling, Telecommunication and Level Crossing
Mechanical signals that indicate when a turnout is set correctly are used in some stations, but in
most stations, there are no signals for indicating that the line ahead is clear (free from any
obstruction) or blocked, for example, or that the driver has permission to proceed. Therefore, the
departure of a train is directed by radio or orally by the station staff. Line clearance between
stations has to be confirmed via radio or mobile phone at every other station, which makes for
substandard safety.
The turnouts are switched manually, by an assistant driver who operates them.
2-63
Chapter 2
Most level railway crossings with roads have only crossbucks, and do not have alarms or
crossing gates. The crossings with the main road are either overpasses or underpasses.
(5)
Rolling Stock
1)
Locomotive
Each locomotive is of diesel-electric type and is typically either of the 33-400 Class,
manufactured by General Electric of USA (19681970), or the SDD6 Class, manufactured by
CSR of China. All locomotives including other types are used both for the main line and for
shunting. But the CKD8C Class introduced as aid from China in 2004 is not used at present
because it is not suitable for Namibian climate.
The locomotives use an air braking system, but the trains use vacuum brakes instead.
TransNamib has been carrying out refurbishment of the ageing 33-400 Class with a South
African manufacturer since 2008. The cost of refurbishment is N$35 million per locomotive
and will take 24 months.
(a) 33-400 Class
(b) SSD6 Class
Figure 2.4.6 Photo of Locomotives

2)
Freight Car
The types of freight cars used by TransNamib are flat wagons with side doors, flat wagons
without side doors, tankers, and box wagons. Freight cars with two fixed axles are not usually
used.
Flat wagons with side doors are used to carry coal, sugar, brick and packed cement etc., while
flat wagons without side doors are used for containers. Tankers are used to carry fuel, sulphuric
acid and chemical materials while box wagons are used for packed wheat. Flat wagons with side
doors are also used for container transpiration because those flat wagons are short.
Most freight cars have been used since the South Africa government era. The cars made in
China are also increasing in number recently.
2-64
(a) Flat Wagon for Container
Chapter 2
(b) Flat Wagon with side door
Figure 2.4.7 Photo of Freight Cars for Container

3)
Passenger Cars, DMUs and the Desert Express
Passenger car: Most passenger cars have also been used from the South Africa government era.
TransNamib improved these old cars in order to attract more passengers. These cars have
aircraft-like seats, air conditioning, vending machines and audio-visual entertainment. There are
also sleeping cars.
DMU: The DMU for passenger was manufactured in China in 2004. This train is composed of 4
cars: a motor car with a drivers cab, a trail car with the drivers cab at one end, and two other
trail cars in the middle. The trail car with the drivers cab is a first-class car and the middle two
trail cars are second-class cars.
Although this train, named Omugulu Gwombashe Star, began to run between Windhoek and
Oshivelo in 2004, the operation has been discontinued since November 2008 because of bad
track conditions.
Desert Express: This luxurious train for tourists runs over weekends between Windhoek and
Swakopmund.
2.4.4
Rehabilitation Project
The Government of the Republic of Namibia and TransNamib have started the rehabilitation
project for the Walvis Bay Tsumeb line, procuring financing through Public Private
Partnerships (PPPs), in October 2009. The main scope of the project is the following:
1.
2.
3.
4.
5.
6.
7.
8.
Ballasted track to meet 18.5 ton axle load continuously welded rail track at 100 km/h
maximum speed in accordance with requirements set by TransNamib Holdings for rails,
sleeper type and spacing, track fastenings and ballast.
Trackside signage repairs where required.
Level Crossing pavement in accordance with standards set by TransNamib.
Special concrete sleepers for the Swakopmund Walvis Bay sub-section to withstand
environmental factors (corrosion, sand).
Railtrack horizontal alignment improvement where economically justified.
Drainage and embankment improvements.
Strengthening of weight carrying structures (drainage, grade separation) to
accommodate 18.5 ton axle loads.
Upgrading of station yard rail tracks where economically justified.
2-65
Chapter 2
As a first step, consultants carrying out consultancy services for this project were invited in
October 2009.
2.5
Previous Expansion Plans of Port of Walvis Bay
Previously the following expansion plans were studied for the Port of Walvis Bay:
!
!
!
!
!
2.5.1
Feasibility of Port Expansions at Walvis Bay in 1994 (F/S in 1994)

Feasibility Study for Deepening the Port of Walvis Bay in 1999 (Deepening Study)
Study on the Long-term Development of Port of Walvis Bay in 2007 (Long-Term
Development Study)
Design, Feasibility and Tender Berth 0/1 Concepts and Feasibility for Ship Repair Hub
& Dedicated Fish Terminal in 2008 (Berth Zero Study)
Technical Pre-Feasibility Study for New Container Terminal in 2008 (Pre-F/S in
2008)
Feasibility of Port Expansions at Walvis Bay in 1994 (F/S in 1994)
F/S in 1994 was conducted under the Proposed Future Extensions to the Port of Walvis Bay
as shown in Figure 2.5.1. The study was conducted by CSIR of South Africa.
The aim of the study was to assess the effect of the proposed development on:
!
!
!
!
!
the movement of the sediment in the bay

the associated future maintenance dredging
the port capacity
navigational aspects of the proposed berth and channel layout, and
possible ecological effects that the extended harbour may have on especially the Walvis
Bay lagoon and other ecologically sensitive areas in the southern part of the bay.
Even now, the abovementioned assessments remain the key issues in conducting studies on the
development of the Port of Walvis Bay.
Among others, F/S in 1994 concluded that the expansion of the harbour to the north-east is
preferable because the lagoon and the yacht club, along with their associated recreational usage,
exist at the south-west of the port. Recommended also was the limited expansion (shallow water
general cargo quays of chart datum (CD) !13 m) to the south-west. F/S in 1994 proposed that
all future bulk cargo quays be located north-east of the existing port, the orientation of the main
channel be north-west instead of north, and the turning basin and access channel to the bulk
cargo handling platform be merged with the main entrance channel.
As a result of F/S in 1994, an alternative future expansion was proposed as shown in Figure
2.5.2.
2-66
Source: Namport, Feasibility of Port Expansions at Walvis Bay, 1994
Figure 2.5.1 Proposed Future Expansion (1994)
2-67
Chapter 2
Chapter 2
Source: Namport, Feasibility of Port Expansions at Walvis Bay, 1994
Figure 2.5.2 Proposed Alternative Future Expansion (1994)
2.5.2
Feasibility Study for Deepening the Port of Walvis Bay in 1999

(Deepening Study)
Deepening Study was conducted by a consulting group consisting of Sogreah, Windhoek

Consulting Engineers, BKS Engineering and Project Management, and the Centre for Marine
Studies from the University of Cape Town, in order to evaluate the economic and financial
feasibilities in deepening the navigation channel and Berths 1 to 3 from CD !10.0 m to CD
!12.8 m. The result of the analysis predicted that the Port of Walvis Bay would be able to attract,
in addition to the throughput in 1996/1997, approximately 35,000 TEU and 618,000 tons of
cargo annually during the first few years of operation of the deeper port. The report was
submitted in March 1999 and concluded that deepening was feasible with FIRR from 20.3 % to
25.8 % in the realistic case.
The deepening of the channel and harbour was carried out in 2000. The deepening to CD !12.8
m of the Port of Walvis Bay was very rational from a technical and scientific point of view and
was proved a timely decision due to the increase of cargo thereafter.
2.5.3
Study on the Long-term Development of the Port of Walvis Bay in 2007

(Long-Term Development Study)
Long-Term Development Study was conducted on both the Port of Walvis Bay and the Port of
Lderitz. The study covered all the aspects of port development for both ports. For the Port of
Walvis Bay, discussed were development of the container terminal, storage of foodstuffs,
fluorspar storage and handling, relocation of VTS / Port Control, common user fish terminal,
synchrolift development and refurbishment, and potential relocation of tanker discharge
facilities and LPG terminal. The study was conducted by HPC Hamburg Port Consultants
2-68
Chapter 2
GmbH in cooperation with Africon Namibia (Pty) Ltd, and Hamburg Port Training Institute
GmbH.
To cope with the increasing demand, a wide-ranging and in-depth study was conducted. From a
broad point of view, however, the study was too concerned about the renovations of the existing
port facilities and consequently no conceptual development plan was presented. Accordingly, it
was proposed that the quay length be extended by 320 m by constructing a new berth called
Berth 0 so that larger container vessels could be effectively accommodated. Proposed also was
that the container stacking yard behind Berth 1 to 3 be renovated for use by Ship-to-Shore
Gantry (SSG) cranes for efficient cargo handling. Among others, the study concluded with the
demand forecast of the container cargo as 135,874 TEU, 169,239 TEU and 229,862 TEU in
2008, 2010 and 2015 respectively in comparison with the actual throughput of 200,719 TEU in
2008.
Based on the development plan recommended by Long-Term Development Study, the
following detailed engineering study called Design, Feasibility and Tender Berth 0/1 was
conducted.
2.5.4
Design, Feasibility and Tender Berth 0/1 Concepts and Feasibility for
Ship Repair Hub & Dedicated Fish Terminal in 2008 (Berth Zero Study)
Berth Zero Study is the detailed engineering study for tendering the berth extension to Berth 1,
called Berth 0 (zero), and the area renovations behind Berths 1 to 3. In addition, the study
examined the feasibilities of facility development for ship repair and a fish terminal. The study
was conducted by WNL Consulting Engineers Coast (Pty) Ltd and INROS LACKNER AG.
During the course of the engineering study, however, it was found that the demolition of the
existing facilities and economic compensation for them were costly. Found also was that the
renovation of Berths 1 to 3 attached to Berth 0 as their expansion into a modern container
terminal would take a longer time and construction work would hamper the port operation,
particularly container cargo handling which had begun to increase remarkably.
Therefore, it was concluded that the renovation of Berths 1 to 3 and the construction of Berth 0
should be implemented after Berths 1 to 3 had been relieved of the burden of handling the
increased number of containers. To this end, it was recognized as a necessity to construct a
separate container terminal whose construction would not interfere with cargo handling. Thus,
taking these economical and operational points of view into consideration, an offshore container
terminal development similar to the one suggested in F/S in 1994 was revived in 2008.
2.5.5
Technical Pre-Feasibility Study for New Container Terminal in 2008

(Pre-F/S in 2008)
Facing difficulties in renovating Berths 1 to 3 and in constructing Berth 0, Namport employed

INROS LACKNER AG to conduct a pre-feasibility study on the expansion of port facilities
offshore. The conceptual expansion plan suggested in the Pre-R/S in 2008 is shown in Figure
2.5.3. Container terminals and bulk terminals are laid out across the approaching channel from
each other, with the container terminal is on the west side and the bulk terminal on the east side.
This concept will allow for further development of the Port of Walvis Bay. Based on the
conceptual plan for the expansion, the container terminals development is suggested to be
gradually implemented, first in two phases, Phase 1 and Phase 2 before future phases. In line
with the conceptual expansion, two alternatives of more detailed container terminal
development are presented in the tender documents to procure the EIA study on the offshore
container terminal project from a consulting firm. They are shown in Figures 2.5.4. and 2.5.5.
2-69
Source: Namport, Technical Pre-Feasibility Study for New Container Terminal, 2008
Figure 2.5.3 Proposed Conceptual Expansion Plan (2008)
Figure 2.5.4 Proposed Alternative Expansion Plan 1 (2008)
2-70
Chapter 2
Chapter 2
Figure 2.5.5 Proposed Alternative Expansion Plan 2 (2008)
2.6
Natural Conditions at Walvis Bay and Its Vicinity
2.6.1
Topography, Bathymetry and Subsoil
(1)
Topography and Bathymetry
Walvis Bay is located on the northern edge of the Kuiseb river delta. The delta had been
developing until sufficient river flow ceased. After then, sand dunes have intruded and covered
the delta with patches of swamp remaining. The littoral drift generated by southerly waves
along the coast is creating a sand bar growing to the north at about 17 m a year observed at
Pelican Point, which is located north-west of the Port of Walvis Bay across the bay. The port,
therefore, is well sheltered by the sand bar from the intruding southerly waves generated in the
Atlantic Ocean. Gradually growing, the sand bar has been enclosing the coastal sea and forming
a huge lagoon, which is partly used by a salt firm and mostly protected by the Ramsar
Convention as a sanctuary of birds, both migratory and resident.
The Port of Walvis Bay was built on the south-east end of the bay near the mouth of the lagoon.
East of its vicinity is a residential area and further east is the hinterland of the Namib Desert.
The land is flat and gradually gains altitude eastwards.
The seabed of the bay is gradually getting deeper from about CD !2 m at the mouth of the
lagoon to CD !20 m at the opening of the bay. The seabed slope is almost 1 in 200. At the Phase
1 area of the container terminal development, the seabed elevation surveyed by use of a 200
kHz echo-sounder is CD !3 m to CD !5 m, deeper toward the bay opening. Because the
echo-sounder picks up fluid diatoms accumulated on the seabed surface, the soil surface is
considered slightly lower than the survey readings.
2-71
(2)
Chapter 2
Subsoil
Borehole Exploration: Unexpected was that a thick layer of diatom-origin silt exists deeper
than 24 m from the seabed at the Phase 1 area. Three boreholes drilled 50 m below the seabed
could not confirm the thickness of this diatom-origin silt layer. At a shallower depth, a relatively
thin diatom-origin silt layer of 1 to 2 m thickness was found at several boreholes.
The diatomaceous silt behaves like sand due to its porous micro structures absorbing water
inside and has neither plasticity nor liquid limits. Its wet unit weight is mostly ranging from
1.06 to 1.20 gm/cc with 1.14 gm/cc on average, considered too light to support the heavy
gravity structures like concrete caisson quay wall.
The diatomaceous silt is also compressive with the compressive coefficient (Cc) of about 0.4.
This is extremely small when compared with clayey soil which Cc is normally 0.8 to 1.2. In
planning the reclamation works having Cc of this value, no harmful settlement but very fast
settlement would practically take place. Therefore, the reclamation needs some extra elevation
to compensate the settlement.
Also unexpected was that the diatomaceous ooze at the seabed surface at the reclamation and
dredging areas of Phase 1 development is not as thick as previously anticipated. Generally
speaking, the subsoil to be dredged is mostly sandy and suitable for use as reclamation material.
The following borehole stratifications are briefed as follows: For location of the borehole, refer
to Figure 2.6.1.
2-72
Source: Subsoil and Seabed Materials Investigation, JICA Study Team
Figure 2.6.1 Location Plan
2-73
Chapter 2
1)
Chapter 2
BH-01
Borehole No. 01 is located on the quay wall alignment. Seabed elevation is CD !2.86 m. Based
on the results from the Standard Penetration Test (SPT), five (5) alternating SOIL formations
were observed until borehole completion at 50m, namely (in order from top to bottom):
sandy/clayey SILT (or Diatomaceous Ooze) on top of seabed portion; silty to well graded
SAND; sandy SILT (or Diatomaceous SILT); thin layer of silty/clayey SAND; and followed by
a thick layer of sandy SILT (or Diatomaceous SILT). Soil stratifications for this borehole are
detailed as follows:
Table 2.6.1 Soil Stratifications for BH-01
Depth (m)
0.00 0.75
0.75 3.00
3.00 10.5
Consistency
Very soft
Loose to Med. Dense
Dense to Very Dense
10.5 15.0
15.0 21.0
21.0 24.0
24.0 50.0
Very loose to M-Dense

Firm to Very Stiff
M. Dense Dense
Stiff Hard
Visual Soil Description

Clayey, sandy SILT (Diatomaceous Ooze)
SAND with a thin layer of silt between 2 to 2.70m
SAND containing traces of silts/clay and highly
compacted between 6.0 to 8.91m.
Silty SAND
Sandy SILT, (Diatomaceous SILT)
Silty SAND
Sandy SILT, (Diatomaceous SILT)
2)
BH-02
Borehole No. 02 is located on the quay alignment, north-eastern side of Borehole-01,

approximately 177m away. Seabed elevation is CD !2.81 m. On top of the seabed layer was a
Sandy/Clayey SILT (or Diatomaceous SILT), followed by a thick silty to poorly graded SAND
of varying consistency. Sand deposits between these layers were highly compacted as indicated
by the SPT N-value which was considered as refuse. Then, this was followed by a layer of
sandy SILT (or Diatomaceous SILT) with alternating thin layers of silty SAND and followed
again by a thick layer of sandy SILT (or Diatomaceous SILT) with generally heavy
consistencies. And lastly, silty fine to medium SAND were observed at the bottom of this hole.
In the following are the details for each soil formation:
Depth (m)
00.0 2.00
2.00 18.0
18.0 21.0
21.0 24.0
24.0 45.0
45.0 50.0
Consistency
Loose
Very Dense
Stiff
Medium Dense
Stiff to Very Stiff
Very Dense

Silty SAND with a layer of SILT between 1.70 to 1.90m.
Compacted SAND, slightly silty to poorly graded.
Sandy/clayey SILT (Diatomaceous SILT)
Silty SAND
Silty SAND
3)
BH-03
Borehole No. 03 is located on the northernmost portion of the reclamation area with Bh-02 on
its south-eastern side and Bh-07 at north-western side. Seabed elevation is CD !3.45 m.
Samples taken from SPT are described as follows:
2-74
Chapter 2

Depth (m)
0.00 0.80
Consistency
Very Soft
0.80 10.00
10.0 12.0
Medium dense
Dense

Sandy, clayey SILT (Diatomaceous Ooze) with many
shell particles.
Silty SAND, poorly graded with silt
Silty SAND poorly graded
4)
BH-04
Borehole No. 04 is situated at the central portion of the reclamation area. Drilling was done to a
total depth of 12 m from the seabed. Seabed elevation is CD !3.49 m. Soil samples recovered
from SPT were logged and described as follows:
Depth (m)
0.00 0.65
Consistency
Very Soft
0.65 2.00
2.00 3.80
3.80 6.00
6.00 12.0
Loose
Soft to Very Stiff
Medium Dense
Very Dense

Sandy, clayey SILT (Diatomaceous Ooze) with much
shell particles.
Silty SAND with shell fragments
Slightly sandy SILT (Diatomaceous SILT)
Silty SAND poorly graded.
Silty SAND poorly graded.
5)
BH-05
Borehole No. 05 was located on the western side of the reclamation area between Bh-06 and
Bh-08. A total depth of 12 m was reached, calculated from the seabed. Seabed elevation is CD
!3.18 m. Soil stratifications are as follows:
Depth (m)
0.00 0.81
Consistency
Very Soft
0.81 0.95
0.95 4.00
4.00 12.0
Very Loose
Soft to Very Stiff
Dense to Very Dense

shell particles.
SAND with traces of silt
6)
BH-06
Borehole No. 06 was located at the outer western side of the reclamation area. Drilling was done
to a total depth of 12 m. Seabed elevation is CD !3.78 m. Below follows its soil layering
description.
Depth (m)
0.00 0.90
Consistency
Very Soft
0.90 3.00
3.00 4.90
4.90 12.0
Loose to M. Dense
Stiff to Very Stiff
Dense to Very Dense

shell particles
Silty SAND with some shell fragments
SAND with traces of silt
2-75
7)
Chapter 2
BH-07
Borehole No. 07 was located at outer north-western side of the reclamation area. Drilling was
done to a total depth of 12.0 m. Seabed elevation is CD !3.87 m. Based from the samples
recovered, the following soil types were encountered as follows:
Depth (m)
0.00 0.70
Consistency
Very Soft
0.70 3.00
3.00 5.00
5.00 12.0
Loose to Med. Dense

Firm
Dense to Very Dense

Sandy, clayey SILT (Diatomaceous Ooze) with shell
fragments
Silty SAND, fine to medium grained
SAND, with traces of silt
8)
BH-08
Borehole No. 08 is located on the alignment of the causeway. Seabed elevation is !2.70m. SPT
tests were conducted at every 1m interval down to 6m and at every 1.50m thereafter until
40.50m. Beyond this depth, SPT were done at 45m and at the final depth of 50.0m. Seabed
elevation is CD !2.28 m. Below is the soil description:
Depth (m)
0.00 0.55
0.55 3.00
3.00 4.00
4.00 10.5
10.5 18.0
18.0 24.0
24.0 50.0
Consistency
Very Soft
Very Loose
Firm
M. dense to V. Dense
Firm to Stiff
Dense to V. dense
Stiff to Hard

Clayey, sandy SILT (Diatomaceous Ooze)
Silty, clayey SAND w/ shell fragments
SILT, slightly sandy
SAND, highly compacted between 4 to 6m
Silty SAND
9)
BH-09
Borehole No. 9 is situated at the turning basin for the future dredging work. Drilling was done
to a total depth of 15 m reckoned from the seabed. SPT testing was undertaken every 1m
interval. Samples recovered were divided into two in an alternating depth sequence; one will be
used for geotechnical laboratory tests and the other for EIA Consultants for chemical tests.
Generally, samples recovered from this hole revealed a thick layer of SAND with a top layer of
around 0.60m-thick Diatomaceous Ooze material and an intermediate thin layer of sandy SILT
(known to be a Diatomaceous SILT) between 9 to 10m depth. Seabed elevation is CD !2.77 m.
Shown below are its soil stratification:
Depth (m)
0.00 0.60
0.60 4.00
4.00 9.00
9.00 10.0
10.0 15.0
Consistency
Very soft
Loose to Dense
Very Dense
Stiff
Very Dense

Sandy/clayey SILT (Diatomaceous Ooze)
Silty SAND with some shell fragments
SAND compacted
Silty SAND
2-76
10)
Chapter 2
BH-10
Borehole No. 10 is located on the future dredging site near Bh-09. Seabed elevation is !3.50m.
Samples recovered from this hole were divided alternately based on sampling depths. One half
of the samples were given to EIA Consultants for chemical testing and the remaining half were
sent to the site laboratory for physical testing. Seabed elevation is CD !2.65 m. Samples
recovered were logged and described as follows:
Depth (m)
0.00 0.40
Consistency
Very Soft
0.40 4.00
4.00 6.00
6.00 10.0
10.0 11.0
11.0 15.0
15.0 16.0
Loose to M. Dense
Very Dense
Dense to M. Dense
Soft
M. Dense to Dense
Very Dense

shell particles
SAND, poorly graded with silt
Silty SAND
Slightly silty SAND
SAND poorly graded with silt
Resistivity Survey: In addition to the borehole exploration conducted by JICA Study Team,
Namport has conducted Marine Geophysical Surveying in the Port of Walvis Bay in
September 2009 to determine the engineering characteristics of the sediments in the reclamation
area and the dredging areas. To map the sub-bottom geology, resistivity methods were used. An
acoustic sub-bottom profiling (pinger) system was utilised at the same time. Any shortcomings
identified in the resistivity would be supplemented with data 3 from the acoustic pinger data.
The bathymetry of the survey area was recorded with an acoustic dual frequency echo sounder.
The survey area and the results are shown in Figure 2.6.2, Figure 2.6.3 and Figure 2.6.4.
As conclusions, the resistivity results show 2 different geophysical areas separated by a SW to
NE running boundary of the survey area. The first geophysical area, situated SE of the boundary,
shows a resistivity sequence with very high resistivity values overlying low resistivity values
underneath it and intermediate resistivity 15 values at deeper levels. The low resistivity values
seem to correlate with the occurrence of diatomaceous silt intercalations described in some of
the boreholes. The very high resistivity top structure is associated with a high concentration of
diffractions on seismic records. The second geophysical area, situated NW of the boundary as
well as in the port and main channel areas, shows very low resistivity values with a thin
intercalation of slightly higher resistivity values close to the seabed surface.
Interpreted by comparing the results of the borehole exploration, the resistivity values of
different geological structures are strongly influenced by geological processes and features
involving organic content of diatomaceous origin.
From the above findings, it can be concluded that the original project site including its extension
to the northeast lies on the sandy layer (low resisitivity) exiting from the seabed up to at least
CD 17 m. It is very probable also from the findings that the alternative project sites to be
discussed in Chapter 6 lie on the sandy layer. However, the future extension of the alternative
project sites may lie on the silt layer, as they will extend offshore.
Special attention is invited to the deepening of the approach channel, as the diatomaceous-origin
silt is confirmed to exist from the seabed up to CD 17 m. Dredging operations will have to
cope with high gas concentrations in the sediments and as well as with a highly corrosive
environment.
2-77
(3)
Chapter 2
Seabed Materials
Those conducted at the borehole location for sub-soil investigation inclusive, twenty-three (23)
seabed sampling in total were carried out as shown in Figure 2.6.1 to analyze the natural
moisture content, Atterberg limit, soil classification, gradation, and specific gravity. Seabed
sampling was carried-out using a string of rods with automatic seal off sampler.
All the seabed materials, except for those taken from the dredged part of the approach channel
which surface is of silty fine sand, are diatomaceous ooze, geotechnically called sandy clayey
silt. Generally speaking, the diatomaceous ooze at the natural seabed becomes thicker toward
the bay mouth. The thickness is from 0.4 m at BH10 to 1.43 m at Point A1. The thickest
diatomaceous ooze is found 2.08 m at Buoy 19, about 500 m offshore from Berth 2. The results
of the seabed materials survey are summarized in Table 2.6.11.
Table 2.6.11 Summary of Seabed Materials
2-78
Figure 2.6.2 Resistivity Survey Area (1)
2-79
Chapter 2
2-80
Chapter 2
2-81
Chapter 2
2.6.2
(1)
Chapter 2
Meteorology and Oceanography

Meteorology
Port of Walvis Bay is located in the western coast of Southern Africa in the middle of Namibia.
The Benguela current, which is a cold current, runs northerly from south of the African
continent along the western coast. In the sea at Walvis Bay, influenced by the Benguela current,
high atmospheric pressure tends to develop. As the wind is blowing constantly counterclockwise
due to the high pressure in the Southern Hemisphere, Walvis Bay faces an almost southern wind
toward the north. The data observed at Pelican Point from 1964 to 1992 indicates that more than
90% of the wind blows from SSE to SW. Wind from the north is consequently rare at Walvis
Bay. But blowing directly to the bay, a northern wind can cause large waves.
The climate at the Walvis Bay area is characterized by dry conditions with negligible rainfall
and fog from the sea. The meteorological conditions are shown in Table 2.6.12.
Table 2.6.12 Meteorological Conditions
Conditions
Wind
Rainfall
Pressure
Description
! SE - SW: about 90! (rarely northern )
! Observation data at Pelican Point from1964 to 1992 and at Salt Works from
1987 to 1992
! Hindcast data (Wave Watch III)
! Mean annual rainfall: 13.5 mm
! Fog from the sea : approximately 900 hours per year
! Sea: tends towards high atmospheric pressure
! Land: tends towards low atmospheric pressure
Source: a) Namport, Walvis Bay Local Agenda 21 Project Namibia Coastal Area Study, August 2003; b) Namport,
Update of Environmental Impact Assessment and Environmental Management Plan, October 2006; c) Namport,
WAVE, WIND AND WATER LEVEL CONDITIONS AT WALVIS BAY, April 2008
Hindcast data are available from a hindcast wave model, Wave Watch III, NOAA (National
Oceanic and Atmospheric Administration). These data include wind direction, wind speed, wave
direction, wave height and wave period. The data at South latitude 23 S 14E are extracted and
the location of hindcast point is indicated in Figure 2.6.5. Hindcast data are analyzed from
199701 to 200907. The scatter diagram of offshore wind speed is mentioned in Table 2.6.13
and the offshore wind direction is shown in Figure 2.6.6.
2-82
Chapter 2
Figure 2.6.5 Locations of Hindcast Points by Wave Watch III
"
(' )
&'
*+,.')
'.'/0.'-12
45/4(-12
$
0.'/3.'-12
4(/5'-12
&'
('
)
3.'/45-12
Source: Wave Watch III, NOAA
Figure 2.6.6 Offshore Wind Speed over Direction
2-83
Chapter 2
Table 2.6.13 Scatter Diagram of Offshore Wind Speed

NNE
NE
ENE
ESE
SE
SSE
0.0-2.0m/s
0.1%
0.1%
0.1%
0.1%
0.1%
0.2%
0.2%
0.3%
0.4%
0.5%
0.4%
0.4%
0.3%
0.2%
0.2%
0.2%
2.0-4.0m/s
0.2%
0.2%
0.2%
0.2%
0.2%
0.3%
0.6%
1.2%
2.6%
2.7%
1.7%
0.9%
0.5%
0.4%
0.3%
0.2% 12.4%
4.0-6.0m/s
0.1%
0.2%
0.3%
0.3%
0.3%
0.3%
0.7%
2.7%
8.8%
6.2%
1.9%
0.5%
0.2%
0.1%
0.2%
0.1% 23.0%
6.0-8.0m/s
0.0%
0.1%
0.4%
0.3%
0.2%
0.2%
0.5%
3.5% 15.6%
6.6%
0.8%
0.1%
0.0%
0.0%
0.0%
0.0% 28.6%
8.0-10m/s
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0% 22.1%
0.0%
0.0%
0.2%
0.2%
0.0%
0.0%
SSW
SW
WSW
WNW
NW
NNW
Total
3.8%
0.1%
2.6% 15.0%
3.7%
0.2%
0.9%
6.4%
0.7%
0.0%
12-14m/s
0.2%
1.4%
0.0%
1.6%
14-16m/s
0.0%
0.2%
0.0%
0.2%
16-18m/s
0.0%
0.0%
18-20m/s
0.0%
0.0%
0.5%
0.0%
0.0%
10-12m/s
0.0%
0.6%
1.3%
1.2%
0.9%
1.0%
2.1% 11.5% 50.5% 20.4%
8.2%
0.0%
0.0%
5.0%
1.9%
1.1%
0.8%
0.8%
0.6% 100%
(2)
Oceanography
At Walvis Bay area there is a peninsula which is developing at the rate of 1 million m3/year
towards the north. Sheltered by the peninsula against the southern strong wind, the port
maintains good conditions for loading and navigation. Direction of offshore waves at Walvis
Bay is approximately south to southwest, and the waves from the south are diffracting the
peninsula, coming inside the port area. Therefore offshore southern waves turn north-western
inside the peninsula, and then they turn into waves with low wave heights and long periods near
the port. The short period waves, which are induced by the southern wind in the bay, are also
found inside the peninsula. The oceanographic conditions are shown in Table 2.6.14.
Table 2.6.14 Oceanographic Conditions
Conditions
Waves
Tidal level
Ocean current
Tidal current
Description
! S - SW: more than 90! (S: 60%, SSW: 23%, SW: 7%)
! Hindcast data only
! Two patterns of waves in the bay: 1. long period waves diffracting the
peninsula, 2. short period waves induced by southern wind in the bay
! !0.05 m CD (LAT) - +1.92 m(HAT), difference: 1.97 m
! Benguela current to run north along the peninsula and coast of Namibia:
0.25 m/s 0.35 m/s
! Negligible except the inlet of lagoon (1.52 m/s)
Source: a) Namport, Walvis Bay Local Agenda 21 Project Namibia Coastal Area Study, August 2003; b) Namport,
Update of Environmental Impact Assessment and Environmental Management Plan, October 2006; c) Namport,
WAVE, WIND AND WATER LEVEL CONDITIONS AT WALVIS BAY, April 2008
Hindcast wave data of Wave Watch III (WW3) for 11years are analyzed as wind speed data
done. The scatter diagrams WW3 and wave height (Figure 2.6.6) and period rose (Figure 2.6.7)
are below.
As the wave heights for WW3 hindcasting data (Figure 2.6.6), waves from S SW are about
98%. As the wave periods for WW3data (Figure 2.6.7), most waves from WSW S are
relatively long period and the others are rare and short period. So the berth availabilities of
future layouts should be analyzed by using the frequency distributions of S SW waves.
As Figure 2.6.8, waves of 23m heights and 614s periods have half of all wave heights. When
the berth availabilities are computed, wave periods are divided into some sections according to
the frequencies of WW3 data.
2-84
Chapter 2
"
0' )
5'
*+,.0)
4.'/5.'0.'/6.'-
5'
$
5.'/&.'6.'/(.'-
0'
)
&.'/0.'(.'/7.'-
Figure 2.6.7 Offshore Wave Height over Direction
Table 2.6.15 Scatter Diagram of Offshore Wave Height

N
NNE
NE
ENE
ESE
SE
SSE
0.0-1.0m
1.0-2.0m
0.0%
0.0%
0.0%
2.0-3.0m
0.0%
SSW
SW
WSW
0.1%
0.0%
0.2%
0.0%
6.6%
8.9% 12.8%
0.9%
0.0% 12.2% 20.0% 17.9%
0.0%
WNW
NW
NNW
Total
0.0%
0.4%
0.0%
29.2%
0.9%
51.0%
0.1%
16.8%
3.0-4.0m
3.2%
7.7%
5.8%
4.0-5.0m
0.4%
0.9%
1.1%
2.4%
5.0-6.0m
0.0%
0.2%
0.1%
0.3%
6.0-7.0m
0.0%
0.0%
0.0%
7.0-8.0m
8.0-9.0m
9.0-10.0m
0.0%
0.0%
0.0%
0.0% 22.5% 37.7% 37.8%
2-85
1.9%
0.0%
0.0%
100%
Chapter 2
"
0' )
5'
*+,.')
'.'/(.'2
40.'/43.'2
5'
$
(.'/4'.'2
43.'2/
0'
)
4'.'/40.'2
Figure 2.6.8 Offshore Wave Period over Direction
Table 2.6.16 Scatter Diagram of Offshore Wave Period

N
NNE
NE
ENE
0.0%
0.0%
ESE
SE
SSE
SSW
SW
WSW
WNW
NW
NNW
Total
0.0-2.0s
2.0-4.0s
0.0%
4.0-6.0s
0.0%
0.0%
0.0%
0.0%
2.7%
0.2%
3.0%
11.3%
2.1%
13.4%
6.0-8.0s
0.0%
0.0%
8.0-10.0s
7.5% 11.6%
1.7%
0.1%
21.0%
10.0-12.0s
0.8% 13.8% 15.3%
0.6%
30.5%
12.0-14.0s
0.1%
8.6% 17.3%
0.7%
14.0-16.0s
0.0%
1.3%
3.2%
0.4%
0.1%
0.3%
0.1%
16.0-18.0s
18.0-20.0s
0.0%
0.0%
26.8%
0.0%
4.9%
0.5%
0.0%
0.0%
0.0%
0.0%
0.0% 22.5% 37.7% 37.8%
0.0%
1.9%
0.0%
0.0%
100%
Table 2.6.17 Scatter Diagram of Offshore Wave

0.0-2.0s
2.0-4.0s
4.0-6.0s
6.0-8.0s
8.0-10.0s
10.0-12.0s 12.0-14.0s 14.0-16.0s 16.0-18.0s 18.0-20.0s
Total
0.0-1.0m
0.0%
0.1%
0.0%
0.1%
0.1%
0.0%
0.0%
0.0%
0.0%
0.4%
1.0-2.0m
0.0%
2.2%
3.5%
6.4%
11.3%
5.0%
0.7%
0.1%
0.0%
29.2%
0.7%
2.0-3.0m
8.6%
10.3%
15.5%
13.8%
2.0%
0.2%
0.0%
51.0%
3.0-4.0m
1.2%
3.9%
3.3%
6.8%
1.4%
0.1%
0.0%
16.8%
4.0-5.0m
0.0%
0.3%
0.3%
1.1%
0.6%
0.0%
2.4%
0.0%
0.0%
0.0%
0.2%
0.0%
0.3%
5.0-6.0m
6.0-7.0m
0.0%
0.0%
0.0%
7.0-8.0m
8.0-9.0m
9.0-10.0m
0.0%
3.0%
13.4%
21.0%
2-86
30.5%
26.8%
4.9%
0.5%
0.0%
100%
(3)
Chapter 2
Meteorological and Oceanographic Parameters for Design and Construction of

Container Terminals
The important factors for design and construction of the new container terminals are the
conditions of the currents and waves. In order to grasp the current and wave conditions at the
Port of Walvis Bay, observations are conducted for 15 days from 21 June 2009 to 05 July 2009.
To observe currents, four current meters have been installed to cover the whole bay: The 1st
point is beside the point of the peninsula, the 2nd point is near the cultivation of oysters, the 3rd
point is in front of a fishing port, and the 4th point is at the mouth of the lagoon. For wave
observation, in order to observe offshore waves and waves near the port, two wave meters have
been installed offshore over the peninsula and at the centre of the bay. The locations of the
observation points are shown in Figure 2.6.9.
Table 2.6.18 Measurement Points of Currents and Waves
Current No.1
Current No.2
Current No.3
Current No.4
Wave No.1
Wave No.2
Latitude
22 51.6 S
22 54.5 S
22 55.1 S
22 57.3 S
22 53.5 S
22 53.7 S
Longitude
14 27.8 E
14 27.6 E
14 30.3 E
14 28.5 E
14 25.7 E
14 29.1 E
2-87
Depth
26m
11m
5m
2m
22m
13m
Chapter 2
Source: The United Kingdom Hydrographic Office
Figure 2.6.9 Locations of Observation Points

As the results, time series of wave heights (Figure 2.6.10), periods (Figure 2.6.11), directions
(Figure 2.6.12) and current velocity, directions (Figure 2.6 13) are showed below. The data of
current #2 are not good caused by uneven orientation on sea floor. The data of current #4 arent
recorded after 26 June because of muddy flows.
For the observed waves, about 2.0 m wave heights are measured at #1 on 25th June, but wave
heights at #2 are at most 0.3 m. That is why the observation point #2 is sheltered by the
Peninsula (see Figure 2.6.10). From Figure 2.6.11, wave periods at #1 and 2 are almost same as
wave period are little influenced by diffraction. On the other hand, wave directions are much
influenced by diffraction from the Peninsula. Then wave directions outside of peninsula are
almost east and that of inside the Bay are almost north.
2-88
Chapter 2
For the observed currents at #1, the velocity and directions at all three layers are almost same
(see Figure 2.6.13). Current velocities are partially related to wave heights, but in some case,
small wave heights arriving, high current velocities are measured such as the results on 26th
June.
For currents in the bay, numerical simulations for currents will be conducted to recognize
currents after the new container terminal is constructed. Current simulations will be done for
three layouts of contingent alternatives. Simulation models are adjusted to match the results of
the observations.
For waves at the port, numerical simulations of wave transformations will be carried out to
calculate the operation rates for new berths. Wave simulations will be done for three layouts of
the above-mentioned alternatives. The appropriateness for the results of simulations will be
confirmed by comparing with the results of the observations being conducted at present.
<+=;4!C2A-B
<+=;5!C2A-B
&
5.6
<+=;!>;?@>:!A-B
4.6
'.6
'
(15'!'8''
(155!'8''
(150!'8''
(15(!'8''
(153!'8''
9+:;
(1&'!'8''
715!'8''
710!'8''
Figure 2.6.10 Time Series of Observed Wave Heights
2-89
71(!'8''
<+=;4!G2A2B
Chapter 2
<+=;5!G2A2B
5'
43
4(
<+=;!D;E?F9!A2B
40
45
4'
3
(
0
5
'
(15'!'8''
(155!'8''
(150!'8''
(15(!'8''
(153!'8''
9+:;
(1&'!'8''
715!'8''
710!'8''
71(!'8''
Figure 2.6.11 Time Series of Observed Wave Periods

<+=;4!<+=;!9?E;H:?FIA9;@B
<+=;5!<+=;!9?E;H:?FIA9;@B
&6'
&''
<+=;!9?E;H:?FI!A9;@B
56'
5''
46'
4''
6'
'
(15'!'8''
(155!'8''
(150!'8''
(15(!'8''
(153!'8''
(1&'!'8''
715!'8''
710!'8''
9+:;
Figure 2.6.12 Time Series of Observed Wave Directions
2-90
71(!'8''
"
#1 -5.5m
Chapter 2
K5''L1'(15'!438''M5''L1'71'6!'(8''N
"
=;,FH?:J!AH-12B
4'H-12
"
(154
(155
(15&
(150
(156
(15(
(157
(153
(15L
#1 -11.5m
(1&'
71'4
71'5
71'&
71'0
71'6
K5''L1'(15'!438''M5''L1'71'6!'(8''N
"
=;,FH?:J!AH-12B
4'H-12
(154
(155
(15&
(150
(156
(15(
(157
(153
(15L
71'6
K5''L1'(15'!438''M5''L1'71'6!'(8''N
"
(1&'
71'4
71'5
71'&
71'0
#1 -23.5m
"
=;,FH?:J!AH-12B
4'H-12
"
(154
(155
(15&
(150
(156
(15(
(157
(153
(15L
#3 -3m
71'6
K5''L1'(15'!438''M5''L1'71'6!'(8''N
"
(1&'
71'4
71'5
71'&
71'0
=;,FH?:J!AH-12B
4'H-12
"
(154
(155
(15&
(150
(156
(15(
(157
(153
(15L
#4 -.5m
71'6
K5''L1'(15'!438''M5''L1'71'6!'(8''N
"
(1&'
71'4
71'5
71'&
71'0
=;,FH?:J!AH-12B
4'H-12
(154
(155
(15&
(150
(156
(15(
(157
(153
(15L
(1&'
71'4
71'5
71'&
Figure 2.6.13 Time Series of Observed Currents
2-91
71'0
71'6
2.7
Chapter 2
Environmental and Social Considerations
Namport has engaged a consortium of Consultants to undertake an environmental impact study.

The purpose is to assess proposed projects potential impacts on the Walvis Bay Port and
adjacent bay waters, lagoon, tidal flats, and mudflats, as well as adjacent terrestrial areas. The
contract study also entails undertakings of necessary environmental clearance procedures
mandated by the Namibian Environmental Policy, 1995 and in harmony with the Environmental
Management Act (EMA), 2007.
The JICA Study component of the environmental due diligence task, which output is presented
here is to have an oversight in view of the JICA Environmental Guidelines25. It stipulates the
manner an assessment procedure is to be conducted in observance of internationally
acknowledged procedure, thematic topics to be reviewed, and in particular, the manner
information is disclosed to the public and their comments and opinions solicited to be reflected
into proposed projects design, so that anticipated impacts, temporal and persistent, are to be
mitigated.
2.7.1
Present State of Natural and Social Environmental Setting
This subsection briefly summarizes what is reported by previous studies that are deemed
relevant to the purpose of the present survey and outcomes from the field findings. Both aspects
of the environment natural environment as well as socio-demographic aspects - are covered, to
the extent they are relevant in comprehending the existing environmental situation
(environmental baseline). The exercise will be useful in providing an environmental state of
reference, upon which exerted are the projects potential impacts, whether they may be of
temporal or persistent, local or area-wide, reversible or irreversible nature.
(1)
The Spatial Dimensions of Targeted Survey Area
For the purpose of the JICA environmental due diligence task, the target survey area is to
include Walvis Bay Port, dictated by the Namibian Ports Authority Act 2 of 1994, and adjacent
bay waters, lagoon, tidal flats, and mudflats, as well as adjacent terrestrial areas that include the
Ramsar-registered Wetland. More specifically Namports jurisdictional area is bounded by the
high-water marks of: South of latitude 25" 52" " S and West of longitude 14" 32" " and# North of the
latitude 23" 05" " S and West of longitude 14" 32" ." It is shown in Figure 2.7.1.
P e lic a n P o in t
W a lvis B a y
P e n in su la
M u n ic ip a lity
B u ilt-u p A re a
LE G E N D
B2 C14
Donkey Bay
Trunk Road
S econdary R oad
B uilt-up Area
R am sar S ite
Lagoon
P a a ltjie s C o a st
W a lvis B a y
W e tla n d
(A R a m sa r
S ite )
S a lt W o rk s
S o u rc e : G o o gle E arth
Figure 2.7.1 Target Survey Area
25
More specifically, it refers to JBIC Guidelines for Confirmation of Environmental and Social Considerations,
April, 2002
2-92
(2)
Natural Setting
1)
Climatic Conditions
Chapter 2
The survey area is controlled by Namibs extremely arid climate, affected by the south-easterly
winds, the cold upwelling waters of the Benguela current system, and dominated by the Namib
Desert, threatening the southern and south-western periphery of the survey area. Mean annual
temperatures are remarkably constant around 17C. The average summer and winter
temperatures differ by approximately 5C. February is usually the hottest (The mean maximum
daily temperature: over 21C) and August the coldest (The mean maximum daily temperature:
15C). The mean annual precipitation amounts to some 15mm, characterizing the survey areas
extreme aridity. Most rain falls between January and April with the wettest month being
February or March. Fog is a distinctive feature of the survey area. It usually forms when moist
maritime air is advected over cold upwelled water adjacent to the coast. It occurs an average of
139 days at Pelican Point. The above information is sourced from Integrated Overview of the
Coastal Environment: Congo River to Cape Agulhas, Thematic Report No.5, Benguela Current
Large Marine Ecosystem, October, 1999, UNDP.
In order to understand the survey areas sediment dynamics, it is important to note that wind,
waves and currents exercise a dominant power in determining the sediment transport and
dynamics. Large areas surrounding the Bay and the Ramsar-registered are, where dry and loose
sand without vegetation, subjected to the Aeolian transport. This is thought to be the cause of
the progressive sedimentation phenomena observed at the Lagoon.
The Walvis Peninsula, a roughly 10km long sand spit, undergoes perpetual landform due to sand
conveyed by the strong Benguela Current flowing North-east along the Western side of the
Peninsula. It is reported that the net northbound long shore transport rate is estimated to be
883,000 M3/year.
With respect to the sediment dynamics in the Bay, it is sheltered from the south-west waves
prevailing offshore the Bay, however, a low southwards drift is observed. Most of the waves
occurring in the bay are generated by local winds. As current velocities are less than 0.25m/sec
in the Bay, neither mud erosion nor sand transport will be generated by these currents. (Source:
EIA for the Dredging of the Port of Walvis Bay). The lagoon sediment dynamics is driven by
tidal currents and wind-generated waves on the shallow muddy flats. Tidal velocities at the
Lagoon Mouth are reported to be less than 0.4m/sec, which is insufficient to erode sand or mud.
2)
Biogeographic Region
The survey area lies within the broader Namib Coastal Ecoregion, stretching from the
Skeleton Coast to the North to the Walvis Bay and its periphery to the South. The Ecoregion is
characterized by the coastal zone with largely ephemeral rivers. The Ecoregion accommodates
two Ramsar-designated wetlands.
Vegetation cover: Within the study area, many different vegetation types occur, including
specially adapted suites of plants growing on the desert and coastal dunes, and the saline
wetlands. The vegetation ranges from low, sand-covered shrubs interspersed with grass tufts
through low, flat-growing perennial species to those adapted to hyper-saline wetland.
!
Coastal and Desert Dunes: The coastal stretch consists largely of dunes and is very
sparsely vegetated. Near the coast, the predominantly succulent dwarf shrubs collect
wind-blown sand between their branches to form shrub-coppice dunes. The vegetation
serves as "cushions" on dunes, when it grows on top of dunes. Most of these species
come from the genus Salsola belonging to the Chenopodiaceae family. Common salsola
2-93
Chapter 2
species found along the coast are:! Salsola tuberculatiformis, Salsola aphylla, Salsola
nollothensis. Other species that forms hummock is the Arthraerua leubnitziae. These
species grow into mounds of 1 to 2m.
!
Hyper-saline Wetland: In the littoral zone on saline soils and margins of salt-pans,
specially adapted species such as Salsola nollothensisi, and Sarcoconia perennis occur.
The Study area lies in the Namib Desert biome amongst the five typical biomes in Namibia
(Figure 2.7.2) i.e. the ephemeral therophyte-dominated Namib Desert,
succulent-shrub-dominated Succulent Karoo, grass and shrub co-dominated Nama Karoo, tree
and shrub co-dominated savanna, and the Lakes and Salt Pans of Etosha.
The Namib Desert biome extends from the Orange River mouth in southern Namibia, to the
Kunene River mouth in northern Namibia. It is characterized by hyper-arid climate, receiving
less than 50 mm of rain per year. Plants and animals in this biome have adapted to survive with
very little water. It is shown in Figure 2.7.2.
Source: Ministry of Environment and Tourism
Figure 2.7.2 Namib Desert Biomes in Namibia

(3)
National Parks and Protected Areas surrounding the Study Area
1)
National Parks
Part of the study area is embraced by the Namib Naukluft Park, which represents one of the 20
National Protected Areas (PA) in Namibia.
These national PAs consist of 16 game parks, 2 nature reserves proclaimed under the Nature
Conservation Ordinance (No 4 of 1975) and 2 tourist recreation areas proclaimed under the
Accommodation Establishments and Tourism Ordinance (No 20, 1973). The Nature
Conservation Ordinance establishes two types of national PAs: game parks and nature reserves.
Tourist recreation areas are created to offer recreational opportunities for the public, and despite
2-94
Chapter 2
the sensitivity of some areas (part of the West Coast Recreation Area), they are less intensively
managed in view of biodiversity conservation.
Namib-Naukluft Park covers an area of almost 50,000 km2 and protects some of the most
varied and extraordinary ecosystems in Namibia. The Namib-Naukluft provides a sanctuary to
large mammals including the Black Rhino, Hartmanns Mountain Zebra, Leopard, and Cheetah.
Moreover, a Ramsar registered wetland lies to the south-west of the Study Area. The map below
shows the location and boundary of the Namibian National Parks.
The target area under review by the present survey is shown in Figure 2.7.3.
The Target
Survey Area
Source: SEA for the Coastal Areas of the Erongo and Kunene Regions,
NACOMA, January, 2008
Figure 2.7.3 Two Adjacent Parks Embracing the Walvis Bay Municipality
Focusing more closely on the Target Survey Area, it is seen to be embraced by the present
Namib Naukluft Park, as shown by Figure 2.7.4.
2-95
Proposed
Project
The Target
Survey Area
Trunk roads
Main roads
Park boundary
Major rivers
Chapter 2
Swakopmund
Municipality
Walvis Bay
Municipality
Namib Naukluft
Park
OP?2;Q
Source: JICA Survey Team
Figure 2.7.4 Geographical Setting of the Target Survey Area Embraced

by the Namib Naukluft Park
2)
The Walvis Bay Wetland
The Walvis Bay Wetland, an internationally recognized conservation area registered by the
Ramsar Convention in the year 1995, lies in immediate adjacency to the Port of the Walvis Bay.
The whole Ramsar Convention designated area of 142,000 ha comes under the demarcated area
of the Namib Naukluft Park. It is schematically shown in Figure 2.7.5.
The Walvis Bay Wetland is one of the country's four Ramsar Sites and is located on the Kuiseb
river delta, approximately halfway down the Namib desert coast, some 55 km north of
Sandwich Harbour (which is also a registered wetland). The Kuiseb River no longer flows into
its own delta, having been dammed off in 1962 to prevent flooding of the town. The wetlands,
south and west of the built-up area of the Walvis Bay Municipality, make up the natural areas of
Walvis Bay lagoon, including inter-tidal mudflats and the eastern half of a 10-km-long
north-south sand-spit called Pelican Point; this spit provides protection for the bay from the
Benguela Current. A salt refinery company, under a mining license from the Ministry of Mines
and Energy (MME), before the Wetland is Ramsar-registered in 1995, has since been
operational at the southern end of this lagoon; its licensed (valid until 2020) area (South of
2258$S, West of 1430$E ) of some 4,000 ha lies within the Ramsar-registered area. The salt
refinery company's location and operation area are shown, respectively as Salt Pan and
Mudflats in Figure 2.7.5.
BirdLife International, an organization dedicated to avi-fauna conservation worldwide, has also
designated the Wetland as one of the Important Bird Areas (IBAs) in Namibia, with the code
number NA013, for an area of 4,000 ha, within the demarcated Ramsar Site. Included in this
IBA (NA013) are the artificially flooded evaporation ponds, shown as mudflats (brown color) in
Figure 2.7.5, of the salt works, as well as the occasionally flooded areas to the south of the salt
works, which provides habitats for waterfowls.
2-96
Chapter 2
RSTSUV
Figure 2.7.5 The Walvis Bay Wetland

the Area Registered by the Ramsar Convention
Wetlands International26gives the data sheet regarding the Walvis Bay Wetland as shown in
Table 2.7.1.
Table 2.7.1 Data Sheet of the Walvis Bay Wetland
No.
1.
2.
3.
4.
Subject
Country
Registered Date
Wetland International Reference
Name of Compiler
5.
6.
7.
8.
9.
10.
Name of Wetlands
Date of Ramsar Designation
Geographical coordinates (Site Centre)
General location:
Area
Wetland Type
11.
Altitude
Description
Namibia
24th July, 1995
1NA001
Holger Kolberg, Ministry of Environment and
Tourism (MET)
Walvis Bay Wetlands
19 June 1995
2300'S 1427'E
On the west coast, just south of Walvis Bay
12,600ha
A1*, A7*, A10* (*: see footnotes below the table)
Alternately, it is also given following wetland types.
! Inter-tidal mud, sand or salt flats (G) a
dominant type
! Estuarine waters; permanent water of estuaries
and estuarine systems of deltas (F)
! Sand, shingle or pebble shores; includes
sandbars, spits and sandy islets; includes dune
systems and humid dune slacks (E)
Sea Level
26
Wetlands International (WI) is an independent non-profit entity. It provides the Ramsar Secretariat with scientific
expertise for the sustainable protection of wetlands and waterfowls.
2-97
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
Chapter 2
Overview: The site consists of the natural areas of Walvis Bay lagoon, Pelican Point up to its
extreme northern tip and the adjacent inter-tidal areas. It also includes the Walvis Bay saltworks
and the area to the south of it.
Physical features: The underlying geology is of the Damara sequence covered by the Namib
sand sea of Quaternary origin. The lagoon is in one of several old channels of the Kuiseb river;
it is tidal in its entirety. The climate at the site is that typical of arid coasts. Annual precipitation
ranges between 2 and 38mm.
Ecological features: The most important feature of the site is the mudflats exposed at low tide.
There are several sandbars which serve as roosting sites. Very little natural vegetation occurs,
but the town of Walvis Bay adjacent to the site is well vegetated.
Land tenure/ownership of: (a) site: State land, town lands. (b) surrounding area: State land
Conservation measures taken: The entire wetland and surrounding area have been proclaimed as
a nature reserve.
Conservation measures proposed but not yet implemented: no information available
Current land use: (a) site: Recreation, salt production. (b) surroundings/catchments: no
information available
Disturbances/threats, including changes in land use and major development projects:
(a) at the site: Residential development along the edge of the lagoon may have a slight effect on
the bird populations. Natural siltation may eventually lead to the infilling of the site. (b) in the
surroundings/catchment: no information available
Hydrological and physical values: no information available
Social and cultural values: no information available
Noteworthy fauna: Regular bird counts have shown that numbers of wetland birds vary from
37,000 to 79,000 individuals. Significant numbers of several red data species occur; about 6,900
chestnut-banded plovers CHARADRIUS PALLIDUS, 33,000 lesser flamingos Phoeniconaias
minor and 23,000 greater flamingos Phoenicopterus ruber. Eleven red data species are regularly
found.
Noteworthy flora: no information available
Current scientific research and facilities: Wetland bird counts are done twice a year.
Current conservation education: Several boards showing the diversity of birds in the lagoon
have been erected.
Current recreation and tourism: The lagoon is used by windsurfers and dinghy sailors. There is a
pedestrian walkway along the eastern shore of the lagoon. Many tour operators bring tourists to
photograph the masses of flamingos.
Management authority: Ministry of Environment & Tourism, Private Bag 13306, Windhoek,
Namibia.
Jurisdiction: As above.
Bibliographical references: See attached list.
Source: http://ramsar.wetlands.org/Database/Searchforsites/tabid/765/Default.aspx
Note: Nomenclature with the right shoulder asterisks in the above item 11 have been designated by the Ramsar
Convention Secretariat to classify wetland types; A1, A7, and A10 respectively, stand for Marine
waterspermanent shallow waters less than six metres deep at low tide; includes sea bays, straits, Inter-tidal mud,
sand or salt flats, and Brackish to saline lagoons and marshes with one or more relatively narrow connections with
the sea.
3)
Biodiversity at the Walvis Bay Wetland
Walvis Bay Wetland is endowed with rich diversity in biota. IUCN cites species of terrestrial
mammalia, amphibia and avi-fauna in view of international conservation importance.
With respect to terrestrial mammalia, only Oryx and Gemsbok, are known to occur as rare and
important species and are classified by IUCN, respectively as CD (Conservation Dependent)
and NT (Near Threatened).
With respect to amphibia, Tandys sand frog, Marbled rubber frog, and Common plantanna are
known to occur as rare and important species and are classified by IUCN, as LC (Least
Concern).
2-98
Chapter 2
In terms of numbers and species of avi-fauna, the Walvis Bay Wetland is the most important
coastal wetland in southern Africa, and is one of the three most important coastal wetlands in
Africa. It regularly supports over 100,000 birds in summer (maximum 162,000) and 50,000 in
winter. Most birds (c.90% by number) which use the wetland in summer are non-breeding
intra-African and Palearctic migrants. The area is vitally important for Palearctic waders and
flamingos, which make up the majority of the numbers. Between 80-90% of the sub regions
flamingos winter here, utilizing especially the evaporation ponds of the salt refinery works.
Waterfowl species of special concern with habitats at the Walvis Bay Wetland are shown below
in Table 2.7.2 with respective conservation status. As of the year 2009, Dr. C. J.Brown and R.E.
Simmons of Namibian Nature Foundation have compiled existing observation results and
extensive literature to produce a draft Namibian Red Data List. From this comprehensive
national list, extracted are those with habitats at the coastal wetlands (in the Erongo and Kunene
Regions), and are screened in view of their occurrences at the Walvis Bay Wetland to be shown
in Table 2.7.2.
However there seems to be much argument by Namibian ornithologists in finalizing the
conservation status of waterfowls in the Erongo and Kunene Regions. It is noted that Critically
Endangered (CE) species are not known at Walvis Bay Wetland. At the Endangered class, which
ranks above the Vulnerable status, only the Bank Cormorant and the Cape Gannet are
classified under this category.
Table 2.7.2 Important and Rare Species Observed at the Walvis Bay Wetland
Avi-fauna Species
Common Name
Bank Cormorant
Cape Cormorant
Academic Name
Phalacrocorax nelectus
Phalacrocorax capensis
Crowned Cormorant
Phalacrocorax coronatus
Greater Flamingo
Lesser Flamingo
Phoenicopterus rubber
Phoeniconaias minor
Cape Gannet
Black-necked Grebe
Morus capensis
Podiceps niricollis
Hartlaubs Gull
Larus Hartlaubii
African Black
Oystercatcher
Great White Pelican
Haematopus moquini
Chestnut-banded
Plover
Caspian Tern
Charadrius pallidus
Damara Tern
Sterna balaenarum
Pelecanus onocrotalus
Sterna caspia
Conservation Status
Namibian Red
BirdLife
Data27
International
Endangered
Globally Vulnerable
Near Threatened
Globally Near
Threatened
Near Threatened
Globally Near
Threatened
Vulnerable
n/a
Vulnerable
Globally Near
Threatened
Endangered
Globally Vulnerable
Near Threatened
Conservation Status
not given
Vulnerable
Conservation Status
not given
Near Threatened
Globally Near
Threatened
Vulnerable
Conservation Status
not given
Near Threatened
Conservation Status
not given
Vulnerable
Conservation Status
not given
Near Threatened
Conservation Status
not given
Source: Namibian Coastal/Marine Bird Action Plan, April, 2008 and Namibian Red Data Book, compiled by Dr.
Chris Brown and R.E. Simmons, Namibian Nature Foundation.
27
Communication with Dr. Chris Brown, the Namibian Nature Foundation.
2-99
Chapter 2
The above cited avi-fauna species are observed to have habitats, whether they may be migratory
or migratory, at various types of wetlands at the Walvis Bay area, not just the Lagoon, but such
sites as Outer Lagoon, Pelican Point, Paaltjies, and Salt Works. Bird Species habitats occurred
at the Walvis Bay Wetland, which observation data is compiled by Mike Scott and Ann Scott,
July 2004, is shown in Table 2.7.3. The geographical locations of those wetlands are later shown
in Figure 2.7.7.
In view of adjacency of those various types of wetland mudflats and tidal flats (the Outer
Lagoon), shorelines of the Atlantic Ocean (Paaltjies), and sand spit (Pelican Point), t is seen that
project impacts should not be focused to the Lagoon only, but should also address to those
wetlands of diverse nature, where they serve as important birds habitats. It is noted that not all
important and rare bird species in Table 2.7.2 appear in the occurrence Table 2.7.3, as
occurrences fluctuate by the season and the year of observation.
Table 2.7.3 Bird Species Occurred at the Walvis Bay Wetland
Common
Name
Scientific
Name
Intra-African migrants
Greater
Phoenicopterus
Flamingo
ruber
Lesser
Phoenicopterus
Flamingo
minor
Blacknecked
Podiceps
Grebe
niricollis
Damara Tern
Sterna
balaenarum
Chestnut
Charadrius
banded Plover pallidus
Avocet
Recurvirostra
avosetta
Palaearctic Migrant
Black Tern
Chlidonias
niger
Grey Plover
Pluvialis
squatarola
Ruddy
Arenaria
Turnstone
interpres
Curlew
Calidris
Sandpiper
ferruginea
Little Stint
Calidris
ruficollis
Sanderling
Calidris alba
Resident
Caspian Tern
Sterna caspia
Swift Tern
Sterna bergii
Black
Haematopus
Oystercatcher moquini
White-Fronted Charadrius
Plover
marginatus
Hartlaubs
Larus
Gull
hartlaubii
Kelp Gull
Larus
dominicanus
Occurrences at the proposed WB Nature Reserves

Pelican
Point
Lagoon
Outer
Lagoon
Harbour
Paaltjies
Salt
Works
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Source: Walvis Bay Nature Reserve, A Draft Management Plan, Mike Scott and Ann Scott, July 2004.
2-100
Kuiseb
Delta
2.7.2
Chapter 2
Walvis Bay Nature Reserve
As the surveys target area lies within the Walvis Bay Municipalitys jurisdiction, it is important
to comprehend relevant local authoritys conservation plan. The environmental conservation
zones designated by the Walvis Bay Municipality are reviewed to see their spatial and
environmental implications to the target survey area.
(1)
The Walvis Bay Municipality Structure Plan
The Walvis Bay Municipality (WBM) has long established the Structure Plan, which covers the
whole jurisdictional area of WBM (Proclamation No 16 of 1994). The jurisdictional boundary is
shown in Figure 2.7.7. Since its proclamation, revisions and updates are done with the latest
version as of April 2008. The Structure Plan is to guide, manage and control town development
in the Walvis Bay Municipality over the long-term. It is observed that the large space on the
south-western corner (shaded by dotted green lines) of the Municipal territory is demarcated as
Nature Reserve, some part of this area is designated Walvis Bay Nature Reserve (WBNR) to
conserve the natural environment.
No Development
Zones
Main Entrance Gateway

into Walvis Bay
Only Organised
Tours Allowed
Conservation
& Eco-Tourism
Developments
Recreational
Activities
Associated with
the Desert
No Development Zone
Recreational
Activities
No Development
(Public Open Spaces &
Recreational Activities)
Aquaculture &
Eco-Tourism
Developments
Noxious and nuisancecreating heavy industries

to be located in the HEAVY
INDUSTRIAL AREA
behind the Dune Belt
Residential
Development
Greenbelt along
the Aiport Road
Potential sites for

lodges with
desert
environment
designs & shall be
subject to the
approval of the
Aiports Co. & the
Government
Source: The Structure Plan of the Walvis Bay Municipality, April 2008.
Figure 2.7.6 Nature Reserve Zones Proposed (Green Shade)

by the Walvis Bay Municipality Structure Plan
2-101
Chapter 2
For the conservation purposes of WBNR, land use involved with promoting and preserving the
aesthetic, cultural, ecological and environmental attributes of the land can be permitted,
provided that these uses are incidental to the predominant use of the land for a conservation
purpose and these uses shall be subject to an Environmental Impact Assessment.
As it was originally proposed by the earlier studies, Walvis Bay Lagoon Integrated
Environmental management Plan, Draft version, L. Burger & M. Seely,1998, and later updated
for WBM, July, 2004), the WBNR is comprised of 8 zones - Pelican Point, Walvis Bay Lagoon
(including the inner and outer lagoon), the waterfront area in the Harbour, the Paaltjies Coast,
the salt works concession area (concessionaire: Walvis Bay Salt Refiners Ltd), the Kuiseb Delta
and Kuiseb River, and the sand dune and gravel plains north and south of the Kuiseb River
down to the boundary of the Namib Naukluft Park. WBNRs disaggregated 8 zones, are shown
in Figure 2.7.8. Conservation measures respective WBNR zones are summarized in Table 2.7.4.
Further, COWI (August, 2005) study proposed that WBNR be managed through a co-operative
management programme, consisting of an environmental management board, supported and
monitored by an environmental advisory board. Additionally, general participation by
stakeholders and local community will be directed through the advisory board.
Table 2.7.4 Proposed Conservation Measures for Respective WBNR Zones
WBNR Zones
1. Pelican Point
2. Inner Lagoon
3. Outer Lagoon
4. Harbour
5. Paaltjies Coast
6. Salt Works
Conservation Measures
Motorised vehicles should be controlled.
Controlled shore angling is permitted.
Information about key features and the vulnerability of the area
should be provided.
The lagoon ecosystem should be conserved.
Introduce disturbance-free zones for birds.
Controlled non-destructive and non-consumptive recreational use may
be permitted.
Visitors facilities should be provided.
A key educational facility, strictly on environmental education, may
be permitted.
Activities supporting recreation should be encouraged.
Fishing, aquaculture and water sports may be allowed, but should be
controlled.
No further urban development that encroaches into this area. should
be permitted without a strict Environmental Impact Assessment.
Sustainable and controlled boating (including the use of motorised
craft) and fishing activity should be allowed.
Controlled commercial eco-tourism ventures should be encouraged in
this zone.
Ensuring harbour activities should not be in conflict with lagoon
ecosystems and the WBNR.
Eco-tourism developments may be permitted.
Encourage the preservation of roosting shorebirds by means of
information.
Provide more opportunities supporting mixed recreation activities.
Angling from coastline permitted as at present.
Encourage the preservation of wetland birds through entering
conservation agreement with Salt Works.
Encourage environmental education and nature interpretation
activities.
2-102
WBNR Zones
7. Kuiseb River and Kuiseb
Delta
8. Desert and Dune areas

around Kuiseb River
Chapter 2
Conservation Measures
Promote the conservation of dry river delta and its habitats, including
protection of key natural resources for Topnaars
Eco-tourism developments should be encouraged.
Motorised vehicles should be controlled and their access restricted
along defined tracks.
The issuing of lease-holds should be promoted.
The mining and borrow pits operators shall restore their sites in order
to maintain the aesthetics of the landscape.
Off Road Vehicles (ORV) should be restricted to designated areas.
Source: The Structure Plan of the Walvis Bay Municipality, April 2008"Walvis Bay Lagoon Integrated Environmental
Management Plan, Draft Final, L. Burger and M. Seely, July 1998.
LEGEND
Paaltjies Coast
OuterWLagoon
Lagoon
Ramsar Site
Pelican Point
Salt Pans
Inter-tidal Mudflats
Residential Area
Sand
Sand Dunes
Kuiseb Floodplain
Figure 2.7.7 Walvis Bay Municipalitys Nature Reserve Zones Proposed

The Municipal Structure Plan also proposes responsible authorities for the WBNR Zones. They
are summarized in Table 2.7.5.
Table 2.7.5 Institutions Proposed for Managing Respective WBNR Zones
WBNR Zones
1. Pelican Point
2. Lagoon
3. Outer Lagoon
4. Harbour
5. Paaltjies Coast
6. Salt Works
7. Kuiseb Delta
Institutions/Approximate Area/Main Use

Namport/130 ha/Conservation
WBM (MFMR) /1,030 ha/Conservation
Namport, MFMR/3,980 ha/Recreation, Mari-culture
Namport/7,350 ha/Commercial Harbour
WBM/1,250 ha/Eco-tourism, Recreation
Walvis Bay Salt Refiners (Pty) Ltd./3,950 ha/Salt Production
Government of Namibia/45,200 ha/Conservation, Eco-tourism
Source: The Structure Plan of the Walvis Bay Municipality, April 2008
2-103
Chapter 2
However, the Ramsar-registered Wetland, whose designated area spans over the above WBNR
zones 2, 3, 5 and 6, is yet to have legally binding conservation status in line with the new
Wetland Policy regulations on wetlands. In the absence of any conservation management
scheme in force, dedicated to the Walvis Bay Wetland, it is expected to designate Namibias
most diverse and vulnerable wetland as one of the protected areas of national level, empowered
with legal provisions.
(2)
Recommended Management Options for WBNRs
The report Strategic Environmental Assessment (SEA) for the Coastal Areas of the Erongo and
Kunene Regions (MET, 2008) recommends an action plan to be undertaken by the authorities
(listed in the above Table 2.7.5, It calls for institutions for managing respective WBNR Zones
by the following manner.
MET should formally designate the Nature Reserve as a protected area. MET, the Walvis Bay
Municipality, and the Coastal Environmental Trust of Namibia 28 should ensure further
implementation of the national Wetland Policy in the area by adopting the Nature Reserve
Management Plan.
However, there is a recent to initiative by MET to consolidate all coastal parks into National
Park status thereby bringing the environmentally sensitive coastal zones of the Erongo Region
and Kunene Region under direct jurisdiction of the Ministry. This move will put cohesive
conservation activities in action, in particular targeting the Walvis Bay Wetland, which has
hitherto been left as it is without tangible visible efforts by the public sector.
In fact, toward the above end, MET, MFMR and other institutions conducted an exercise in
January 2009, with an objective of formulating a Management and Development Plan (MDP)
for the proposed Namib-Skeleton Coast National Park (NSCNP). The NSCNP will be
established (JICA Study Teams communication with MET, as of 2009) in order to improve
conservation status of the existing coastal protected areas in the Erongo Region as well as the
Kunene Region. Although the outcomes from the exercise are still rudimentary, it gives a
thoughtful insight into the JICA Survey in understanding the environmentally sensitive area
susceptible to the proposed project impacts.
LEGEND
Source: A working draft of Management and

Development Plan for the Proposed NSCNP, MET,
January, 2009
Figure 2.7.8 Environmentally Sensitive Zones in the Survey Area
28
Coastal Environmental Trust of Namibia is an environmental NGO based at the Walvis Bay.
2-104
Chapter 2
Within the target area of the JICA Survey, the following habitats with rich bio-diversity and
unique ecosystems are considered sensitive to any anthropogenic intervention. Distributions of
those habitats are schematically shown in the above Figure 2.7.8. The extent of the sensitivity to
external interventions by habitat types identified in the JICA Survey Target Area is summarized
in Table 2.7.6.
Table 2.7.6 Avi-Fauna Habitats versus Environmental Sensitivity
Category
Littoral/inter tidal
Habitat
Sandy Shore/Rocky Shore
Walvis Bay Lagoon
Walvis Bay Salt Works
Terrestrial
Damara Tern Breeding Sites
Kuiseb Delta
Environmental Sensitivity
Moderate sensitivity. Habitats for
shorebirds and waders.
High sensitivity. Most important coastal
wetland for birds in Southern Africa.
High sensitivity. Man-made evaporation
pans serve as waterfowl habitats.
Highly sensitive. Some of the gravel
plains and shorelines are used by Damara
Terns for breeding.
High sensitivity. Unique ecosystems of
flora and fauna due to ephemeral flush in
the arid desert zone.
Source: A working draft of Management and Development Plan for the Proposed NSCNP, MET, January, 2009
The above identified habitats and ecosystems are assessed by applying IUCN categories for
Protected Areas. The results of classification by IUCN categories are shown in Figure below.
IUCN Categories
LEGEND
Target
Survey
Area
1a. Strict Nature Reserve

2. National Park
4. Habitat/Species Management
Areas
5. Protected Landscapes/Protected
Seascapes
6. Managed Resource Protected
Areas
Source: A working draft of Management and Development Plan for the Proposed NSCNP, MET,
January, 2009
Figure 2.7.9 Environmentally Sensitive Zones Classified

by IUCN Categories for Protected Areas
The above Figure 2.7.9 indicates that Walvis Bay Lagoon and the Damara Tern breeding
areas are categorized as Strict Nature Reserve, while Walvis Bay Salt works is ranked as
Habitat/Species Management Areas, with all other areas to be classified as National Park,
excluding any built-up town area of the Walvis Bay.
2-105
Chapter 2
Table 2.7.7 Proposed Protected Areas versus IUCN Categories

Proposed Protected Areas
(IUCN Category)
Strict Nature Reserve
IUCN Category 1a
National Park
IUCN Category 2
Habitat /Species
Management Areas
IUCN Category 4
2.7.3
(1)
Applicable Areas
Areas of high environmental value and sensitivity:
! Walvis Bay Lagoon
! Damara Tern breeding areas
The whole area, excluding the demarcated municipal areas. Where
no other zone is provided, the zone is taken to be a National Park
! Walvis Bay Salt Works
! Kuiseb River and Delta
! Western faces of Dune Belt
Namibian Environmental Assessment Procedure and Environmental

Standards
Proposed Projects EA (Environmental Assessment) Procedure
The project proposal is being processed in compliance with the Namibian legal and institutional
mandates. The sub-section examines if those mandates are satisfied and intends to point out
necessary procedures to meet these requirements.
1)
Namibian Policy and Regulations on EIA and the Procedural Mandates
The Namibian Governments Environmental Assessment (EA) Policy for Sustainable

Development and Environmental Conservation (1995) dictates an administrative procedure
mandated for any projects and programmes specified under the list of activities, Appendix B.
Ports and Harbours falls under the list of activities. Therefore the Walvis Bay Port Terminal
Expansion Project shall be subjected to the Namibian EA procedure.
Despite the policy statement, there seems an apparent absence of such key elements as the
Commissioner and the Board in the current institutional setup of MET, which are stipulated to
oversee compliance of EA procedure and Environmental Management Agreement, binding the
proponent and the MET. However, ongoing EA procedures for the container terminal expansion
project, commissioned by Namport comply with Namibian Environmental Assessment Policy of
1995. Further, the Environmental Management Act (2007) (EMA) was promulgated, followed
by a public notice, gazetted in April, 2008 on Draft Procedures and Guidelines for
Environmental Impact Assessment (EIA). The latter two are, in strict legal terms, yet to be
effectuated. However, in practice, the principles of EMA and accompanying Guidelines are well
accepted by the government executing bodies and are implemented, supplementing rather
outdated statements by the above EA Policy. Even in the absence of the line Ministrys (The
Ministry of Works, Transport and Communication) directive, Namport is committed to
undertaking efforts in harmonizing itself with what are stipulated by EMA and accompanying
Procedures and Guidelines for EIA since the Fiscal Year 2009/2010 (Communication with the
SHREQ (Safety, Health, Risk, Environment and Quality) executive, NAMPORT).
The EA process, as stipulated by ongoing EA Policy, is schematically shown in Figure 2.7.10
below.
2-106
Proponent
Ministry of
Environment
and Tourism
(MET)
MET
Decisions/
Conditions
Environmental
Commissioner
and the Board
(To be appointed)
Submit Project
Proposal
(Submit EA
Questionnaire
# # # # (1)
Develop Proposal
(Scoping Phase)
(5(i))
Public notice
Advertisement
Notify
Stakeholders
Public
Consultation
Registration
(2)
The Environmental
Commissioner/Boar
d decides (4);
Classification
(List of Activities,
APPENDIX B)
If an EA is
required.
Concerned
Ministries
Line
Ministries
Propose
Submit
Chapter 2
Check the
proposed site;
State land
needs Mining
License, and
so on
Decision:
EA is not
required
Comments
Investigation (5(ii))
Field Survey
Literature
Impact Study
Report (5(iii))
Management Plan
Environmental
Agreement
Monitoring/Audit
Proposal
Binding Conditions
(8):
Environmental
Agreement with MET
(Environmental
Management Plan)
Review (7):
The Commissioner
reviews
the environmental
assessment
report
Decision:
Issue an
Environmental
Clearance
Record of
Decision
(9)
Binding Conditions
(8):
Environmental
Agreement with
MET
(Environmental
Management Plan)
Note: Numbers in the parenthesis indicate items stated in the Appendix A, Environmental Assessment Procedure,
Namibias Environmental Assessment Policy, 1995
Figure 2.7.10 EA Process Mandated by

the Namibian Environmental Assessment Policy, 1995
2-107
2)
Chapter 2
The JICA Guidelines for Confirmation of Environmental and Social Considerations
JICA has guidelines applicable in reviewing project eligibility in providing project proponent
(recipient body) with the Yen Loan. In particular, the Japan Bank for International Cooperation
(JBIC) Guidelines for Confirmation of Environmental and Social Considerations, April, 2002
(herein under the Guidelines in this chapter) applies to the present project study.
In accordance with the said Guidelines, the standard approach is executed under the following
exercises. Screening proponents project proposal will entail a judgement as to the nature of the
proposal if it may have either one of such environmental sensitivities as:
!
!
!
Sensitive Sectors: Large-scale infrastructure projects, among others, in the ports and
harbour sector,
Sensitive Characteristics: Projects size with sensitive characteristics, among others,
large-scale land reclamation, land development and land-clearing; or
Sensitive Areas: Projects in protected areas or their vicinity.
The exercise may result in either one of the Categories of A, B, C or FI, in view of project
environmental characteristics. If an initial screening of the proposed project reveals that the
proposal is deemed to have one or more of the above environmental sensitivities, it is judged to
fall under Category A.
Secondly, the Guidelines mandate that all Category A Project to fulfil public consultation
process and information disclosure with documents accessible by citizens concerned and
stakeholders.
3)
NAMPORTs conformance with the JICA Guidelines and the Namibian Environmental
Policy
Shown in Table 2.7.8 below is a critical comparison of the extent of NAMPORTs conformity
with the JICA Guidelines and the Namibian Environmental Assessment Policy, 1995 in
proceeding with the Proposed Container Terminal Expansion Project.
Table 2.7.8 JICA Environmental Mandates versus Namibian Practice
Requirements of JICA
Environmental Guidelines
Requirements by the
Namibian Environmental
Policy, 1995
1. EIA Reports for Category A Projects

1.1 Compliance with the host The Policy dictates the
countrys assessment
assessment procedure and
procedures and obtaining
procedure for obtaining
government approval.
clearance.
On granting a clearance,
binding conditions may be
imposed by MET (Article
8).
1.2 Use of official languages
No specification.
in EIA reporting
1.3 Availability of EIA
No specification.
reports to project stakeholders
and local residents
2-108
NAMPORTs Compliance in
Proceeding with the Proposed
Container Terminal Expansion
Project
The ongoing EIA process observes the
Namibian EIA process and procedure
dictated by the Namibian Environmental
Policy and the Environmental
Management Act. The process is
ongoing and is to be complete with the
obtaining the environmental clearance.
All EIA reports are produced in the
official language of English
Copies of EIA report are made available
at the Civic library and public libraries.
Requirements of JICA
Environmental Guidelines
Requirements by the
Policy, 1995
1.4 In preparing EIA reports,

consultation with
stakeholders, such as local
residents, must take place
after sufficient information
has been disclosed. Records,
etc. of such consultations
must be prepared
During scoping phase,

stakeholders are notified
and public consultation
shall be done (Article 5(i))
Chapter 2
NAMPORTs Compliance in
Proceeding with the Proposed
Container Terminal Expansion
Project
During scoping of EIA, local
consultations (May/June, 2009) are
conducted to solicit opinions and
concerns of stakeholders. Draft scoping
report in English is made available at
the public libraries as well as is
uploaded at NAMPORT website in the
electronic form. The above process
served as a preparatory work before full
scope EIA is being planned. The second
round of local consultation, presenting
the Draft EIA was conducted on 24th.,
November, 2009.
Public consultations are conducted at
two occasions of Scoping during
preparation, and Full-scope EIA
reporting, incorporating stakeholders
opinions and concerns.
1.5 Consultations with

No particulars on
relevant stakeholders, such as stakeholders participation
local residents, should take
in phasing EIA process.
place if necessary throughout
the preparation and
implementation stages of a
project.
2. Items to be covered by EIA reports (Appendix in the JICA Guidelines).
2.1 Executive Summary
Not specified.
An executive summary is given in the
draft EIA report.
2.2 Policy, legal and
The Namibian
The procedure currently undertaken by
administrative framework
Environmental Assessment NAMPORT strictly observes the
Policy, 1995 applies.
Namibian Environmental Assessment
Policy.
2.3 Project description
Not specified.
The draft EMP contains a project
description.
2.4 Baseline data
The article 5(ii) of the
Literature survey on adjacent areas
ecosystem and past feasibility reports is
Assessment Policy, 1995
conducted.
dictates conduct of an
Field measurements are done for
investigation, including
bathymetry and bore holing sub-soils at
field survey and literature
the proposed project site.
survey.
2.5 Environmental Impacts
The article 5(ii) of the
Proposed projects environmental
impacts are extensively exploited with
Assessment Policy, 1995,
the hydro-dynamic simulation
dictates an impact study.
modelling.
2.6 Analysis of alternatives
Not specified.
Alternatives are formulated and their
viability is assessed.
2.7 Environmental
The article 5(iii) of the
A draft CEMP (Construction
Management Plan (EMP)
Management Plan, February, 2010) is
Assessment Policy, 1995
submitted.
dictates formulation of
Management Plan
2.8 Consultation: Record of
Not specified.
All records are made on two times of
consultation meetings
public consultations held (May/June and
November, 2009).
2-109
Chapter 2
The above comparative exercise indicates that the procedural requirements of the JICA
Guidelines are fully satisfied by the NAMPORTs conduct of EIA process, though the process is
still ongoing at the time of this report (February, 2010). It is noted that those JICA required
items of 1.2, 1.3, 1.5, 2.1, 2.3, 2.6, and 2.8 in the above Table 2.7.8, which are not explicitly
stated in the Namibian Environmental Policy, 1995 are also satisfied by NAMPORTs EIA
undertakings shown in the right-most column in the above table.
(2)
Namibian Environmental Standards
It is important to take note of Namibian environmental standards in reviewing the extent and
significance of projects potential impacts, in particular those of effluent and ambient water
quality, noise levels, and maximum allowed toxicity level of dredged spoil and solid wastes.
Below enumerated are such environmental standards, however, it is noted that surrogate
standards/Guidelines, in particular those of the Republic of South Africa, are employed,
whenever such standards are yet to be established by the Namibian Government, to supplement
lack of norms.
Table 2.7.9 Potential Impacts versus Relevant Environmental Standards
Environmental Baseline/Potential Impacts
Environmental Baseline
! Present Water Quality at the Harbour, Lagoon,
and Water Bodies
! Present Sediment Quality at the Harbour
! Fish Processing Industry Discharge
Potential Impacts
! Disposal of Dredged Material (Dumping at
Sea)
! Disposal of Dredged Material (Dumping at
Landfill Site)
! Perceived Noise Level Rise along the Roads
due to Increased Traffic
Environmental Standards to be Referred

! BCLME29 Water Quality Guidelines
! BCLME Sediment Quality Guidelines
! Annexure: General and Special Effluent
Standards, the Water Act, 1957
! London Convention 1972/1996 Protocol
! BCLME Sediment Quality Guidelines
! South African Bureau of Standards (SABS)
code 0228.
! Acceptable Rating Levels for Noise in
Districts, SANS 10103
With respect to effluent water quality, the Water Act 54, 1956, designates industrial effluent
standards. However, new legislation named Water Resources Act, is being drafted.
Table 2.7.10 Effluent Standards Stipulated by the Water Act, 1956
Water Quality Items
1.1 Colour, odour or taste
Maximum Allowed Concentration

Effluent shall not contain any substance in a
concentration capable of producing any colour,
odour, or taste.
Between 5.5 and 7.5
Shall be at least 75% saturation
Shall contain no typical coli per 100 mm.
Maximum of 25$
< 30 ppm (Cl corrected)
< 5 ppm (K-permanganate Method)
1.2 pH
1.3 Dissolved oxygen
1.4 Typical faecal coli
1.5 Temperature
1.6 Chemical Oxygen Demand
1.7 Oxygen Absorbed
1.8 Conductivity
1.8.1 Not to be increased by more than 15% above that of the intake water.
1.8.2 The conductivity of any water seeping from any area shall not exceed 250 milli-Siemens per
meter at 25"C%
1.9 Suspended Solids
< 10 ppm
29
Benguela Current Large Marine Ecosystem.
2-110
Water Quality Items

1.10 Sodium content
Chapter 2
Maximum Allowed Concentration

Not to be increased by more than 50 mg per litre
above that of intake water
None
Maximum allowed concentration of Residual
chlorine, Phenol Compounds, and 13 Heavy Metals
are designated.
1.11 Soap, oil, or grease

1.12 Other constituents
Source: The Water Act, 1956
1)
Ambient Water Quality and Sediment Quality
In the absence of the Namibian ambient water and sediment quality standards, it is suggested
that Namport refers to BCLME Guidelines, widely acknowledged by the countries in the SADC
Region, in assessing the projects impacts on harbour water quality and sediments. The
following table shows an essential feature of the BCLME Guidelines applicable to marine
aquatic systems.
Table 2.7.11 Recommended Water Quality and Sediment Quality Guidelines
by the Benguela Current Large Marine Ecosystem (BCLME)
Type of Quality Guideline
Water Quality
Objectionable
Matter/Aesthetics
Physio-chemical
Variables
Nutrients
Toxic Substances
(%g/liter)
Sediment Quality
(Toxic
Substances)
Trace Metals*
(mg/kg dry weight)
Organic Compounds*
(%g/kg dry weight)
Guideline Values
Floating materials and residues from land-based sources.
Temperature, Salinity, pH, Turbidity, Suspended Solids,
Dissolved Oxygen
Chlorophyll a, Nutrients
T-Ammonia N<910, T-Cl<3, CN(-)<4, F(-)<5,000,
S(-)<1, Phenol<400, PCBs<0.03
As(III)<2.3, As(V)<4.5, Cd<5.5, Cr(III)<10, Cr(VI)<4.4,
TBT(as Sn)<0.006, Pb<4.4, Hg<0.4, Other metals (Cu,
An, Ni, Ag, Zn)are also listed.
Aromatic Hydrocarbons (C6-C9), Poly-Aromatic
Hydrocarbons (<C15), Poly-Aromatic Hydrocarbons
(>C15), Pesticides (DDT, Dieldrin, Endrin)
As (7.24/41.6), Cd (0.68/4.21), Cr (52.3/160),
Hg(0.13/0.7), Sn (as Tributyl-Sn) (0.005/0.07) Other
metals (Cu, An, Ni, Ag, Zn)are also listed.
Total Poly-Aromatic Hydrocarbons (1,684/16,770),
Low Molecular Poly-Aromatic Hydrocarbons
(312/1,442), High Molecular Poly-Aromatic
Hydrocarbons (655/6,676), Total PCBs (21.6/189),
Pesticides (Chlordane, DDT, Dieldrin, Endrin)
Source: The Development of a Common Set of Water and Sediment Quality Guidelines for the Coastal Zone of the
BCLME (Project BEHP/LBMP/03/04), CSIR, January, 2006
Note: An asterisk * at the shoulder of chemical types has the following meaning: The two values each are given in
the parentheses, the former representing Recommended Guideline Value, and the latter being Probable Effect
Concentration. Those values correspond to 20 % value, and 80 % value of cumulative toxicity incidence probability
versus toxic material concentration.
2)
Sediment Quality (London Convention)
The participating countries of Angola, South Africa, and Namibia have produced the sediment
quality guidelines, assisted by UNDP programme named BCLME. According to the BCLME
guidelines, an investigative action shall be triggered if any of stipulated toxic substances
concentration is detected to be higher than those prescribed Prohibition Level shown in Table
2.7.12. The investigative actions, as customarily practised in the BCLME participating countries,
refer to application of the London Convention 1972 and the 1996 Protocol
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Chapter 2
In the report by COWI, 2003,&Coastal Area Study Long-term Monitoring Programme, Walvis
Bay Local Agenda 21 Project Namibia, it is stated that In relation to capital dredging, routine
sampling and analysis to be made as prescribed in the LONDON convention (Namibia has not
signed the LONDON convention but it is suggested that Namport follows it)..&In connection
with capital dredging and larger maintenance dredging, Namport as part of the dredging budget
will prepare an Environmental Impact Assessment (EIA) including sediment samples and
analysis taken before and during the work
Table 2.7.12 Recommended Action List
Annex I Metals
(Prohibited Substances)
Annex II Metals
(substances and materials
requiring special care)
Cadmium
Mercury
Copper
Zinc
Chromium
Lead
Nickel
Arsenic
Action Level
(Moderately
Contaminated)
1.510.0
0.55.0
50500
150750
50500
100500
50500
30150
Prohibition Level
(Highly Contaminated)
>10.0
>5.0
>500
>750
>500
>500
>500
>150
Source: Annex, LC 27/8, October 2005, London Convention 1972/1996 Protocol
3)
Ambient Noise Level
Moreover, in the absence of Namibian noise level standards, the South African National
Standards (SANS) are generally applied.
Table 2.7.13 Acceptable Rating Levels for Noise in Districts
(Excerpted from SANS 10103)
Type of District
Equivalent Continuous Rating Level (LAeq, T) for Noise Level dB(A)

Outdoors
Indoors, with open windows
Daytime
Night-time
Daytime
Night-time
(6:0022:00)
(22:006:00)
(6:0022:00)
(22:006:00)
55
45
45
35
Urban District
Urban districts with
some workshops, with
60
50
50
business premises, and
with main roads
Central Business
65
55
55
District
Industrial District
70
70
60
Original note: The values given in the above columns are equivalent continuous rating levels and
include corrections for tonal character and impulsiveness of the noise.
40
55
50
Source: Excerpted from the South African National Standards (SANS) 10103.
4)
Solid Waste Classification
With respect to land disposal of wastes, the Walvis Bay Municipality has its own landfill site,
off Rikunbi Kandana Road, a backyard of the Central Business District, exploiting a large tract
of the Namib sand dunes. The site has a well demarcated disposal section dedicated for
receiving toxic and hazardous wastes in a manner designated by controlled sanitary disposal, in
accordance with the South African Bureau of Standards (SABS) code 0228. The Department of
Environment, Water and Wastes practices labelling and packaging hazardous and toxic wastes
2-112
Chapter 2
and contains them in a controlled manner, in compliance with the South African codes SABS
0299 and SABS 0233.
The SABS Code 0288 has designated hazardous and toxic classes; Class 1: Explosives, Class 2:
Gases, Class 3: Flammable Liquids, Class 4: Flammable Solids, Class 5: Oxidizing Substances,
Class 6: Poisonous substances, Class 7: Radioactive Substances, Class 8: Corrosives, and Class
9: Others.
2.7.4
Stakeholders Concerns and Opinions
On behalf of the proponent, NAMPORT, the Joint Venture Environmental Consultants, have
conducted local consultations in compliance with the Namibian Environmental Assessment
procedural mandates with the following time sequence.
Public Notice: Advertisement of Consultative Meeting of June 11th, by the
National-circulated commercial newspapers: Namib Times, May 28th, 2009
2. Stakeholders Meetings, two times at the Namport conference room: May 19th and 20th,
2009
3. Registration of the Proposed Project with MET: June 30th., 2009
4. The First Round of Public Consultation presenting the Draft Scoping Report (DSR) : at the
Civic Hall, the Walvis Bay Municipality: June 11th, 2009
5. Public release of the Draft Scoping Report (DSR), and soliciting public comments: from
July 10th to 31st, 2009
6. Revised Scoping Report for public review and soliciting comments: from August 10th to
31st, 2009
7. Closure and finalization of the Scoping Report (SR): 30th September, 2009.
8. Presentation of the Interim Report (ITR): 29th September, 2009
9. The Second Round of Public Consultation presenting the Draft Environmental Impact
Report (DEIR):November 24, 2009
10. Inviting Public Comments on DEIR: from December 7th., 2009 to January 22nd., 2010
1.
(1)
Proposed Projects Stakeholders
People of many trades and services, whether they are directly or indirectly engaged with port
activities, and the general public have concerns on the proposed project. The study team has
identified the following key stakeholders.
Table 2.7.14 Key Stakeholders
Stakeholders
Tour Operators
Aquaculture Operators
A Salt Refiner
Fish processing industry
Municipality
Residents living adjacent to the Port
area.
Interests/Concerns
Apprehensive of unavailability of some of the bay water
areas for mooring and cruising during capital dredging for
terminal construction.
More occasions of chronic algal broom. Apprehensive of
degrading sea water quality due to capital dredging and
reclamation for the terminal.
Bay water is taken for salt production. Apprehensive of
degraded sea water quality.
Apprehensive of degraded harbour waters used for fish
processing. Discharges of processed water of high waste
loads
Apprehensive of Lagoon environment as a custodian of the
Lagoon.
Apprehensive of degraded amenity of life, mainly due to
noise by increasing traffic volume.
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Stakeholders
Naturalist/bird watchers
Port users (port cargo transporters,
stevedoring, maritime operators)
(2)
Chapter 2
Interests/Concerns
Apprehensive of degraded Lagoon environment as
waterfowl habitat
Looking forward to seeing improved efficiency and
increased handling capacity.
Stakeholders Opinions Raised at the Public Meetings
The First Round of Public Consultation presenting theDraft Scoping Report

As stated in the introduction of the section 2.7, a separate Study is underway by the Joint
Venture (JV) of CSIR and DMC (hereinafter referred to as JV). JVs EIA process has two
phases the scoping phase and the EIA phase. At the time of this report (ITR), the first round of
the public consultation meeting was held on the 11th of June, as a key part of the Scoping
process. Notice of the public meeting was advertised by the Namib Times (Walvis Bay local
circulation) in the 28th May issue. Posters notifying the venue and dates are shown at major
quarters of high public exposure in the town, including one at the Civic Centre of the
Municipality.
Opinions raised by the participants ranged a wide area of concerns and interests. Issues raised
are reorganized by thematic topics with responses from Namport as shown in Tables 2.7.15 and
2.7.16.
Table 2.7.15 Concerns of the Stakeholders and the Namport Responses (1)
Concerns/Enquiries by
Thematic Areas/Particulars
Project Profile
Time scale
Impacts
Magnitude of Impacts
If huge impacts are anticipated, will the
project be reconsidered?
Siltation of Lagoon
If the lagoon silt up in 10 years, will
the lagoon be dredged?
Traffic Impacts
What will be impacts from traffic from
Southern entrance? Noise pollution
perceived by residents adjacent to the
port area will be high.
Contaminated Sediments
Sediments are contaminated. What will
be impacts from the use of TBT.
Means of dredging and handling
dredged material
Will the dredge area be enclosed
with an impermeable wall?
What are the measures against stinking
sulphur released by dredging?
Beach Erosion
Regarding beach erosion/siltation, one
cannot tell what will happen over 10
years whether it could change the
whole bay.
Response by Namport/Third Party

Moderator/Presenter of a JV (CSIR)
! The project envisages 1015 years ahead.
! If huge impacts are anticipated by this proposal,
alternatives will be considered to minimize impacts
within tolerant level.
! Namport will mitigate impacts, so that adverse
impacts are mitigated to the extent that they are
within tolerable threshold.
! Minor impacts are anticipated during construction.
! Namport will look at effects from dredging. The

EIA report will recommend environmentally sound
dredging methods. Current sediments will be
sampled to analyze contaminants.
! The dredge work area will be bounded and
contained using suction dredger.
! Once the stinking substances are brought to the
surface, they will quickly be dispersed.
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Concerns/Enquiries by
Thematic Areas/Particulars
Alternatives
! What are the alternatives? Options shall
be shown for such an important project.
North of the existing port along the
coast shall be one of the alternatives
sites. Consider rezoning the area to the
North. Site selection is the problem, not
the construction.
! If you look for alternative sites from the
present harbour, it will be likely to be
located north of current breakwater to
onshore in front of proposed aqua-park
site.
! Which is the biggest concern, stacking
(scarcity of space) or berthing capacity?
Socio-economic Impacts
Such impacts as workers influx,
increased demand for housing and
water supply need to be addressed.
Chapter 2

! The Municipality has zoned that area (north of the
port along the coast) for other purposes. Moreover,
the MET has recently promulgated that coastal strip
as part of the National Park.
! JV of EIA Consultants (CSIR+DMC) is looking into
potentiality of alternative sites.
(Response by CSIR): Those issues are addressed by

the Environmental Management Plan (EMP).
The Secondt Round of Public Consultation presenting theDraft Environmental Impact Report
The second round of public consultation was held at the Atlantic Hotel, starting at 18h00, at the
Atlantic Hotel, on 24th November, 2009.
Notice of the public meeting was advertised by the Namib Times (Walvis Bay local circulation)
in the 28th October issue. Posters notifying the venue and dates are shown at major quarters of
high public exposure in the town, including one at the Civic Centre of the Municipality.
Presentations by the joint CSIR/DMC included; Findings from hydrodynamics medeling, noise
specialist study, traffic specialist study, marine and acquaculture specialist study, avifauna
specialist study, and socio-economic specialist study.
Table 2.7.16 Concerns of the Stakeholders and the Namport Responses(2)
Concerns
Impacts
Noise levels differ day and night,
particularly at 24 AM. Movement of
empty containers cause jumping effect
at road and railway crossings. (Andre
Burger)
! The Noise Impact Study did measure the noise of

vehicles going over train tracks. The report also
recommends that all crossings have to be leveled.
Further recommendations include putting a
40%50% rubber content covering on the roads in
the port.
! Namport has proposed the construction of a new road
within the port. The construction of a noise barrier
also has to be considered.
! With the construction of the container terminal on
reclaimed land, distance will be created between the
noise source and the residents, thus decreasing the
level of noise.(Brett Willliams)
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Concerns
It has been mentioned that by
removing the containers from the
current stacking area will increase the
aesthetics of the area, however, the
problem causing the visual impact
might only be relocated to the
reclaimed area. Thus the problem is
not solved as there is only a
displacement of the visual impact.
(Stephan Marais)
How often will dredging occur?
(Neels Dryer)
The study shows that the heavy metals

do not mix with water, but what about
the sediment to which these metals
stick? Will this sediment enter the
lagoon? (Neels Dryer)
(3)
Chapter 2

! Your comment is noted (S. van Zyl)
! Every 5 years. Dredging amounts at the WB port are

relatively small compared to other parts of the world.
Also, flow conditions are such that sand will not be
mobilized during dredging. (Elzevir Gelderbloem)
! This could be, but as the heavy metals are stuck to
the sediment it is not easily mobilized. It is also
possible that sediment containing heavy metal can be
consumed by an organism; however, looking at the
scale, this is not really a problem.
! This would pose a problem to aquaculture as it will
take longer for an organism to reach market size. (Pat
Morant)
Critical Issues to be addressed in the EIA process
Some critical issues are raised that need to be squarely addressed in the ongoing EIA process. It
is normal, in the earlier stage of project evaluation that alternative projects are to be presented
and screening be done, in view of their economic, financial and environmental viability. Since
all attention is focused on optimizing the proposed footprint, alternative site options are to be
presented, subjected to back track screening and evaluation.
2.7.5
Review of the Draft Scoping Report, the Interim Report and the Draft EIA
Report Submitted by the JV (CSIR and DMC)
The JICA Consultant tasked to environmental and social considerations has reviewed the Draft
Scoping Report (submitted by the JV on the 27th of July 2009), and the Interim Report
(submitted by the JV on the 19th of September 2009). Comments are made through checking
them in view of comprehensiveness in dealing with environmental and social elements and
conformance with the JBIC Guidelines.
(1)
The Draft Scoping Report
Treating alternatives based on stakeholders requests is not entertained in this report. The
particular opinion is listed in one line (5.2 Issues Summary), and it is stated that all
stakeholders comments will be collated in the Response Trail, Appendix G.
While in the Project Alternatives Section 3.3 (pages 6062), it is seen to deal only with
options of:
!
!
!
!
Extension of existing container berths northward;

Reconstruction of existing quay walls;
Conversion of adjacent general cargo berths and terminal into container berths and
terminals;
Land reclamation in the south of the harbour; and
2-116
1)
Chapter 2
The Lagoons Sedimentation Process.
Statements below on lagoon sedimentation shall be rectified. They are:

a. The 3rd paragraph of page 79 the paragraph is interpreted to say, Lagoon siltation is
going to be decelerated with the present anthropogenic activities.
b. The 4th paragraph of page 79 the paragraph is interpreted to say, .will reduce
tidal flux, hence reduction in waders habitat The paragraph deems to states a
critically important conclusion at this early stage before embarking on in-depth
specialist study.
It is hoped that the Lagoon siltation process is to be addressed by a respective specialist as it is
cited as one of the main issues in Section 5.2, Issues Summary of the draft Scoping Report.
2)
Measures to Combat against HIV/AIDS Proliferation
It is desired to include the social and health impacts and countermeasures by extending the
context of 2.4.8 Socio-economics into 2.4.8 Social Impacts. Under the latter subtitle, it can
conveniently treat the critical subject of HIV proliferation more appropriately. The subject also
constitutes one of the mandates of JICA Environmental Guidelines.
(2)
The Interim Report
The ITR has been produced with the intention of presenting outcomes from the JVs Specialist
Study. Contents added since the above scoping report submission constitute a hydrodynamic
simulation, ship manoeuvring simulation, and ecological survey. JICA Consultants have made
the following general comments.
In assessing environmental impacts for a port-and-harbour project, the harbour water quality
(WQ) constitutes, among other environmental elements, one of the most critical in the overall
impact assessment perspective. Hydrodynamic and oceanographic water regime dictates harbour
water particle movement, eventually affecting pollutant transport and assimilation.
However, the model presented does not embed pollutants movement. Therefore, the simulated
water body movement gives us an indirect inference on pollutant transport and dissipation;
hence the simulated water particle movements do not give a direct reference for ambient water
quality.
Further, a baseline water quality data needs to be updated, since the latest available harbour
water quality data has been from COWIs WQ measurements during the 17th30th of January
2002. Making maximum use of COWI water quality measurements of January 2002, making
supplementary measurements to complement old ones, and giving due consideration on adjusted
tidal and climatic effects, proposed WQ items shall be chosen from the original WQ items
(Chlorophyll-a, Particulate Matter, T-N, T-P) and sampling points chosen from COWI sampling
points such as: Bird Rock, Pelican Point, Tanker Berth, Second Lagoon, Bay Centre, and
Lagoon Mouth. Additional care must be given to the internationally acknowledged water
pollution parameters of chemical oxygen demand (COD), which constitutes the highest priority
among other WQ items.
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(3)
Chapter 2
The Draft EIA Report and the Draft Construction Environmental Management Plan
(CEMP)
The JICA Survey team received the Draft EIA Report (DEIR) with Draft Construction EMP
(CEMP) on 4th February, 2010. At the time of this review, their finalized versions are yet to be
delivered.
1) Important conclusions extracted from DEIR are as follows.
Impacts of the new terminal on the hydrodynamics of the bay and the lagoon
! The new terminal will have a negligible influence on the water levels in the bay and the
lagoon
! Effluents from the fish factories will be more confined by the new reclamation.
! Sediment transport only change to a minor extent. No significant erosion or accretion
patterns are predicted.
! Precautionary monitoring of the suspended sediment concentrations during dredging
and reclamation will ensure effective implementation of mitigation measures
Impacts on marine ecology and lagoon avifauna
! It is considered extremely unlikely that any sediment arising from dredging that might
be deposited in the lagoon will be detectable.
! Monitoring of bird indicator species (the Grey Plover) is recommended to see long-term
impact on lagoon avi-fauna.
Impact of construction noise and terminal operation noise
! The existing ambient noise exceeds the SANS 10103 standards, on which added are
elevated traffic noise energy due to increased volume in construction transport (during
construction phase) and container-truck traffic (operational phase), for which at a
section along the 18th Road there seems to be no other alternative than to rezone it as
commercial and business zone.
Socio-economic impacts
! Increased risk for the spread of communicative diseases such as HIV/AIDS, associated
with influx of migrant workers.
2) Recommendations of the DEIR are as follows.
! The substance of a Construction Environmental management Plan (CEMP) be
communicated to all contractors and their workers and to the Walvis Bay residents.
! Namport to commission a baseline turbidity measurement program that will collect data
for at least three months before construction commences.
3) The content of the proposed CEMP is as follows.
An institutional setup for implementing the CEMP for the terminal expansion project will entail;
!
!
!
The CEMP provides a framework for a management plan for the Contractors and
Method Statements and Environmental Sub-Plans for the Sub-contractors.
The CEMP shall be an integral part of NAMPORTs existing status of a certified
practitioner of ISO 14001 Environmental Management System, and
NAMPORT shall appoint an Environmental Manager (EM) and an Environmental
Control Officer (ECO), held responsible respectively, for main contract document and
liaise with the Contractors Environmental Officer (EO).
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Chapter 2
One of the particular requirements of CEMP shall include an HIV/AIDS programme that is
linked to Namports Directly Observed Treatment Strategy (DOTS) programme for TB along
with its HIV/AIDS programme.
Baseline and Construction Monitoring
!
!
In order to gain an understanding of the natural turbidity of the regime of the bay,
Namport shall commission a pre-construction 3-month measurement campaign with
optical backscatter instruments by an independent consultant.
During dredging operations, the same Namport-appointed independent consultant shall
conduct real-time monitoring of suspended sediment concentrations with optical
backscatter instruments at sensitive sites, i.e. the Lagoon mouth, Salt works intake and
aquaculture farms, and intakes for fishing industry.
The Management Sub-Plan for Impact Mitigation shall include, among others;
!
!
Reducing suspended sediment concentrations in the water column including, among

others, the use of drag heads that minimize sediment suspension.
Disposal of spoil at the approved offshore site that include, characterization of changes
due to disturbance of bottom sediments at the disposal site through sampling of bottom
sediments for particle size and chemical analysis, and water samples for analysis of
suspended sediment concentrations.
Minimizing risks from H2S emissions including, among others, determining if there is
any risk of H2S gas escaping in specific areas by obtain information about sediment
type from Namports vibrocore logs.
Minimizing negative impacts on the environment that are associated with reclamation
including, among others, reduction of suspended sediment concentrations in the water
column, and appropriate disposal of sediments that contain heavy metal contaminants.
The framework for management of the CEMP is composed of the following systems.
!
!
!
!
!
!
!
!
General Namport procedures

Namport environmental and safety systems
General site preparation and management
Construction of the causeway
Dredging and reclamation
Construction of quay, revetment, new terminal buildings and facilities, and site closure.
Noise
Traffic
4) Review on DEIR and CEMP

General
The structure and subjects of CEMP is well integrated with what are concluded and
recommended by DEIR, binding necessary mitigation measures with actions to be taken by
specifying responsible bodies to be engaged in obligatory undertakings. Moreover proposed
CEMP is so designed to be harmonized with NAMPORTs enterprise-wide certified
engagement to comply with ISO14001. Through executing the proposed CEMP, it is expected
that corrective actions will mitigate adverse impacts anticipated and enumerated in the
environmental checklist shown below in Table 2.7.17.
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Chapter 2
DEIR Findings
- Ambient Water Quality at the Fish Harbour
Adverse impact on fish harbour water quality is simulated by the hydrodynamic simulation
model. However, this finding of worsening water quality over existing degraded water quality at
the fish harbour of the Port of Walvis Bay is not properly addressed by DEIR, nor mitigation
measures shown.
Though it is known that fish processing effluents of high wastewater pollutant load are the
major contributor to the evident phenomenon, the jurisdictional responsibility as to which body
to monitor, control, and enforce, seems to be distributed among NAMPORT, MFMR and
Department of maritime Affairs (DMA) of MWTC (Ministry of Works, Transport and
Communication).
- Ambient Noise Level at the Residential Districts
Ambient noise measurement results done at those 8 points along the Atlantic Street, the 5th
Street and the 18th road are not shown, though it is stated These rating levels (SANS 10103)
indicate that ambient noise in urban districts should not exceed 45 dB(A) at night and 55 dB(A)
during the day. However, the field measurements reveal that noise from road traffic causes
ambient noise to exceed the recommended rating levels.
The above two incidences indicate those cases when environmental baseline already exceeds
current environmental norms (where Namibian regulations are yet to be established).
5) Actions to be taken to supplement the above EIA and CEMP
In view of comprehensiveness in enumerating environmental elements sufficient to assess
potential impacts from the proposed project, it is well addressed. However potential impacts
spatial dimensions and the manner treating ambient environmental quality when it exceeds what
is perceived as norms are not well addressed. Following actions are to be taken and ambient
environmental information, available from baseline measurements be communicated to the
stakeholders.
!
2.7.6
Enhance pre-construction water quality measurement. It shall include those water

pollutant items as COD/BOD in establishing water quality baseline, embracing such
points representing the fish harbour, the mouth of the lagoon, and proposed reclamation
area.
Disclosure of ambient noise measurement results along the 5th Street, Atlantic Street
and the 18th Street.
Environmental Review by JICA Environmental Checklist
A part of the JICA Study task of environmental and social considerations is to review outcomes
from EIA JVs (CSIR and DMC) undertakings of EIA Study in view of the JICA Environmental
Checklist for the Port and Harbours Sector.
Potential impacts from Namports prototype plan, during construction and operational phase,
were examined using the above JICA Checklist. Extracted from the comprehensive list are:
nature protection (protected areas, ecosystems) domain, waste water pollution, solid waste
disposal, involuntary relocation, residents amenity of life, cultural heritage, and indigenous
minorities. Made available are collected facts of JICA consultants and outcomes from EIA
consultants impact assessment and mitigation measures (as proposed by Draft EIA, November,
2009).
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Category
1 Permits and
Explanation
Environmental
Item
(1) EIA and
Environmental
Permits
2-121
(2) Explanation to
the Public
2 Mitigation
Measures
(1) Air Quality
Main Check Items

' Have EIA reports been officially
completed?
( Have EIA reports been approved by
authorities of the host countrys government?
) Have EIA reports been unconditionally
approved? If conditions are imposed on the
approval of EIA reports, are the conditions
satisfied?
* In addition to the above approvals, have
other required environmental permits been
obtained from the appropriate regulatory
authorities of the host countrys government?
' Are contents of the project and the potential
impacts adequately explained to the public
based on appropriate procedures, including
information disclosure? Is understanding
obtained from the public?
( Are proper responses made to comments
from the public and regulatory authorities?
' Do air pollutants, such as sulfur oxides
(SOx), nitrogen oxides (NOx), and soot and
dust emitted from various sources, such as
ships, vehicles, and the ancillary facilities
comply with the countrys emission standards
and ambient air quality standards?
Confirmation of Environmental Considerations

(Based on Facts as of 31st Jan., 2010)
' Awaiting for finalization of draft EIA.
( Awaiting for submission to MET to obtain clearance.
) Once finalized EIA Report with EMP is submitted, MET's response on
conditionalities to be attached with clearance documents will be known.
* A permit for an ocean dumping site (off-Pelican Point) needs to be
renewed by the 2010 yearend, which is supposed to receive surplus
volume of spoil from capital dredging.
' Public consultations during scoping and draft EIA stages are held,
respectively on 11th June and 24th., November, 2009 with prior notice to
the local newspapers, disclosure of presentation material and opinions
raised on the NAMPORT website to solicit public comments.
#
( Public comments are received and professional responses are given by
NAMPORT during local consultations.
Chapter 2
In the absence of domestic law, Namibia adopts the South African

Standards (SANS) for ambient air quality and pollutant emissions.
NAMPORT makes it a policy to comply with MARPLOL Annex VI
Regulations, May 2005.
Potential Impacts
Air pollutants are discharged from container operation machinery and
equipment; gantry cranes, tractors, trainers, fork lift truck, and container
trucks. Ships entering/departing the terminal emit air pollutants.
Mitigation Measures
Responsible units of SHREQ, NAMPORT regularly monitor pollutant
emissions from vessels at harbour. It enforces violators to take immediate
mitigative action. Dusts from the bulk handling yard are regularly
monitored.
Table 2.7.17 Environmental Review using JBIC Checklist for the Port and Harbour Sector
1 Mitigation
Measures
Environmental
Item
(2) Water Quality
Main Check Items

' Do general effluents from the related
facilities comply with the countrys effluent
standards and ambient water quality standards?
( Do effluents from ships and ancillary

facilities (e.g., dock) comply with the countrys
effluent standards and ambient water quality
standards?
2-122
) Are adequate measures taken to prevent
spills and discharges of materials, such as oils
and hazardous materials to the surrounding
water areas?

' Effluents from the terminal and related facilities
Potential Impacts
Terminal offices and operators work facilities represent sources of
wastewater discharges..
Mitigation Measures
Effluents from port-related facilities are collected through the municipal
sewer system. Effluents water quality collected through the sewer lines
complies with municipal codes, as it is regularly monitored by the
municipality.
( Ambient water quality standards are yet to be established, though
reference is made to BCLME guidelines. NAMPORT's internal policy
mandates ship operators to comply with the MARPOL Guidelines (73/78).
Potential Impacts
Effluents from ships are minimal, since ships are encouraged to abide by
the MARPOL Guidelines (73/78) by NAMPORT. Ship repair operation is
not the intended function of the proposed terminal expansion..
Mitigation Measures
Remedial actions are taken by NAMPORT in case of illegal and/or
accidental spill of effluents and bunker oil.
) Ship operators are advised to comply with the NARPOL Guidelines
(73/78), which is NAMPORT's internal policy.
Potential Impacts Risk of oil spill and discharges of hazardous materials.
Mitigation Measures
NAMPORT's emergency environmental unit is always on the alert to cope
with oil spill and materials discharge to the port water body. The unit has
an emergency oil fence and necessary equipment to cope with accidental
discharges to the water body.
Category
Chapter 2
2 Mitigation
Measures
Environmental
Item
(2) Water Quality
Main Check Items

* Is there a possibility that oceanographic
changes, such as alteration of ocean currents,
and reduction in seawater exchange rates
(deterioration of seawater circulation) due to
modification of water areas, such as shoreline
modifications, reduction in water areas, and
creation of new water areas will cause changes
in water temperature and water quality?
+ In the case of the projects including land
reclamation, are adequate measures taken to
prevent contamination of surface water,
seawater, and groundwater by leachates from
the reclamation areas?
2-123
2 Mitigation
Measures
(3) Wastes
' Are wastes from ships and the related

facilities properly treated and disposed of in
accordance with the countrys standards?
( Is offshore dumping of dredged materials

and soils properly performed in accordance
with the countrys standards to prevent impacts
on the surrounding waters?
Chapter 2

* Impacts on oceanography and adjacent shorelines
Anticipated impacts
Negligible reduction in the water exchange rate in the Lagoon
The sediment transport only changes to minor extent
Fish harbour water body will be more stagnant and it will worsen ambient
water quality of the fish harbour.
Mitigation Measures
No particular mitigation measures are proposed to mitigate worsening
water quality at the fish harbour.
+ Anticipated impacts
Potential leakage of leachate from the off shore reclaimed area
Mitigation Measure
Projected reclamation site is to be enclosed by bunds, whose interior is to
be lined with impermeable fabricated sheets to prevent leachates seeping
from the reclaimed area.
' Ship operators are advised to comply with the NARPOL Guidelines
(73/78), on pollution by garbage from ships (Annex V), which is
NAMPORT's internal policy.
Mitigation Measure
Remedial actions are taken by NAMPORT in case of direct discharge of
solid wastes. Wastes generated by ships are collected on demands and
disposed of at the municipal landfill site. The landfill (located off
Rikumba Kandanga) is maintained by the municipality with reference to
the hazardous substance ordinance 17 of 1974, Republic of South Africa
and waste classification, SABS code 0228.
( Potential Impacts
Surplus volume of dredged material are generated from Capital dredging
of navigating channel and the turning basin, which need to be disposed of.
Mitigation Measure
Surplus dredge volume is disposed of at an approved off-shore dumping
site (located NNE of Pelican Point) in a manner defined by the COWI
report, "Update of EIA and EMP, Dredging Activities, 2006/2010",
October, 2006. However, the environmental clearance of the site needs to
be renewed by the 2010 yearend.
Category
Environmental
Item
Main Check Items

) Are adequate measures taken to prevent
discharge or dumping of hazardous materials to
the surrounding water areas?
2 Mitigation
Measures
' Do noise and vibrations comply with the

countrys standards?
(4) Odour
' Are there any odour sources? Are adequate

odour control measures taken?
(5) Sediment
' Are adequate measures taken to prevent

contamination of sediments by discharges or
dumping of materials, such as hazardous
materials from ships and the related facilities?
2-124
(3) Noise and

Vibration
Chapter 2

) Potential Impacts
Toxic metal containing sediments have potential to be dredged during
turning basin dredging operation.
Mitigation Measure
Disposal of dredge will be safely conducted at the designated off-shore
dumping site (in 30m depth NNW of Pelican Point) when stipulated
monitoring activities detects concentration of hazardous material
exceeding the recommended value of BCLME guidelines.
' Noise and vibration during operational phase
In the absence of Namibian noise and vibration standards, the South
African standards (SANS 10103) is referred.
Potential Impacts
Operation of container handling equipment generates a noise as high as
100-110 dBA. Gantry cranes, trailers and tractors also generate noise.
Mitigation Measure
A new route inside the port area is proposed to mitigate increased noise
level at adjacent residential area, with the installation of noise-absorbing
barriers along the 5th Street and the Atlantic Street..
' Potential Impact
Dredging operation may trigger release of hydrogen sulfide gas from
sub-seabed sediments.
Mitigation Measures
Dredging and support vessels shall be equipped with gas masks on the
deck, and first aid must be designed to accommodate these occurrences.
' Potential Impact (during operational phase)
Potential discharges (including accidental) of materials from ships and
related facilities will cause sediment contamination.
Ship repair operation (with the use of TBT-containing paints) is not
envisaged at the container terminal.
Mitigation Measure
Discharges from ships of hazardous and toxic material are prohibited and
are monitored by NAMPORTs ongoing environmental management and
safety activities undertaken by .SHREQ under ISO14001 certification.
Category
3. Natural
Environment
3. Natural
Environment
2-125
Main Check Items
(2) Ecosystem
' Does the project site encompass primeval

forests, tropical rain forests, ecologically
valuable habitats (e.g., coral reefs, mangroves,
or tidal flats)?
( Does the project site encompass the
protected habitats of endangered species
designated by the country's laws or
international treaties and conventions?
) If significant ecological impacts are
anticipated, are adequate protection measures
taken to reduce the impacts on the ecosystem?
* Is there a possibility that the project will
adversely affect aquatic organisms? If
significant impacts are anticipated, are
adequate protection measures taken to reduce
the impacts on aquatic organisms?
+ Is there a possibility that the project will
adversely affect vegetation and wildlife of
coastal zones? If significant impacts are
anticipated, are adequate measures taken to
reduce the impacts on vegetation and wildlife?
' Is the project site located in protected areas

designated by the countrys laws or
international treaties and conventions? Is there
a possibility that the project will affect the
protected areas?

' The proposed project site is located off-shore and it does not interfere
with the area demarcated by the Namibian government. However, the
Ramsar-registered wetland is located at immediate adjacency in the south
west of the proposed footprint. .
Potential Impact
Potential changes in tide level, current velocity, and sediment transport are
anticipated to affect the Lagoons (a part of the designated Wetland)
hydrologic regime..
Mitigation Measures
The impacts are assessed to be not significant.
'The site does not embrace part or whole of ecologically important
wetland nor habitats.
( The site does not encompass part or whole of habitats, designated to be
important, of rare and endangered species.
) Potential Impacts on birdlife
Potential disruption of migration and breeding patterns of important
avi-fauna species due to changes in hydrological regime, with the
consequence of formalization of the Lagoons shoreline between the Yacht
Club and Lovers Hill, reducing available habitat, suited for some
waterfowl species. However the impact is assessed to of low significance,
even without mitigation.
* Potential Impacts on marine ecology
Increased ship traffic may cause increased opportunity of accidental
encounter with migrating cetaceans and dolphins in the Bay. However the
impact is assessed to of low significance, even without mitigation.
+ Potential Impacts on terrestrial flora and fauna at the adjacent coastal
area.
Since the anticipated changes in coastal oceanography are negligible,
impacts on the terrestrial ecosystem will be negligible.
Chapter 2
Environmental
Item
(1) Protected Areas
Category
Main Check Items
3. Natural
Environment
(4) Topography and

Geology
4 Social
Environment
(1) Resettlement
' Is there a possibility that installation of port

and harbour facilities will cause a large-scale
alteration of topographic and geologic features
in the surrounding areas or elimination of
natural beaches?
' Is involuntary resettlement caused by
project implementation? If involuntary
resettlement is caused, are efforts made to
minimize the impacts caused by the
resettlement?
( Is adequate explanation on relocation and
compensation given to affected persons prior to
resettlement?
) Is the resettlement plan, including proper
compensation, restoration of livelihoods and
living standards developed based on
socioeconomic studies on resettlement?
* Does the resettlement plan pay particular
attention to vulnerable groups or persons,
including women, children, the elderly, people
below the poverty line, ethnic minorities, and
indigenous peoples?
+ Are agreements with the affected persons
3. Natural
Environment
' Is there a possibility that installation of port

and harbour facilities will cause oceanographic
changes? Is there a possibility that installation
of the facilities will adversely affect
oceanographic conditions, such as induced
currents, waves, and tidal currents?

*# Impacts on oceanography and adjacent shorelines
Anticipated impacts
Negligible influence on water levels in the Bay and the Lagoon. The
large-scale eddy is shifted further to the north
Negligible reduction in the water exchange rate in the Lagoon
Changes in erosion and/or accretion of nearby beaches are simulated to be
negligible.
Mitigation Measures
No particular mitigation measures anticipated. as all the impacts are of no
significant level.
Anticipated impacts
Large-scale alteration of topographic and geologic features is not
expected.
2-126
The proposed project does not envisage any involuntary resettlement,

since the proposed site is off-shore and there is no private right for the use
proposed water body of the Bay.
Chapter 2
Environmental
Item
(3) Hydrology
Category
4 Social
Environment
Environmental
Item
(2) Living and

Livelihood
Main Check Items

obtained prior to resettlement?
, Is the organizational framework established
to properly implement resettlement? Are the
capacity and budget secured to implement the
plan?
- Is a plan developed to monitor the impacts
of resettlement?
' Is there a possibility that the project will
adversely affect the living conditions of
inhabitants? Are adequate measures considered
to reduce the impacts, if necessary?
2-127
( Is there a possibility that changes in water

uses (including fisheries and recreational uses)
in the surrounding areas due to project will
adversely affect the livelihoods of inhabitants?
) Is there a possibility that port and harbour
facilities will adversely affect the existing
water traffic and road traffic in the surrounding
areas?
'Anticipated Impacts
Increased noise level at residential area due to increased freight traffic.
Ambient noise level at some sections of the residential area along the 18th
Street already exceeds the SANS standards. Increased container tuck
traffic worsen the existing situation.
Mitigation measures
NAMPORT shall request the Municipality to rezone the said section to
commercial/business District. Noise/vibration caused by gaps in railway
crossing shall be rectified with collaborative work with the Municipality.
( The Bay environment suitable for aquaculture will be adversely
affected, which then affect residents livelihood, who depend on
oyster-culture. Impact on Bay cruise tourism will be minimal, as
behaviours of seals and dolphins in the Bay are already tuned to
navigating cruise boats. Therefore the impact is negligible.
) Impact of traffic on the receiving environment
Impact of traffic volume increase on existing municipal read network is
assessed to be low upto the year 2025 of container terminal operation.
Additional heavy traffic is expected to increase by about 9% along 3rd
Road/5th Street, about 8% along 13th Road. The significance of the
negative impact on the structural capacity of the road infrastructure is
assessed to be low. (Source: DEIA, Nov.,2009, NAMPORT)
*Walvis Bay had a HIV/AIDS prevalence rate estimated at 21.4%.
Walvis Bay has the third highest prevalence rate in Namibia. Contributing
factors are the high levels of in-migration, seasonal employment
opportunities. NAMPORTs SHREQ has a ongoing program to combat
against HIV/AIDS proliferation.
Chapter 2
* Is there a possibility that diseases, including

communicable diseases, such as HIV will be
introduced due to immigration of workers
associated with the project? Are considerations
given to public health, if necessary?

Category
4 Social
Environment
Environmental
Item
(3) Heritage
2-128
4 Social
Environment
(4) Landscape
4 Social
Environment
(5) Ethnic
Minorities and
Indigenous Peoples
Main Check Items

damage the local archaeological, historical,
cultural, and religious heritage sites? Are
adequate measures considered to protect these
sites in accordance with the countrys laws?
adversely affect the local landscape? Are
necessary measures taken?
' Does the project comply with the countrys

laws for rights of ethnic minorities and
indigenous peoples?
( Are considerations given to reduce the
impacts on culture and lifestyle of ethnic
minorities and indigenous peoples?

There is no possibility that the project will damage the local
archaeological, historical, cultural, and religious heritage sites, as the
proposed site is located offshore.
' Visual intrusion impacts.

The container stacks will also be a visible to highly visible intrusion on
the landscape, and on the view at the location of the proposed waterfront
development towards Pelican Point, in particular. Safety and security
lighting will similarly impact on the nightscape. The new ship-to-shore
cranes will be prominent new landmarks, albeit within the context of an
existing port landscape with its tall permanent structures and temporary
ones such as visiting oil rigs.
Mitigation measures
Planting shrubs and palms to form a fence between the Namport and
public areas.
' and (
As the proposed site is offshore and proposed reclamation site is part of
the port area, it has nothing to do with indigenous peoples rights.
Category
Chapter 2
5 Others
Environmental
Item
(1) Impacts during
Construction
Main Check Items

' Are adequate measures considered to reduce
impacts during construction (e.g., noise,
vibrations, turbid water, dust, exhaust gases,
and wastes)?
2-129
( If construction activities adversely affect the

natural environment (ecosystem), are adequate
measures considered to reduce impacts?
) If construction activities adversely affect the
social environment, are adequate measures
considered to reduce impacts?
Chapter 2
* If necessary, is health and safety education

(e.g., traffic safety, public health) provided for
project personnel, including workers?

Impacts
Major anticipated impacts are, i) siltation of the Lagoon, ii) spread of
pollutants from dredging, and iii) the construction noise.
Mitigation Measures
i) As dictated by the EMP, construction contractors shall abide by
criteria of 20 mg/l, and 80 mg/l respectively for warning and
suspension of dredging.
ii) Construction contractors are advised to adhere to standard mode of
dredge operation by monitoring turbidity and regular analysis of
sediment samples.
iii) An alternative route, which would pass through fewer residential
areas with fewer intersections, would eliminate the nuisance of noise
from the heavy trucks, as well as start-stop of heavy trucks at traffic
lights and stop streets.
Impacts
Potential impact of suspended sediments on fisheries and cetaceans
Mitigation Measures
Baleen whales and Heavisides dolphins occasioned in the Bay will not be
adversely affected by controlled dredging operation.
Impacts
This project will stimulate an existing trend of in-migration. This puts
increased pressure on existing services, such as water, waste and sewage.
Since most work seekers and other migrants tend to settle in Kuisebmond,
the result of an increased demand for shelter is to an increase in the
number of backyard dwellers.
Mitigation Measures
The adoption of a Locals first policy, which gives preference to people
that have been residing in
Walvis Bay for more than a year, could act as a deterrent for accelerated
in-migration of work seekers.
NAMPORTs SHREQ department regularly organize and provides health
and safety education for employees and project personnel.
Category
5 Others
Environmental
Item
(2) Monitoring
Main Check Items
2-130
' Does the proponent develop and implement

monitoring program for the environmental
items that are considered to have potential
impacts?
( Are the items, methods and frequencies
included in the monitoring program judged to
be appropriate?
) Does the proponent establish an adequate
monitoring framework (organization,
personnel, equipment, and adequate budget to
sustain the monitoring framework)?
* Are any regulatory requirements pertaining
to the monitoring report system identified, such
as the format and frequency of reports from the
proponent to the regulatory authorities?

' NAMPORTs SHREQ is developing corporate-wide environmental
care programme, which is an action agenda under ISO 14001, and is a
corporate environmental management plan.
Monitoring turbidity and other water quality over the project-affected
water body is to be made construction contractors obligation under
proposed Environmental Management Plan (EMP).
( Concrete items to be covered by the EMP are yet to be known.
) NAMPORT, the proponent, will establish an adequate monitoring
framework, guided by the proposed EMP (Draft EMP, NAMPORT, 2009)
* There are no regulatory requirements on reporting on environmental
monitoring by any Ministries such as MET and Ministry of Works,
Transport and Communication, and Ministry of Fisheries and Marine.
Resources.
Category
Chapter 2
2.7.7
Chapter 2
Recommendation
In view of the significance of harbour water quality, priority should be given to maintaining
harbour water quality at the internationally acknowledged level as recommended by, for
example, BCLME Guidelines. However, in the absence of any enforcement power on the part of
the competent authority, some of the port users are not motivated to keep Namibian industrial
effluents standards in conducting their business, which represent a single source of
anthropogenic pollutants discharged from land-based activities to the Walvis Bay waters.
There seems to be a fundamental weakness in maintaining the Ambient Water Quality of the
Harbour. There are several reasons for this including that it is a consequence of existing
institutions and vested functions. A consolidated driving power binding together distributed
responsibilities with respect to maintaining harbour water quality among the authorities is
required. To achieve this, current Namport environmental management institutions are reviewed
below and recommendations are presented.
(1)
Namport Environmental Care as an Enterprise Body
Namport has established an Environmental Management Function, since it acquired ISO 14001
certification at the end of 2002. The organizational setup is as follows:
M a n a g in g
D ire c to r
O p e ra tio n a l
M a n a g e rs
a p p o in te d a s S H E
M anager
SHREQ
A p p o in te d
C h a ir m a n
S H E C o m m itt e e
S e c re ta ry
EM S
C o o rd in a to r
S H E O f f ic e r
X Y !& Z
P o llu tio n
C o m b a tin g
O f fic e r ( x 1 )
O c c u p a t io n a l
H e a lt h a n d
C o u n s e llin g
P r a c t it io n e r
R is k
M anager
P r o te c tio n
S e r v ic e s
C o o r d in a to r
(x 2 )
A p p o in te d
SHE
S u p e r v is o r s
A p p o in te d
SHE
R e p r e s e n ta t iv e s
P r o te c tio n
S e r v ic e s
O f f ic e r
(x 5 )
P r o te c tio n
S e r v ic e s
A s s is ta n t
(x 1 1 )
Source: The Namport Manual, Documentation of the Integrated Safety, Health, Environmental and Quality
Management System, 2009
Figure 2.7.11 Namport SHREQ (Safety, Health, Risk, Environment and Quality)
Organization
2-131
Chapter 2
As seen in the above organigram, SHREQs function is to implement an integrated Safety,

Health, Environmental and Quality Management System. Moreover, SHREQ Policy states,
among others, Namport commitment to environmental management and pollution prevention. In
every phase of the companys planning and operating processes, Namport endeavours to:
!
!
!
Continuously improve environmental protection within our areas of jurisdiction;

Clearly communicate pertinent environmental information and expectations to
employees, to all parties involved, and to the interested public; and
Based on information about our environmental impacts and aspects, objectives and
targets will be set and reviewed on a regular basis.
Under the above stated policy, Namport has produced the Enterprise Model in implementing
the Integrated Management System (IMS). The scope of Namports IMS activities is to comply
with the requirements of the current versions of ISO 9001 (Quality Management), ISO14001
(Environmental Management), and OHSAS 18001 (Occupational Health and Safety
Management).
In harmony with the JBIC Guidelines, it is recommended that Namport undertake
environmental monitoring activities in line with the following template.
Table 2.7.18 JBIC Monitoring Form (Indicative Template)
A. Environmental Approval and the Public Consultation
A.1 Acquisition of Project Environmental Clearance: Granted (DD/MM/YY), Valid Until
(DD/MM/YY)
A.2 Holding Public Consultations: Venues and Dates (DD/MM/YY)
B. Environmental Pollution Abatement
B.1 Air Quality (Sampling Point, Date, Time, Temperature, Wind Direction and Strength)
Including:
" Sampling a Volume of Air, Sampling Points, Sampling Frequency
" Namibian National Standards (International Standards, if applicable)
" Targeted Air Pollutants: SPM, CO, NOX, SO2
B.2 Ambient Water Quality (Sampling Point, Date, Time, Temperature, Wind Direction and
Strength, Salinity, PH)
Including:
" Sampling Water, Sampling Points, Sampling Frequency and Depth
" Namibian National Standards (International Standards, if applicable)
" Targeted Water Quality: COD, SS (Suspended Solids), Total-Sulphur, Nitrogen
B.3 Noise Level (Measured Point, Date, Time, Temperature, Wind Direction and Strength)
Including:
" Measured points, Measurement interval (Day/Night), Traffic counts,
" Land-use type (residential, commercial, mix), Street, and Address
C. Natural Environment
C.1 Ecosystems with rich biodiversity: visual observation on flora, fauna at the Lagoon, outer
lagoon, and the harbour
D. Social Impact
D.1 Residents quality of life
2-132
2.8
Local Availability for Construction of the Port of Walvis Bay
2.8.1
Local Contractors
Chapter 2
The container terminal development project is to consolidate the status of Port of Walvis Bay as
a container transhipment hub port and a gateway to the landlocked countries requiring a
large-scale infrastructural construction. Having a small population of about 2 million, Namibia
has a limited construction market and there are no construction contractors capable of
contracting as big a project as the container terminal construction. Namibian contractors are
only capable of small scale construction works like that of buildings, pavements and utility
works. It will be difficult for the local contractors to carry out this project but they can be
engaged as sub-contractors to the prime contractor who would have won the contract.
Furthermore, as Namports intends to procure the civil works as a design build contract or EPC
contract; local contractors are unable to offer their bids not only technically but also financially.
The prime contractor for this construction work should have adequate technical and financial
capabilities. It is also expected for this project that major equipment and special working vessels
will be employed overseas.
In view of the above, the role of local contractors is considered very limited in construction and
can be disregarded in designing the civil work structures.
2.8.2
Locally Available Construction Materials
Civil and building materials are mostly imported from neighbouring countries such as South
Africa. The materials which are procurable in Namibia are rubble and armour stones for
revetment, aggregate, sand and interlocking blocks. Details of these procurable materials are
mentioned below.
(1)
Rubble, Armour Stones and Aggregate
The 80 hectares area of quarry to supply rocks and aggregates with production capacity of 200
tonnes/hour is located 18 km away from the project site. Various sizes of rocks and aggregates
for revetment, concrete and other works including sub-base for road and paving works are
available. Sand for concrete can be gained from the River Swakop, located about 30 km away
from the project site.
Quarry site located 18 km away

from project site
Mouth of River Swakop 30 km away

from project site
According to the latest information the local demand of sand and stone over the years increased
dramatically. Namibian investors decided to look at a new crusher plant to supply for the future
demand. In May 2010 the new crusher plant will be in operation. The new crusher plant should
be large enough to supply the required quantities in the time frame for the project.
2-133
(2)
Chapter 2
Cement and Reinforcing Bars
Cement and reinforcing bars are not produced locally and are basically imported from
neighbouring countries such as South Africa. These materials are based on SABS (South
African Bureau Standard) and should be available through local suppliers and/or agents.
However, according to the latest information there will be a cement plant to be located on the
Sandberg farm between the towns of Otavi and Tsumeb, about 400 km north of Windhoek.
German technology will be transferred to the cement plant and the production capacity of the
plant will be 600,000 tons annually.
(3)
Ready Mixed Concrete
There is a ready mixed concrete batching plant in the vicinity of Walvis Bay but having a
capacity of only 24 m#per hour, which is unlikely to be sufficient for all works of the project.
For this reason, a batching plant shall have to be considered as part of the scope of works.
(4)
Paving Materials
Paving for the existing container terminal yard and roads is constructed from asphalt, concrete
or interlocking concrete blocks. The application of concrete interlocking blocks, however, are
common in port facilities because of their flexibility and strength in sustaining heavy loads, ease
of maintenance and availability. According to the information from the supplier, they can
produce 60mm and 80mm thickness blocks and the bearing capacity of 80mm one is 50 MPA.
Their plant has the capacity to produce some 40,000 pieces of blocks per day (8 hours), for a
placing area of 800 m2.
Displaying interlocking paving blocks
(5)
Asphalt paving works in Walvis Bay
Materials for Mechanical & Electrical and Building Works
Almost all materials for M&E and building works are being imported. For future maintenance
purposes, it is highly desirable that these materials should be locally available.
2.8.3
(1)
Locally Available Construction Equipment

Plant and Equipment for Civil and Building Works
In general, construction equipment such as excavators, bulldozers, cranes and trucks for
ordinary construction of civil and building works are locally available.
(2)
Plant and Equipment for Marine Works
Specialized equipment and plants for use in marine construction work such as TSHD (Trailer
Suction Hopper Dredger) and CSD (Cutter Suction Dredger), as well as floating equipment for
piling works, are not locally available. Similar to the batching plant, these equipment should be
mobilized as part of the scope of works of the contractor.
2-134
(3)
Chapter 2
Plant and Equipment for Road Construction
Equipment for road and paving works such as graders and compactors are locally available, but
asphalt paving and finishing equipment shall be mobilized. Asphalt is currently being applied
manually which is not appropriate for thick asphalt paving. For this reason, the use of
interlocking paving blocks is appropriate.
2-135
2-136
Chapter 2
Chapter 3
Demand Forecast of Container Cargoes at Port of Walvis

Bay
3.1
Socio-Economic Model for Demand Forecast
The demand forecast for container cargo is categorized into forecasts Without-the-Project and
forecasts With-the-Project. The captured demand is estimated, in the case of
With-the-Project, when the new container terminal is constructed in the year 2015, and is
added to the demand in the case of Without-the-Project for the same year. It is assumed that
the captured demand increase according to the growth scenarios based on a socio-economic
model. Hereafter, the methodology of the Without-the-Project case is explained.
3.1.1
Target Year
The target year for demand forecast is set at 2025 and the years for forecasting are set as 2010,
2015, 2020 and 2025.
3.1.2
Selection of Countries for Development of Socio-Economic Model
The demand of container cargo is related to the socio-economic conditions not only of Namibia
but also the surrounding countries, including land-locked countries and other countries that
serve as international trade partners from the global viewpoint. In this study, the main countries
selected were countries of origin and destination in the cargo statistics for Namport for the
calendar year of 2008 and the category of transport typei.e. deep sea cargo landed (DSL),
deep sea cargo shipped (DCS), Southern African Development Community cargo landed
(SADCL), Southern African Development Community cargo shipped (SADCS), cross-border
cargo landed (CRBL), cross-border cargo shipped (CRBS) and transhipment cargo (TRSH).
The time series container cargo statistics are classified into imports, exports and
transhipment. Imports consist of DSL, SADCL and CRBS. The exports consist of DCS,
SADCS and CRBS. Transit cargo is included in imports as CRBL and in exports as CRBS. The
countries selected to be set up for the socio-economic model are categorized into (i) imports, (ii)
exports and (iii) transhipment as shown in Table 3.1.1.
The countries relating to CRBS and ARBL are the countries of which container cargoes pass
through their own countries. More concretely, these countries are the land locked countries such
as Botswana, Zambia and Zimbabwe and the neighbouring countries such as Angola and South
Africa. The category of transport type are shown in Figure 3.1.1
The countries under imports are the countries of origin, which export to Namibia as well as
neighbouring and other SADC countries, and the countries under exports are the countries of
destination, which import from Namibia, her neighbouring countries and other SADC countries.
The table below shows Imports landed cargo Export shipped cargo represent. (By way of
taking statistics Namport)
3-1
Table 3.1.1 Principle Countries for Socio-Economic Model

No.
Imports
Exports
Angola
Angola
1
Belgium
2 Brazil
Botswana
3 Botswana
China
4 China
Congo(Brazaville)
5 Congo(DRC)
Congo(DRC)
6 Germany
Italy
7 India
Kenya
8 Indonesia
Mozambique
9 Iran
Namibia
10 Japan
Netherlands
11 Kenya
Nigeria
12 Namibia
Portugal
13 Netherlands
South Africa
14 Portugal
Spain
15 Singapore
Tanzania
16 South Africa
17 United Arab Emkirates United Kingdom
USA
18 United Kingdom
Zambia
19 USA
Zimbabwe
20 Zambia
21 Zimbabwe
Transhippment
Angola
Brazil
China
France
Indonesia
Japan
Malaysia
Nigeria
South Africa
Spain
Switzerland
Thailand
African
Continent
Namibia
Neighboring
& Land
Locked
Countries
SADC
Countries
Europe, Russsia,
North & South
America, Other
Countries
Legend:
DSL&DSS
SADCL&SADCS
CRBL&CRBS(Transit)
Transhipment
Port of Walvis Bay

Note: 1 Direction of arrows to inland indicates the landed containers
2. Direction of arrows to oceans indicates the shipped containars.
Figure 3.1.1 Form
3-2
Asia, Pacific Ocean

& Other Countries
Chapter 3
3.1.3
(1)
Chapter 3
Population
General
The predictive model of population is set up by taking into account the historical trend in each
country mentioned above from 1996 to 2008, as well as estimates by the International Monetary
Fund (IMF) from 2009 to 2014 in World Economic Outlook Database 2008 and 2009, which
has taken into account the impact of the worldwide financial crisis in 2008. The Policy Model
for Long-Term National Development, released by the National Planning Commission in
NAMIBIA VISION 30, and the National and Regional Figures, Jan. 2006 in POPULATION
PROJECTION, 20012031, released by the Central Bureau of Statistics of Namibia are also
reviewed for Namibia.
(2)
Namibia and Neighbouring Countries
Tables 3.1.2 and 3.1.3 show the historical (19952008) and projected (20092014) figures as
well as annual growth rates of the population of Namibia and neighbouring countries including
the land-locked countries. From 1995 to 2008, the highest growth rate is recorded by Angola
with an average annual growth rate (AAGR) of 2.98% followed by Congo (DRC) with 2.61%,
Zambia with 2.43% and Namibia with 1.67%. The lowest growth rate is shown by Zimbabwe
with 0.14%. On the other hand, the AAGR during the latest four years from 2004 to 2008 shows
quite a different growth rate from that between 1995 and 2008. The highest AAGR is recorded
by DRC with 3.01% followed by Angola with 2.93%, Zambia with 2.40%, South Africa with
1.14% and Namibia with 0.60%. Results of the projection for 2008 to 2014, conducted by IMF,
reflects mainly similar AAGRs as during the latest years from 2004 to 2008, with the exception
of Botswana with 1.17%, as compared to 0.97 from 2004 to 2008.
Table 3.1.2 Historical and Projected Population
of Namibia and Neighbouring Countries
(Unit : Million Persons)
Year
Namibia
Angola
Botswana
Congo(DRC)
1995
1.65
11.48
1.47
44.98
1996
1.70
11.90
1.50
46.12
1997
1.76
12.24
1.53
47.10
1998
1.81
12.60
1.57
48.00
1999
1.85
12.96
1.62
48.96
2000
1.89
13.34
1.64
50.05
2001
1.93
13.73
1.66
51.31
2002
1.96
14.13
1.68
52.71
2003
1.99
14.55
1.70
54.23
2004
2.01
14.97
1.72
55.85
2005
1.96
15.41
1.73
57.55
2006
1.99
15.86
1.75
59.28
2007
2.03
16.33
1.76
61.05
2008
2.05
16.81
1.78
62.89
2009
2.06
17.31
1.80
64.77
2010
2.08
17.83
1.82
66.72
2011
2.10
18.37
1.85
68.72
2012
2.11
18.92
1.87
70.78
2013
2.13
19.49
1.89
72.90
2014
2.15
20.07
1.91
75.09
Source 1.:World Economic Outlook Database, October 2008 (1995-2008),!IMF
2.: World Economic Outlook Database, October 2009 (2009-2014), IMF
3-3
South
Africa
41.01
41.82
42.58
43.29
43.94
44.52
45.03
45.54
46.01
46.46
46.89
47.39
47.85
48.69
49.22
49.76
50.31
50.87
51.42
51.99
Zambia
9.11
9.45
9.78
10.10
10.20
10.30
10.55
10.80
11.06
11.32
11.60
11.87
12.16
12.45
12.75
13.06
13.37
13.69
14.02
14.35
Zimbabwe
11.53
11.91
11.79
11.76
11.73
11.70
11.67
11.64
11.76
11.73
11.73
11.73
11.73
11.73
na.
na.
na.
na.
na.
na.
Total
119.58
122.69
125.02
127.32
129.41
131.55
133.94
136.49
139.31
142.06
144.91
147.88
150.88
154.34
145.86
149.19
152.61
156.12
159.72
163.41
Chapter 3
Table 3.1.3 Annual Growth Rate of Population of Namibia

and Neighbouring Countries
(Unit:%)
Year
3.09
3.05
2.91
2.60
2.21
1.90
1.55
1.33
1.16
-2.59
1.79
1.81
0.84
0.83
0.82
0.82
0.86
0.80
0.84
3.61
2.90
2.90
2.90
2.93
2.93
2.93
2.93
2.93
2.93
2.93
2.93
2.93
3.00
3.00
3.00
3.00
3.00
3.00
1.84
2.47
2.54
3.24
1.11
1.16
1.14
1.13
1.12
0.82
0.81
0.92
1.19
1.18
1.16
1.15
1.14
1.18
1.17
2.54
2.11
1.92
1.99
2.23
2.51
2.72
2.89
2.99
3.04
3.00
3.00
3.00
3.00
3.00
3.00
3.00
3.00
3.00
South
Africa
1.98
1.83
1.67
1.50
1.32
1.14
1.13
1.03
0.98
0.92
1.07
0.97
1.75
1.10
1.10
1.10
1.10
1.10
1.10
1.67
0.60
0.83
2.98
2.93
2.99
1.50
0.97
1.17
2.61
3.01
3.00
1.33
1.14
1.19
Namibia
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
Average Annual
Growth Rate
(%)
1995/2008
2004/2008
2008/2014
Angola
Botswana
Congo (DRC)
Zambia
Zimbabwe
Total
3.73
3.50
3.26
0.99
0.98
2.40
2.40
2.39
2.40
2.40
2.40
2.40
2.40
2.40
2.40
2.40
2.40
2.40
2.40
3.31
-1.00
-0.25
-0.27
-0.26
-0.26
-0.27
1.10
-0.26
0.00
0.00
0.00
0.00
na.
na.
na.
na.
na.
na.
2.60
1.90
1.84
1.64
1.65
1.82
1.90
2.06
1.98
2.00
2.05
2.03
2.29
-5.50
2.28
2.29
2.30
2.31
2.31
2.43
2.40
2.40
0.14
-0.05
0.00
1.98
2.07
1.18
(3)
Other Main Countries
The population of the other main countries is also studied on the basis of the same data as for
Namibia and its neighbouring countries with regards to their historical and projected trends.
(4)
Growth Scenario
Three growth scenarios for population models are set up as low, medium and high. The medium
growth scenario for Namibia is set up by taking into account the historical trend, the short term
projection by IMF (20092014) mentioned above, NAMIBIA VISION 30 (20012030), as
well as POPULATION PROJECTION, 20012031, under National and Regional Figures, Jan.
2006, released by the Central Bureau of Statistics of Namibia. The population projection by the
latter two reports prepared by the Government of Namibia (GON) is based on the year 2001. A
comparison is carried out between actual population data and projected population for the
period between 2001 and 2008. It became clear that the actual growth rate is lower than that
projected by the GON. The population projection in this study for the period 2008 to 2015 is
based on IMFs study of the period 2008 to 2014, and for 2015 onwards, on a growth rate
adjusted from the projections of the GON. The medium growth scenario of neighbouring
countries and other main countries for the period 2008 to 2015 are based on the projection for
2008 to 2014 conducted by IMF, and for 2015 onwards, on gradually decreasing growth rates.
The low and high growth scenarios are set up by taking into account the annual growth rate of
each country from 1995 to 2008 and by subtracting from or adding to the growth rate of the
medium growth scenario by 0.15%0.20%. The three growth scenarios for Namibia and her
neighbouring countries, and for other main countries, are shown in Tables 3.1.4 and 3.1.5
respectively.
3-4
Chapter 3
Table 3.1.4 Growth Scenarios of Population for Namibia

and Neighbouring Countries
(Average Annual Growth Rate:%)
IMF Projection
2008/2010
2010/2015
2015/2020
2020/2025
Country
2008/2010 2010/2014
Low
Medium
High
Low
Medium
High
Low
Medum
High
Low
Medium
High
Angola
3.0
3.0
2.8
3.0
3.2
2.0
3.0
2.4
2.7
2.9
3.1
2.6
2.8
3.0
Botswana
1.2
1.2
1.0
1.2
1.4
1.0
1.2
1.4
1.0
1.2
1.4
0.9
1.1
1.3
Congo, Democratic Republic of
3.0
3.0
2.8
3.0
3.2
2.8
3.0
3.2
2.8
3.0
3.2
2.8
3.0
3.2
Namibia
0.8
0.8
1.1
1.3
1.5
1.2
1.4
1.6
1.3
1.5
1.7
1.4
1.6
1.8
South Africa
1.1
1.1
0.9
1.1
1.3
0.9
1.1
1.3
0.8
1.0
1.2
0.7
0.9
1.1
Zambia
2.4
2.4
2.2
2.4
2.6
2.2
2.4
2.6
2.2
2.4
2.6
2.2
2.4
2.6
na.
na.
0.01
0.02
0.03
0.01
0.02
0.03
0.01
0.02
0.03
0.01
0.02
0.03
Zimbabwe
Source : World Economic Outlook Database, October 2009 by IMF

Note : 1. The figures of Zimbabwe is not available after the year of 2008, then they are assumed by the JICA Study Team.
!!!!2. The figures of Namibia are modified by the JICA Study Tema on the basis of "POPULATION PFROJECTION, 2001-2031", National and Regional Figures, Jan. 2006,
Central Bureau of Statistics of Namibia and "NAMIBIA VISION 30", Policy Framework for Long-Term National Dvelopment.
Table 3.1.5 Growth Scenarios of Population for Main Countries

No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
2008/2010
2010/2015
2015/2020
2020/2025
2008/2010
2010/2014
Low Medium High
Low Medium High
Low
Medum
High
Low Medium
Belgium
-1.8
2.1
-2.3
-1.3
0.7
0.1
2.1
4.1
-0.3
1.7
3.2
-0.6
1.4
Brazil
4.4
4.1
2.9
4.4
6.4
2.1
4.1
6.1
1.3
3.3
4.8
0.6
2.6
China
9.5
9.9
8.0
9.5
11.5
7.9
9.9
11.9
6.0
8.0
9.5
4.4
6.4
4.1
7.7
2.6
4.1
6.1
5.7
7.7
9.7
4.2
6.2
7.7
3.0
5.0
France
-1.3
2.0
-1.9
-0.9
1.1
0.0
2.0
4.0
-0.4
1.6
3.1
-0.7
1.3
Germany
-3.3
1.9
-3.3
-2.3
-0.3
-0.1
1.9
3.9
-0.5
1.5
3.0
-0.8
1.2
India
7.4
7.9
5.9
7.4
9.4
5.9
7.9
9.9
4.3
6.3
7.8
3.1
5.1
Indonesia
5.8
6.5
4.3
5.8
7.8
4.5
6.5
8.5
3.2
5.2
6.7
2.1
4.1
Iran, Islamic Republic of
3.1
2.3
1.6
3.1
5.1
0.3
2.3
4.3
0.2
1.8
3.3
0.1
1.5
Italy
-2.4
1.4
-2.7
-1.7
0.3
0.3
1.4
3.4
-0.9
1.1
2.6
-1.1
0.9
Japan
-2.9
2.7
-3.0
-2.0
0.0
0.7
2.7
4.7
0.1
2.1
3.6
-0.3
1.7
Kenya
3.5
6.0
2.0
3.5
5.5
4.0
6.0
8.0
2.8
4.8
6.3
1.9
3.9
Malaysia
-1.1
5.4
-1.8
-0.8
1.2
3.4
5.4
7.4
2.3
4.3
5.8
1.4
3.4
Mozambique
4.1
5.7
2.1
4.1
6.1
3.7
5.7
7.7
2.6
4.6
6.1
1.7
3.7
Netherlands
-2.7
2.2
-2.9
-1.9
0.1
0.2
2.2
4.2
-0.2
1.8
3.3
-0.6
1.4
Nigeria
2.7
5.8
0.7
2.7
4.7
3.8
5.8
7.8
2.7
4.7
6.2
1.7
3.7
Portugal
-2.3
1.4
-2.6
-1.6
0.4
0.2
1.4
3.4
-0.9
1.1
2.6
-1.1
0.9
Saudi Arabia
5.1
4.9
3.6
5.1
7.1
2.9
4.9
6.9
1.9
3.9
5.4
1.1
3.1
Singapore
-5.2
5.1
-4.6
-3.6
-1.6
3.1
5.1
7.1
2.1
4.1
5.6
1.3
3.3
Spain
-1.9
1.4
-2.3
-1.3
0.7
0.3
1.4
3.4
-0.8
1.2
2.7
-1.1
0.9
Switzerland
-1.7
1.3
-2.2
-1.2
0.8
0.1
1.3
3.3
-1.0
1.0
2.5
-1.2
0.8
Tanzania
5.3
7.4
3.8
5.3
7.3
5.4
7.4
9.4
3.9
5.9
7.4
2.7
4.7
Thailand
4.6
5.7
3.1
4.6
6.6
3.7
5.7
7.7
2.6
4.6
6.1
1.6
3.6
United Arab Emirates
6.5
5.6
5.0
6.5
8.5
3.6
5.6
7.6
2.5
4.5
6.0
1.6
3.6
United Kingdom
-2.3
2.7
-2.8
-1.8
0.2
0.7
2.7
4.7
0.1
2.1
3.6
-0.3
1.7
United States
-1.4
3.2
-2.1
-1.1
0.9
1.2
3.2
5.2
0.6
2.6
4.1
0.1
2.1
Source :World Economic Outlook Database, October 2009 by IMF
!!!!2. The figures of Namibia were modified by the JICA Study Tema on the basis of "NAMIBIA VISION 30", Policy Framework for Long-Term prepared by National Planning Commission
and Third National Dvelopment Plan (NDP3) by National Planning Comission.
3.1.4
(1)
Country
IMF Projection
High
2.9
4.1
7.9
6.5
2.8
2.7
6.6
5.6
3.0
2.4
3.2
5.4
4.9
5.2
2.9
5.2
2.4
4.6
4.8
2.4
2.3
6.2
5.1
5.1
3.2
3.6
Gross Domestic Products (GDP)

General
The predictive model for GDP is set up by taking account the historical performance of each
country mentioned above from 1996 to 2008 from the Global Key Indicators prepared by
United Nations Statistics Division, and the World Economic Outlook Database 2008 and 2009,
which includes estimates by the International Monetary Fund (IMF) for the period from 2009 to
2014. The model takes into account the impact of the worldwide financial crisis in 2008.
NAMIBIA VISION 30, Third National Development Plan (NDP3) 2007/082011/12
Office of the President, National Planning Commission, and The Targets of Macroeconomic
Convergence Programme prepared by SADC are also reviewed for Namibia and her
neighbouring countries.
3-5
(2)
Chapter 3
Namibia and Neighbouring Countries
Tables 3.1.6 and 3.1.7 show the historical performance (19952008) and projection
(20092014) of annual growth rates of the gross domestic product (GDP) of Namibia and her
neighbouring countries including land-locked countries. From 1995 to 2008, the highest growth
rate is recorded by Angola with an AAGR of 9.5% followed by Botswana with 6.5%, Zambia
with 4.4%, and Namibia with 3.7%. A negative growth rate is recorded by Zimbabwe with
!2.5%. On the other hand, AAGRs during the last four years from 2004 to 2008 show relatively
higher growth rates than those from 1995 to 2008. The highest growth rate is shown by Angola
with 16.7% followed by Zambia with 5.4%, Botswana and DRC with 5.1%, South Africa with
4.8% and Namibia with the lowest positive AAGR at 4.4%, while Zimbabwe had a negative
growth rate of !4.0%.
The worldwide financial crisis should not be disregarded in terms of the future socio-economic
model forecasting traffic demand. In Africa and the Middle East, it is reported that economic
growth is predicted to be slow, but less so than in other regions. In Africa, the growth is
expected to slow down, particularly in commodity exporting countries, and several countries are
already experiencing reduced demand for their exports, lower remittances, and foreign direct
investment, while aid flows are also under threat. The IMF has revised its growth projection
downwards and has forecast an economic growth rate between 5.1% and 3.5% for 2009 and
between 5.7% and 5.0% for 2010.1 Table 3.1.6 shows the updated projections of the growth
rates of the GDP of Namibia and her neighbouring countries done by IMF. These updated GDP
growth rates are taken into account in the socio-economic model.
The most drastic decrease in growth rate is recorded by Angola with 16.7% during the period
from 2004 to 2008 and 7.3% afterwards, followed by Namibia with 4.4% and 2.3% respectively,
and South Africa with 4.8% and 3.2% respectively.
IMF website
3-6
Chapter 3
Table 3.1.6 Historical and Projected Performance of GDP

for Namibia and Neighbouring Countries
Year
Namibia
(Unit : Million US$ At Market Price, Constant Price of 2000, World Bank Estimates)
Congo
South
Zambia
Zimbabwe
Total
Angola
Botswana
(DRC)
Africa
1995
2,872
6,699
4,139
5,257
115,812
1996
2,964
7,449
4,369
5,203
120,799
1997
3,089
8,037
4,813
4,911
123,997
1998
3,191
8,584
5,323
4,831
124,638
1999
3,298
8,862
5,707
4,625
127,577
2000
3,414
9,129
6,177
4,306
132,878
2001
3,495
9,416
6,500
4,215
136,512
2002
3,729
10,780
6,866
4,362
141,549
2003
3,858
11,137
7,290
4,614
145,761
2004
4,088
12,383
7,740
4,921
152,996
2005
4,258
14,935
8,046
5,239
160,793
2006
4,455
17,110
8,385
5,505
168,809
2007
4,617
20,725
8,865
5,418
177,452
2008
4,795
24,036
9,338
5,910
184,248
2009
4,760
23,175
8,364
6,070
183,662
2010
4,846
25,333
9,564
6,406
187,155
2011
4,962
28,061
10,092
6,916
194,469
2012
5,099
29,650
10,776
7,379
202,880
2013
5,255
31,589
11,720
8,030
211,998
2014
5,417
33,511
12,134
8,631
221,325
Source :1.Global Key Indicators prepared by United Nations Statistics Division (1995-2008)
2.: World Economic Outlook Database, October 2009 (2009-2014), IMF
2,872
2,964
3,089
3,191
3,298
3,414
3,495
3,729
3,858
4,088
4,258
4,455
4,735
5,010
5,212
5,450
5,723
6,063
6,426
6,808
7,148
7,889
8,100
8,334
8,034
7,399
7,199
6,883
6,167
5,933
5,618
5,348
5,024
5,024
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
141,927
148,673
152,948
154,901
158,104
163,303
167,338
174,169
178,827
188,060
198,889
209,613
222,220
233,567
226,484
233,907
245,261
256,749
269,762
282,407
Table 3.1.7 Annual Growth Rate of GDP of Namibia and Neighbouring Countries
Year
Namibia
Angola
Botswana
Congo
1996
3.2
11.2
5.6
-1.0
1997
4.2
7.9
10.2
-5.6
1998
3.3
6.8
10.6
-1.6
1999
3.4
3.2
7.2
-4.3
2000
3.5
3.0
8.2
-6.9
2001
2.4
3.1
5.2
-2.1
2002
6.7
14.5
5.6
3.5
2003
3.5
3.3
6.2
5.8
2004
6.0
11.2
6.2
6.6
2005
4.2
20.6
4.0
6.5
2006
4.6
14.6
4.2
5.1
2007
3.6
21.1
5.7
-1.6
2008
3.9
16.0
5.3
9.1
2009
-0.7
-3.6
-10.4
2.7
2010
1.8
9.3
14.3
5.5
2011
2.4
10.8
5.5
8.0
2012
2.8
5.7
6.8
6.7
2013
3.0
6.5
8.8
8.8
2014
3.1
6.1
3.5
7.5
Average Annual
Growth Rate
(%)
1995/2008
3.7
9.5
6.5
1.2
2004/2008
4.4
16.7
5.1
5.1
2008/2014
2.3
7.3
4.8
6.9
Source :Global Key Indicators prepared by United Nations Statistics Division
3-7
South
Zambia
(Unit :%)
Zimbabwe
Total
4.3
2.6
0.5
2.4
4.2
2.7
3.7
3.0
5.0
5.1
5.0
5.1
3.8
-0.3
1.9
3.9
4.3
4.5
4.4
3.2
4.2
3.3
3.4
3.5
2.4
6.7
3.5
6.0
4.2
4.6
6.3
5.8
4.0
4.5
5.0
5.9
6.0
5.9
10.4
2.7
2.9
-3.6
-7.9
-2.7
-4.4
-10.4
-3.8
-5.3
-4.8
-6.1
0.0
na.
na.
na.
na.
na.
na.
4.8
2.9
1.3
2.1
3.3
2.5
4.1
2.7
5.2
5.8
5.4
6.0
5.1
-3.0
3.3
4.9
4.7
5.1
4.7
3.6
4.8
3.2
4.4
5.4
5.3
-2.5
-4.0
0.0
3.9
5.5
3.5
(3)
National Development Plan of Namibia
1)
Vision 30
Chapter 3
In Vision 30, the macro-economic indicators are projected. Real GDP is expected to increase at
the average annual growth rate of 4.5% from 2011 to 2015. After 2015, the growth rates are
projected to increase from 6.3% to 9.4% until 2026, and the growth rate during the period from
2001 to 2030 is projected to be 5.8%. These growth rates are considerably high in comparison to
the historical and projected performance from 2008 to 2014 as recorded by IMF, in which the
average growth rate was 2.3%.
2)
Third National Development Plan (NDP3)
In NDP3, the growth scenarios for Baseline and Higher by the industrial sector are set and
compared with the actual growth rates of NDP2 during the period from 2007/2008 to 2011/2012.
The growth rate of primary industries is set at a lower level than that of the actual growth rates
of NDP2 but those of secondary and tertiary industries are set at higher rates than those of
NDP2. The growth rates of Baseline and Higher scenarios are set at 5.0% and 6.5% respectively.
These growth scenarios are also higher than the average growth rate projected by IMF of 2.3%.
Table 3.1.8 NDP3 Sub-Sector Growth Targets
Baseline and Higher GDP Growth Scenario
Sub-Sector/Industry
NDP2 Growth
(%)
(2001/2002 2005/2006)
Baseline Growth
Scenario
Actual
Agriculture
2.2
Fishing & Fish Processing on Board
NDP3 Growth Targets (%)

(2007/2008 - 2011/2012)
-0.5
Higher Growth
Scenario
3.7
4.7
2.5
3.6
Mining and Quarrying

9.3
0.8
Primary Industries
4.5
2.0
Manufacturing
2.9
4.9
Electricity and Water
0.9
3.4
Construction
16.6
11.8
Secondary Industries
4.8
6.7
Wholesale and Reatail Trade and Repairs
6.5
8.0
Hotels and Restaurants
3.6
8.2
Transport and Communication
11.6
11.4
Financial Intermediation
8.5
8.1
Real Estate and Business Services
5.1
3.8
Other Community, Social and Personal Services Activitie
1.5
3.0
Producers of Government Services
2.6
2.5
Other Producers
2.1
2.1
Te rtiary Industrie s
5.4
6.2
Taxes less subsidies on products
2.6
2.6
GDP at Market (1995) Prices
4.7
5.0
Source: Republic of Namibia, Third National Development Plan (NDP3), 2007/2008 - 2011/12, ,WINDHOEK
(4)
3.0
3.6
5.3
15.6
14.6
9.0
10.0
10.7
14.3
10.8
5.5
3.0
2.5
2.1
7.7
2.6
6.5
2008
Growth Scenarios
Three growth scenarios for population as models are set up for low, medium and high. The
medium growth scenario for Namibia is set up by taking account of the historical performance,
the short term projection by IMF (20092014) mentioned above, NAMIBIA VISION 30
(20012030), and POPULATION PROJECTION, 20012031, under National and Regional
Figures, Jan. 2006. The latter two prepared by the Government of Namibia (GON) is based on
3-8
Chapter 3
the year 2001 and was released by the Central Bureau of Statistics of Namibia. The comparisons
are carried out between actual population data and the projected population during the period
from 2001 to 2008. It became clear that the actual growth rate is lower than the projection by
the GON. The population projection in this study during the period from 2008 to 2015 is then
based on that of IMFs for the period from 2008 to 2014 and for 2015 onwards, the adjusted
growth rate is set by taking account of the projections of the GON. The medium growth
scenario of neighbouring countries and other main countries during the period from 2008 to
2015 are also based on the projection during the period from 2008 to 2014 conducted by IMF.
For 2015 onwards, a gradually decreasing growth rate was set.
The low and high growth scenarios are set up by taking account of the annual growth rates by
country during from 1995 to 2008. The three growth scenarios for Namibia and her
neighbouring countries, and those for other main countries are shown in Tables 3.1.9 and 3.1.10
respectively.
Table 3.1.9 Growth Scenario of GDP for Namibia and Neighbouring Countries
IMF Projection
Country
2008/2010
2008/2010 2010/2014
Low
Medium
2010/2015
High
Low
Medium
2015/2020
High
Low
Medum
2020/2025
High
Low
Medium
High
Angola
2.7
7.2
1.2
2.7
4.7
5.2
7.2
9.2
3.8
5.8
7.3
2.6
4.6
6.1
Botswana
1.2
6.1
0.2
1.2
3.2
4.1
6.1
8.1
2.9
4.9
6.4
1.9
3.9
5.4
4.1
7.7
2.6
4.1
6.1
5.7
7.7
9.7
4.2
6.2
7.7
3.0
5.0
6.5
Namibia
0.5
2.8
1.0
2.0
4.0
2.3
4.3
6.3
3.8
5.8
7.3
4.8
6.8
8.3
South Africa
0.8
4.3
-1.2
0.8
2.8
2.3
4.3
6.3
1.4
3.4
4.9
0.7
2.7
4.2
Zambia
4.3
5.7
2.3
4.3
6.3
3.7
5.7
7.7
2.6
4.6
6.1
1.7
3.7
5.2
na.
na.
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.5
0.0
0.0
1.5
Zimbabwe
Source : World Economic Outlook Database, October 2009 by IMF

!!!!2. The figures of Namibia are modified by the JICA Study Tema on the basis of "POPULATION PFROJECTION, 2001-2031", National and Regional Figures, Jan. 2006,
Central Bureau of Statistics of Namibia and "NAMIBIA VISION 30", Policy Framework for Long-Term National Dvelopment.
Table 3.1.10 Growth Scenario of GDP for Main Countries

(Annual Average Growth Rate : %)
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
Country
IMF Projection
2008/2010
2010/2015
2015/2020
2020/2025
2008/2010
2010/2014
Low Medium High
Low Medium High
Low
Medum
High
Low Medium
Belgium
-1.8
2.1
-2.3
-1.3
0.7
0.1
2.1
4.1
-0.3
1.7
3.2
-0.6
1.4
Brazil
4.4
4.1
2.9
4.4
6.4
2.1
4.1
6.1
1.3
3.3
4.8
0.6
2.6
China
9.5
9.9
8.0
9.5
11.5
7.9
9.9
11.9
6.0
8.0
9.5
4.4
6.4
4.1
7.7
2.6
4.1
6.1
5.7
7.7
9.7
4.2
6.2
7.7
3.0
5.0
France
-1.3
2.0
-1.9
-0.9
1.1
0.0
2.0
4.0
-0.4
1.6
3.1
-0.7
1.3
Germany
-3.3
1.9
-3.3
-2.3
-0.3
-0.1
1.9
3.9
-0.5
1.5
3.0
-0.8
1.2
India
7.4
7.9
5.9
7.4
9.4
5.9
7.9
9.9
4.3
6.3
7.8
3.1
5.1
Indonesia
5.8
6.5
4.3
5.8
7.8
4.5
6.5
8.5
3.2
5.2
6.7
2.1
4.1
Iran, Islamic Republic of
3.1
2.3
1.6
3.1
5.1
0.3
2.3
4.3
0.2
1.8
3.3
0.1
1.5
Italy
-2.4
1.4
-2.7
-1.7
0.3
0.3
1.4
3.4
-0.9
1.1
2.6
-1.1
0.9
Japan
-2.9
2.7
-3.0
-2.0
0.0
0.7
2.7
4.7
0.1
2.1
3.6
-0.3
1.7
Kenya
3.5
6.0
2.0
3.5
5.5
4.0
6.0
8.0
2.8
4.8
6.3
1.9
3.9
Malaysia
-1.1
5.4
-1.8
-0.8
1.2
3.4
5.4
7.4
2.3
4.3
5.8
1.4
3.4
Mozambique
4.1
5.7
2.1
4.1
6.1
3.7
5.7
7.7
2.6
4.6
6.1
1.7
3.7
Netherlands
-2.7
2.2
-2.9
-1.9
0.1
0.2
2.2
4.2
-0.2
1.8
3.3
-0.6
1.4
Nigeria
2.7
5.8
0.7
2.7
4.7
3.8
5.8
7.8
2.7
4.7
6.2
1.7
3.7
Portugal
-2.3
1.4
-2.6
-1.6
0.4
0.2
1.4
3.4
-0.9
1.1
2.6
-1.1
0.9
Saudi Arabia
5.1
4.9
3.6
5.1
7.1
2.9
4.9
6.9
1.9
3.9
5.4
1.1
3.1
Singapore
-5.2
5.1
-4.6
-3.6
-1.6
3.1
5.1
7.1
2.1
4.1
5.6
1.3
3.3
Spain
-1.9
1.4
-2.3
-1.3
0.7
0.3
1.4
3.4
-0.8
1.2
2.7
-1.1
0.9
Switzerland
-1.7
1.3
-2.2
-1.2
0.8
0.1
1.3
3.3
-1.0
1.0
2.5
-1.2
0.8
Tanzania
5.3
7.4
3.8
5.3
7.3
5.4
7.4
9.4
3.9
5.9
7.4
2.7
4.7
Thailand
4.6
5.7
3.1
4.6
6.6
3.7
5.7
7.7
2.6
4.6
6.1
1.6
3.6
United Arab Emirates
6.5
5.6
5.0
6.5
8.5
3.6
5.6
7.6
2.5
4.5
6.0
1.6
3.6
United Kingdom
-2.3
2.7
-2.8
-1.8
0.2
0.7
2.7
4.7
0.1
2.1
3.6
-0.3
1.7
United States
-1.4
3.2
-2.1
-1.1
0.9
1.2
3.2
5.2
0.6
2.6
4.1
0.1
2.1
Source :World Economic Outlook Database, October 2009 by IMF
!!!!2. The figures of Namibia were modified by the JICA Study Tema on the basis of "NAMIBIA VISION 30", Policy Framework for Long-Term prepared by National Planning Commission
and Third National Dvelopment Plan (NDP3) by National Planning Comission.
3-9
High
2.9
4.1
7.9
6.5
2.8
2.7
6.6
5.6
3.0
2.4
3.2
5.4
4.9
5.2
2.9
5.2
2.4
4.6
4.8
2.4
2.3
6.2
5.1
5.1
3.2
3.6
Chapter 3
3.2
Future Transport Network Centred around Port of Walvis Bay
3.2.1
Future Maritime Transport Network
In view of the current maritime network discussed in Chapter 2 and the future demand of
container cargos discussed above in the present Chapter, the new container terminal to be built
at Walvis Bay will have the following impacts on the maritime transport network:
(1)
EuropeAfrica Route
As the Europe West Africa Route and Europe Southern Africa Route will be independently
serviced, the new container terminal will not tranship the cargos from Europe to the west coast
of Africa. However, it will be very likely that Walvis Bay becomes the gateway to the
landlocked inland countries including the southern regions of Angola and DRC in transporting
cargos from Europe and will capture some cargo from Luanda and Lobito on the west coast of
Africa or even from Dar es Salaam or Mombasa on the east coast.
(2)
South AmericaAfrica Route
The more the economy of the countries of Southern and West Africa grows, the greater can be
expected the trade between South America, especially those on the east coast of South America.
Walvis Bay is at present the major transhipment port of cargo from South America to the
countries of the west coast of Africa. However, the ships calling at the ports of South Africa
currently do not call Walvis Bay. When the new container terminal is completed and a 5000
TEU container ship can use the terminal, several ships on this maritime route may call both at
Walvis Bay and the ports in South Africa. Particularly, Walvis Bay will capture that container
cargo currently transhipped at Cape Town.
(3)
AsiaAfrica Route
Among the five sub-routes of the AsiaAfrica Route, there are two routes in which the new
container terminal at Walvis Bay will play a role in maritime container transport. One is
AsiaWest Africa via South Africa/Walvis Bay Route and the other is AsiaWest Direct Route.
In case of the AsiaWest Africa via South Africa/Walvis Bay Route, once Walvis Bay gains
relative ascendancy over Cape Town due to better services that the new container terminal can
provide and preference tariff that Namport can afford, it will capture from Cape Town a
considerable amount of both the transhipment and transit container cargos transported between
Asia to West Africa.
On the AsiaWest Africa Direct Route, Walvis Bay will capture a huge amount of the container
cargos which at present are directly transported to the ports on the west coast of Africa and
those of West Africa. Once the new container terminal is completed and operational, a
considerable amount of container cargos from Asia to Angola, Gabon, Cameron and Congo will
be transhipped from container mother ships to feeders at Walvis Bay.
(4)
Middle East/South AsiaAfrica Route
On the maritime route, there will not be remarkable changes due to the new container terminal
built at Walvis Bay since the route is not relevant to the west coast of Africa. However, a small
amount of container cargos currently transported form the ports of the east coast of Africa to the
land-locked inland countries like Burundi and Rwanda might be transhipped through Walvis
Bay.
3-10
Chapter 3
The future maritime transport network supplemented with the corridors of the southern Africa as
deduced from the above probable changes is drawn in Figure 3.2.1 below.
Future Maritime Transport Network
The Port of Walvis Bay and Surrounding Ports
Represents To/fm Europe

To/fm Mediterranean
Abidjan
Tema
Lome
Cotonou
Lagos Apapa
Dakar
Douala
Mombasa
Point-Noir
Dar es Salaam
Luanda
Lobito
Tamatave
To/fm South America
Walvis Bay
Represents To/Fm Asia
Durban
East London
Cape Town
To/fm South America
Port Elizabeth
Maputo
Luderitz
Line=Trunk Service, Dot= Feeder Network, Corridor Connections
Figure 3.2.1 Future Prime Routings and the Respective Corridor Routes
3.2.2
(1)
Development of Inland Transport Network

Hinterland of the Port of Walvis Bay
The majority of the container cargo handled at the Port of Walvis Bay is mostly transit and
transhipment and the minority are the imports and exports of Namibia. The hinterland of the
Port of Walvis Bay is a vast area which is not limited to Namibia for trade but also includes the
surrounding countries for transit such as Angola, Zambia, Zimbabwe, Botswana and South
Africa. Particularly, landlocked countries such as Zambia, Zimbabwe and Botswana are
strategically essential hinterland to capture the demand of container cargoes for the Port of
Walvis Bay. Besides, these landlocked countries overlap the hinterland not only of the Port of
Walvis Bay but also of competitive ports such as Cape Town, Durban (South Africa), Beira and
Maputo (Mozambique), and Dar es Salaam (Tanzania). These competitive ports are sharing the
container cargo market of these landlocked countries with the Port of Walvis Bay.
(2)
Walvis Bay Corridors
Figure 3.2.1 shows the Development Corridors of the Southern Africa. The roles of the four
corridors making up the Walvis Bay Corridors as a whole will be more important for inland
transport of container cargoes to and from the Port of Walvis Bay in the future.
3-11
1)
Chapter 3
The Trans-Kalahari Highway along Walvis BayWindhoekGaboroneJohannesburg/Pretoria

will be more important as a potential artery between this industrial heartland and European
/American markets. When the transport sector developments materialize, considerable traffic
demand will be generated. There is a railway from Walvis Bay to Gobabis and a paved road
from Gobabis to the border of Botswana. If the railway is extended and connected to Spoornet
through Mafeking and Gauteng Province in South Africa, the automobile industry in Rosslyn in
Gauteng and some mining industries including coal products in Botswana are expected to
develop further and cargo demand will be created. It is expected that shipping from the Port of
Walvis Bay through this future rail link will enable coal exporters to reach European markets a
week earlier than exports from South Africa's Richards Bay Coal Terminal.2
2)
Trans-Caprivi Corridor (TCC)
The Trans-Caprivi Highway links the Port of Walvis Bay to the inland areas of Zambia
(Livingstone, Lusaka, Ndola and Kitwe) and the South Eastern Democratic Republic of Congo
(Lubumbashi area) via the bridge across the Zambezi at Katima Mulilo, and supported by a
railway line between Walvis Bay and Grootfontein, where facilities for modal shift between
railway and trucks are available. The TCC covers the markets of Zambia, DRC and Zimbabwe.
After completion of the bridge between Zambia and Namibia over the Zambezi River in 2004
and establishment of the first branch office in Lusaka by WBCG in 2005, marketing activities
for Zambia and DRC (Lubumbashi) by WBCG has accelerated. After economic improvement of
Zambia, the imports and exports via the Port of Walvis Bay has increased with an aggressive
marketing campaign by the WBCG to divert market share of the North South Corridor to
Durban and the Dar es Salaam Corridor. At this time, most cargo is carried by truck, but if rail
track conditions were improved, it is likely that railway share will increase.
3)
The Trans-Cunene Corridor connects the Port of Walvis Bay to southern Angola up to Lubango.
After rehabilitation of the highway of the corridor, the share of traffic volume has increased and
accelerated to strengthen the role of Oshikango, the cross-border town, as the wholesale and
retail centre for trade with Angola.
The railway line of the Trans-Cunene Corridor diverges from the line of the Trans-Caprivi
Corridor at Otavi and runs up to Ondangwa. After the completion of construction between
Ondangwa and Oshikango around 2011, operating the block-train, which is the shuttle service
between the port and the cross-border town, will remarkably increase the transit container
cargos to Angola.
4)
The Trans-Oranje Corridor Highway is an asphalt road linking the Port of Lderitz and the Port
of Walvis Bay to Johannesburg in South Africa and connects Lderitz with the Northern Cape
Province of South Africa. Upon completion of the railway restoration between Aus and Lderitz
in 2010, transport by railway between Namibia and South Africa will increase, but a drastic
increase is not foreseen. As the Trans-Kalahari Corridor will remain the main corridor supported
by road, the Trans-Oranje Corridor will continue to play a complementary role of the transit
cargoes between the Port of Walvis Bay and South Africa.
For a map of these areas please see Figure 2.4.1
3-12
(3)
Chapter 3
Other Corridors in Southern Africa
Other corridors have been playing their respective roles for regional integration, as
manifestations of initiatives targeted at regional development within the framework of the
Spatial Development Initiatives (SDIs). The following other corridors of Southern Africa have
already been formulated to contribute to the regional development of Southern Africa and are
expected to accelerate the inland transport for the effective transit cargo movement including
the container cargoes to and from the Port of Walvis Bay in the future. These other corridors of
the Southern Africa are considered to be essential infrastructure for the development of the Port
of Walvis Bay.
1)
Beira and Zambezi Development Corridors
The Beira and Zambezi development corridor initiatives aim to develop an economic region
linking Malawi, Mozambique, Zambia and Zimbabwe, anchored to the port of Beira. Key
objectives are to re-establish and upgrade the inland infrastructural linkages. Infrastructure
development projects include: the upgrading of Beira port, electricity supply, gas and liquid fuel
pipelines, the proposed Harare-Beira toll road, the Harare-Beira railway line upgrade, and
upgrade of airports. Projects already being implemented include the Sena railway line
commissioned in 2004. Development of the Shire and Zambezi rivers into navigable waterways
is a strategic project aimed at increasing transport options for access to the sea for landlocked
Malawi. The implementation of a number of natural resources-based projects include reopening
of Moatize coking coalmine and development of a thermal power station, agricultural
development in Dondo and Chimoio, as well as tourism in the Eastern Highlands of Zimbabwe
and the Zambezi Valley.
2)
Shrei Zambezi Waterway Corridor
This corridor is a waterway of 238 km connecting the Port of Nsanje on the south of Malawi,
which has been closed by the civil war, and the Port of Chinede of Mozambique. If this
waterway could be reopened, Malawi and the Indian Ocean would be connected to each other
and would benefit other countries. The rehabilitation both for the waterway and for the roads is
necessary and is now under construction on some parts.
3)
Limpopo Development Corridor
This Special Development Initiative (SDI) by Mozambique, South Africa and Zimbabwe (and
ultimately Botswana and Zambia) is spatially focused on the Limpopo river basin. The primary
development and investment focus areas are in the agriculture, mining and mineral processing,
tourism, and related infrastructure sectors. The mining and mineral processing projects are
focused on mineral sand deposits at the Limpopo river mouth. The initiative also aims to
establish an eco-tourism development zone of some 260,000 sq km. This will include the key
anchor projects of the Great Limpopo Trans-Frontier Park. It is reported that the improvement
of the road network is essential to maximize the economic effects through the development of
this corridor.
4)
Lubombo Spatial Development Initiative
The Lubombo SDI covers eastern Swaziland, the southern part of Maputo province in
Mozambique and the north-eastern areas of Kwa Zulu Natal in South Africa. The construction
of new roads and upgrading of other infrastructure are planned to open up the area to agriculture
and tourism uses. The Lubombo region has six major interrelated ecosystems. The area has
great diversity of plant and birdlife, game reserves and an extensive unspoiled coastline.
Tourism projects planned in the area are the Machangulo Peninsula and Maputo Elephant
Reserve, and Trans-Frontier Conservation Areas.
3-13
5)
Chapter 3
Mtwara Development Corridor
The Mtwara Development Corridor falls within the territories of Malawi, Mozambique, the
United Republic of Tanzania and Zambia. The corridor runs from the port of Mtwara in the east
to Mbamba Bay in the west on Lake Malawi. Transport projects include expansion and
upgrading of the Indian Ocean port of Mtwara, and the ports of Mbamba Bay and Manda
located on Lake Malawi/Nyasa/Niassa. Other projects include upgrading of Mtwara Airport,
and road and railway infrastructure. The Unity Bridge, proposed to cross the Rovuma River,
will contribute significantly to improved road network connectivity within the region. Other
important projects are the Mchuchuma Thermal Power Station, the Mtwara-Mbamba Bay
petroleum pipeline and Songo Songo gas.
6)
Maputo Development Corridor
The Maputo Development Corridor was the first of the SDIs to be implemented in 1995. It links
Gauteng province of South Africa to the port of Maputo in Mozambique. Developments along
the corridor have focused on rehabilitation and upgrading of the traditional trade and transport
links as a basis for broad economic development. The road, railway and port infrastructure and
operations have been concessioned in Mozambique. The pavement of the roads is in relatively
good condition. The plan for facilitation of regulation and construction for OSBP is ongoing by
DfID. Private sector participation plays an important role in the corridor, particularly investment
in the construction of a toll road linking Witbank in South Africa to Maputo (the N4 toll road)
and the improvement of rail and port operations in Mozambique. Other major private sector
investments include the Mozambique Aluminium Smelter (MOZAL), the Maputo Iron and Steel
Plant, Beluluane Industrial Park and various natural gas industry projects. It is estimated that the
corridor developments have created over 15,000 jobs. The Maputo Corridor Logistics Initiative
(MCLI) was launched in 2004 as a public-private sector partnership institution to create greater
awareness and utilisation of the corridor. The MCLI has emerged as one of the most vibrant and
inclusive private-sector-driven corridor institutions in southern Africa.
The Maputo Development Corridor and The Trans-Kalahari Corridor connect the Port of
Walvis Bay and the Port of Maputo via Johannesburg and the shortest route between the east
coast and the west coast of Southern Africa. Then the improvement of transport infrastructure of
these two corridors would have considerable impacts on the transit cargoes between the two
ports.
7)
Tazara Development Corridor
The Tazara Corridor (also called the Dar es Salaam Corridor) is a strategic artery linking
southern Africa with east and central Africa. The conditions of roads and railway are good. The
new bridge has been constructed at Nakonde border and the plan of OSBP is ongoing. Customs
procedures are obligatory and take a longer time than at other borders. There is increasing traffic
on this route from two directions: from South Africa, Zimbabwe and Zambia in the south, and
from the Nacala Corridor in Malawi and Mozambique in the west. The traffic is largely sugar,
cement, fuel and machinery. The Tazara Corridor, which provides the shortest distance by rail
from the Copperbelt to a port (Dar es Salaam), is owned by Tanzania and Zambia. The corridor
traverses some of the most fertile land in southern Tanzania and northern Zambia, and has
potential for agriculture, tourism, mining, forestry and fishing.
8)
Nacala Development Corridor
The Nacala Development Corridor aims to develop an economic corridor linking landlocked
Malawi to the port of Nacala in Mozambique. About 70 percent of Malawi's population lives in
the corridor. There is need to expand and rehabilitate the transport infrastructure to unlock the
investment potential in the corridor. The road section between the Port and Nampula is two
3-14
Chapter 3
lanes and paved and the section between Nampla and the border of the western Malawi is
necessary to be rehabilitated. The construction of facilities of one-stop border post (OSBP) is
planned on the border of Chipata!Mchinji by the African Development Bank (AfDB). Railway
systems in Malawi and Mozambique have already been concessioned and rehabilitation work
has started on sections that are in poor condition.
9)
Swaziland/South Africa Tourism and Biodiversity Corridor (STBC)
The south-eastern part of Mpumalanga province in South Africa and western Swaziland are
endowed with rich plant and animal species, ancient geology and archaeology. The Barberton
Greenstone Belt rocks in the area evolved between 3.5 and 3.2 billion years ago, making them
the second oldest in the world. The STBC aims to combine these areas into a contiguous band
for the protection of ecosystems, species and geology. The strategic objective is the promotion
of sustainable and collaborative socio-economic development. Specific objectives aim to utilise
tourism and conservation potential while benefiting rural communities.
10)
Okavango Upper Zambezi International Tourism (Ouzit) SDI
The Ouzit was initially conceived and presented as a wildlife sanctuary to be located within the
context of the Okavango and Zambezi wetland systems. The project centred on a core
development area comprising 260,000 sq km incorporating game parks in Angola, Botswana,
Namibia and Zimbabwe. Infrastructure development projects within the SDI comprise of the
networking of the inland park regions, the fast tracking of improvements to the air traffic and
transport infrastructure in participating countries, and establishment and management of a
logistics platform linked to the improved regional air transport system. The Ouzit SDI connects
to the Namibe Development Corridor in southern Angola.
11)
Malange Development Corridor
This corridor connects Luanda and the northern and north eastern parts of Angola that contain
rich mining resources and extends to the DRC. The multimodal corridor development for the
roads, railways and ports is ongoing.
12)
Lobito Development Corridor
The Lobito Development Corridor provides a strategic outlet to the sea through Angola for
much of the DRC and Zambia and is the shortest route linking the major mining regions to their
export markets. The corridor serves several regions of Angolaabout 40 percent of the
population. The main transport infrastructure is the port, the Benguela Railway line and the
roads to the DRC and Zambia. Critical initiatives are the ongoing rehabilitation and upgrading
of the Benguela Railway and the port of Lobito. The other key element is the rehabilitation of
the existing road network that extends for about 1,800 km.
13)
Namibe Development Corridor
This corridor connects Oshikango on the border of Namibia, Lubango and the Port of Namibe
and has contributed to exports of iron ore from the iron mining of Angola. The roads between
Lubango and Namibe are under construction with EU development assistance.
14)
NorthSouth Corridor (Durban Corridor)
This is a transport corridor linking South Africa to the countries to its north and is the busiest
regional transit link in eastern and southern Africa. The North-South Corridor (also known as
the Durban Corridor) is also the most extensive corridor in the region, linking the largest
number of countries in eastern and southern Africa. It connects eight countries and interlinks to
other corridors including the Trans-Kalahari, Beira, Lobito, Dar es Salaam and Nacala corridors.
3-15
Chapter 3
This corridor is critical because South Africa is the largest African trading partner for most of
the countries in the region and the port of Durban handles a significant portion of transit traffic
for the landlocked states. It is this corridor from which a large portion of captured demand will
derive. The roads are in good condition. The infrastructure programs were agreed in order to
reduce the costs of cross border trade based on the economic development corridor under the
leadership of COMESA, SADC and EAC.
(4)
Railway Network in Southern Africa
Figure 3.2.2 shows the railway network of Southern Africa. The railway network in Southern
Africa spans across eleven countries namely: Angola, Botswana, DRC, Malawi, Mozambique,
Namibia, South Africa, Swaziland, Tanzania, Zambia, and Zimbabwe. The network has some
36,000 route-km, operates 150,000 freight wagons using 4,000 locomotives and conveys over
200 million tons of traffic per annum. The network, with an estimated capacity of 350 million
tons per annum, constitutes the biggest proportion of the 51,000 route-km in the whole of the
African continent
The characteristics of this railway network are as follows:
!
!
Most railways have been developed to connect the ports. The network was originally
planned to transport seaborne cargoes to/from inland areas.
The railway network has not yet been completed and has not realized seamless and
smooth transport by railway. It is essential to connect with the road network.
Particularly, the central part of Southern Africa including Botswana, a part of Namibia,
Zambia and Angola has not yet been connected. The lack of a railway has become one
of the obstacles to connect the ports of the east and west coast. If the railway were
connected among Angola, Namibia, Zambia, Botswana, the exports and imports from
these landlocked countries are expected to increase rapidly and to contribute to the
economic development of SADC countries through greater efficacy in terms of cost and
time in intermodal transportation. Many benefits stemming from the completion of
railway network would be enjoyed by the Port of Walvis Bay since the railway of
Namibia is not connected with land locked countries.
3-16
Malange Corridor
MtWara Corridor
TAH / Tripoli-Windhoek Corridor

TAH / Cairo-Gaborone Corridor
Okavango Upper Zambeji

International Tourism SDI
Beira & Zambezi Corridor
Central Corridor
Lobito Corridor
Shrei Zambezi Corridor

DRC
Namibe Corridor
Dar Es Salaam
Tanzania
Limpopo Corridor
Luanda
4
11
Lobito
To Europe & North

America
Angola
3-17
Walvis Bay
Swaziland/South Africa Tourism

and Biodiversity /South Africa
Tourism Corridor
7
8
Zimbabwe
Nakala
Legend
10
Luanda
12 Maputo
Luderitz
South Africa
Capetown
Shipping Lines
& Ports
Main Corridors
(Main Roads)
Durban
To Asia
Lubombo SDI"
List of Main Countries

(No. in Map#
Mozambique
Beira
Botswana
To South America
9
Malawi
Namibia
North-South Corridor
Maputo Corridor
Zambia
Mtwara
12
Corridors with
Unclear
Routes
Main Borders
(in Right Table)

Existing Railways
No. Name of Borders

Name of Country
1 Katimamulilo
Namibia/Zambia
2 Buitepos
Nimibia/Botswana
3 Oshikango
Namibia/Angola
4 Nakonde/Tunduma
Tanzania/Zambia
5 Lubumbashi/Kasumbalesa DRC/Zambia
6 Chipata/Mchinji
Zambia/Malawi
7 Chrundo
Zimbabwe/Zambia
8 Kazungura
Botswana/Zambia/Zimbabwe
9 Mandimba
Mozambique/Malawi
10 Beitbridge
South Africa/Zimbabwe
11 Unity Bridge
Tanzania/Mozambique
12 Ressano Garsia
Mozambique/South Africa
Name of Corridor
Caprivi
Kalahari
Cunene
Tazara
Lonito/North South
Nacala
North South
North South
Nakala
North South
MtWara
Maputo
Nacala Corridor
Tazara Corridor
Capital
Not in Scale

Chapter 3
Figure 3.2.2 Southern African Development Corridors
Chapter 3
In order to achieve cost-efficiency and provide the customer with a competitive service, the
railways in the region have to resolve to consolidate their operations and streamline the
provision of rail transport services. In 1993 a Regional Action Plan (RAP) was agreed upon.
The implementation of RAP was later spearheaded by the Southern African Railway
Association (SARA) after its formation in 1996. The RAP entailed a redesign of rail services in
line with customer requirements and provision of service at a reasonable and competitive cost.
The objectives are the following:
!
!
!
Improve predictability and safety of rail transport services;

Offer a seamless one-stop service throughout the region irrespective of national borders;
and
Promote the sharing of resources, among other interventions, to reduce costs while
maximizing revenues.
These objectives made it imperative to harmonize standards for Technical, Operating,

Commercial, Marketing, Costing, and Staff training practices. Harmonized standards and
practices were also seen as contributing to the promotion of trade within the region as well as on
the international global market by reducing the contribution of transport to the cost of
production by facilitating:
!
!
!
!
!
!
!
Common and reciprocal replacement of spare parts on rolling stock;

Fluid exchange of equipment including pooling of resources thereby increasing
utilization that will in turn reduce the levels of asset holding;
Uniform maintenance cycles for equipment thereby allowing for maximum utilization;
Joint staff training hence economies of scale;
Through-running of locomotives, wagons, and crew across borders for maximum
productivity;
Single or joint train inspection at border stations thereby reducing delays; and
Comparable cost regimes that would permit uniform rating.
While general harmonization of practices was recognized as a key to improved services, the
variances in the nature of traffic flows in the different sections of the region, usually from
source to destination, entailed that some railways had to work more closely with one another
than with others. It was thus decided that the railways be categorized into corridor groups.
The corridors were to consist of railways that formed a route conveying consistently similar
flows of road traffic. Eleven corridors were identified in Table 3.2.1 and the eight regional
economic corridors that were later designated by the SADC governments to spearhead
development by attracting investment coincided with the railway corridors and will ensure that
the railways play a vital role in the trade and economic activities of the region.
3-18
Chapter 3
Source: SARA Corridor Background, South African Railway Association (SARA)
Figure 3.2.3 Railway Network of Southern Africa
Table 3.2.1 Relationship among Rail Corridor, Sea Port and Development Corridor
Rail Corridor
1. Dar es salaam-L/Victoria
2. Dar es Salaam-TAZARA
Sea Port
Dar es Salaam
3. Nacala
Nacala
4. Beira
5. Plumtree
6. Beitbridge
7. Limpopo
8. Ressano Garcia
9. Goba
10. Richards Bay
Beira
Maputo
Richards Bay
Durban
East London
11. Namibian
Walvis Bay
Development Corridor
North Corridor/Great Lakes region
TAZARA Development Corridor
Lobito Development Corridor
Nacala Development Corridor
Mtwara Development Corridor
Beira Development Corridor

Walvis Bay Spatial Dev. Initiative
Coast to Coast Spatial Dev. Initiative
Source :!THE SOUTHERN AFRICAN RAILWAYS EXPERIENCE:AN OPERATIONS AND POLICY

OVERVIEW by M axwell M lenga , South African Railway Association (SARA), Harare, Zimbabwe,
presented at the Asia Pacifica Rail 2003 Conference and Exibition, 18 21 M arch 2003
3-19
(5)
Relationship of Container Cargo Demand with the Corridors
1)
Modal Split of Container Cargoes
Chapter 3
For Namibia, it is expected that the railway network will extend to Angola through the
Trans-Cunene Corridor, to Zambia through the Trans-Caprivi Corridor, and to Botswana
through the Trans-Kalahari Corridor. Under this situation, the share of railway could increase to
accelerate transit to/from the land locked countries and the neighbouring countries. For other
southern African countries, the rehabilitation and construction of railways are partly planned
and ongoing but the smaller capacity of rail and the lack of reliability of railway services in the
present condition will not considerably improve in the near future. In this case, the share of
inland transport by railway would increase very slowly and the share of road would continue to
occupy the majority of inland transport. However, it is strongly desired that the railway network
take a greater role for inland transport as the most environmentally friendly mode of transport
and most economical transport mode of commodities, if well maintained and operated for a long
distance. The SADC countries must strive to cooperate to overcome the obstacles in close
cooperation with the SARA organization.
2)
Relative Superiority of Road Transportation of the Walvis Bay Corridors
There are development plans for the new railways for three Walvis Bay corridors and the Sena
railway line for Beira Corridor. On the contrary, the rehabilitation of the road has positively
progressed and further rehabilitation is envisaged in the Nacala Corridor, for example. That
being said, the superiority of road transport over railway transport will remain unchanged in the
near future. In the future, transit container cargo is expected to increase taking share from the
Port of Lobito, a highly congested port. In this context, the Port of Walvis Bay is the nearest port
and could capture container cargo for the imports and exports of Angola. This captured demand
would be supported by an inland transport network that is dominated by road transport. As
shown in Figure 3.8.2, the Trans-Cunene Corridor on the Trans-African Highway connects the
section between Windhoek and Negege in Angola and is planned to be completely paved by
2010.
3)
Time Savings of Border Crossings
The OSBP is expected to save on the cost of inland transport. The F/S of the OSBP was done
for Katima Mulilo on the border between Namibia and Zambia but is not yet realized. The
OSBPs of Nakonde on the border of Tanzania and of Ressano of the border of Mozambique are
planned or under implementation. When these OSBPs are completed, effective inland transport
will be triggered and contribute to the increase of transit cargos transported by both roads and
railways. Particularly, the OSBP for Katima Mulilo will accelerate copper exports through the
Port of Walvis Bay from Zambia and DRC by shortening the current route through either the
Port of Dar es Salaam or the Port of Durban.
It can be concluded that an increase will not come only from the future inland transport network
but also from the expansion of the relative capacity of the Port of Walvis Bay to compete with
other ports such as the Port of Cape Town. The cargo increase will materialized in tandem with
an aggressive marketing drive by the Walvis Bay Corridor Group. These elements can develop
the demand from landlocked and neighbouring countries.
3-20
3.3
Chapter 3
Forecast of Imports and Exports
The Study Team reviewed the forecast for container handling volumes of import and export
prepared by Namport. It was estimated based on regression analysis using the actual
performance of total cargo volume of container cargo from 1997 to 2008. However, there was
no demarcation of transit/trans-shipment cargo in the forecast, which recently increased
dramatically due to the handling price.
The study team considers the recent increase of transit/trans-shipment cargo in the total volume
should be carefully taken into account, therefore, the study team proposes a
four-steps-methodology for the demand forecast;
1)
2)
3)
4)
Export and Import amount: Using regression analysis based on recent trend of total cargo
volume for export and import to/from Namibia. This approach is explained in Section 3.3.
Trans-shipment amount: applied three methodologies for this estimation, including
regression analysis (macro approach) and estimates of capturing volume from other port
(micro approach). See Section 3.4.
Transit amount: analyzed expected amount transit from the Port to inland countries. See
Section 3.5
Aggregation: summarize the estimated amount of three categories, and modify the total
amount of the demand. See Section 3.6.
Hereafter, the total volume for import and export are estimated.
3.3.1
Volume Estimation of Container Cargoes for Imports
Imports are composed of deep sea landed (DSL) and landed cargoes from the Southern African
Development Community (SADCL) and cross border landed (CBL) cargoes. The forecast
model for the imports of total cargoes is built up by a regression model analysis on the basis of
the correlation analysis, and the best fit model is selected not only from the statistical viewpoint
but also the socio-economic feasibility viewpoint. The imports of total cargoes (TIM) as the
dependent variable is explained by the GDP per capita of Namibia (GPCN) with the GDP of
major countries of cargo origin (GOMC) as the independent variables, the latter of which have
been selected on the basis of the OD statistics of Namport. The total imports model is estimated
by the following linear multi-regression equation:
TIM = !1,387,600.942 + 85.9038 " GPCN + 146.7890 " GOMC (R=0.8779)
The R here is the correlation coefficient which is the degree of strength of relationship
between TIM as the dependent variable and the total of GPCN and GOMC as the independent
variables. If the R is near to 1.000, it means that the TIM value is closely related to the total
values of GPCN and GOMC. The results of analysis show that R is 0.8779. Thus TIM is
highly correlated to the total of GPCN and GOMC, and this model is suitable as a model for
imports.
taking statistics Namporto) The data for model building is shown in the following table.
3-21
Chapter 3
Table 3.3.1 Data for Model Building of the Imports
Year
GDP Per Capita

of Namibia
(US$)
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
1,741
1,760
1,767
1,780
1,802
1,811
1,902
1,943
2,035
2,176
2,236
2,277
2,345
GDP of Major
Originated
Countries
(Billion US$)
18,638
19,309
19,772
20,386
21,165
21,470
21,849
22,461
23,377
24,193
25,119
25,985
26,648
Imported
Cargo
(Freight Ton)
1,215,166
1,187,786
1,089,507
1,144,888
1,523,026
1,639,671
1,492,749
1,352,361
1,496,566
1,599,383
1,936,969
2,053,733
2,725,532
Source: a) Statistics by Country for the economic indicators;

b) Namport for Imported Cargo
The originated neighbouring countries as the variables use in the model building are Angola,
Botswana, Brazil, China, Congo (DRC), India, Indonesia, Iran, Japan, Kenya, Netherland,
Portugal, South Africa, United Arab Emirates, United Kingdom, USA, Zambia and Zimbabwe.
3.3.2
Volume Estimation of Container Cargoes for Exports
The exports are composed of deep sea shipped (DSS), shipped cargoes to Southern African
Development Community (SADCS) and cross border shipped (CBS) cargoes. The forecast
model for the export of total cargoes is built up by regression model analysis on the basis of
correlation analysis and the best fit model is selected not only from the statistical viewpoint but
also from the socio-economic feasibility standpoint. The exports of total cargoes (TEX) as the
dependent variable is explained by the GDP of Namibia and neighbouring and land-locked
countries (GNN) and per capita GDP of major countries of cargo destination (GDMC) as the
independent variables, of which the latter was selected on the basis of OD statistics for Namport.
The total exports model is estimated by the following linear multi regression equation:
TEX = !528,901.1195 + 4,966.3473 " GNN + 75.2365 " GDMC (R=0.8972)
If the R is near to 1.000, it means that TEX is closely related to the total of GNN and GDMC.
The results of analysis show that R is 0.8972. Thus TEX is highly correlated to the total of
GNN and GDMC, and this model is suitable as a model for exports.
taking statistics Namport) Data for the model building is shown in the following table.
3-22
Chapter 3
Table 3.3.2 Data for Model Building of the Exports
Year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
GDP of
Namibia and
Neighboring
Countries
(Billion US$)
GDP Per Capita

of Major
Destinated
Exported Cargo
Countries
(US$)
152
156
158
161
167
171
178
183
192
203
214
227
238
6,406
6,613
6,812
7,028
7,247
7,302
7,393
7,550
7,806
8,005
8,250
8,453
8,587
637,652
704,854
715,162
686,557
745,385
811,141
912,514
898,348
1,171,988
1,058,127
880,361
1,168,257
1,300,941

The originated neighbouring countries as the variables use in the model building are Angola,
Botswana, Congo (DRC), South Africa, Zambia and Zimbabwe. The destinated major countries
are Angola, Belgium, Botswana, China, Kenya, Mozambique, Netherland, Nigeria, Portugal,
South Africa, Spain, Tanzania, United Kingdom, USA, Zambia, and Zimbabwe.
3.3.3
(1)
Future Demand of Container Cargoes

Forecast of Imports by Type of Transport
The types of transport of imports are classified into landed cargo from deep sea (DSL), landed
cargo from the Southern African Development Community (SADCL) and cross border landed
cargo (CRBL). These types of the transport of imports are forecasted by setting up their shares
on the basis of time series data.
(2)
Forecast of Exports by Type of Transport
The types of transport of exports are classified into shipped cargo to deep sea (DSS), shipped
cargo to the Southern African Development Community (SADCS) and cross border shipped
cargo (CRBS). These types of cargo are forecast by setting up their shares on the basis of time
series data.
The results of the forecast are shown in the following tables.
3-23
Chapter 3
Table 3.3.3 Forecast of Total Cargo Volume of the Port of Walvis Bay
Inbound
Year
Low
2008
2010
2015
2020
2025
1,482,549
1,706,496
1,949,503
2,082,496
Year
Low
2008
2010
2015
2020
2025
849,185
1,002,547
1,139,996
1,193,829
DSL
Medium
1,524,040
1,535,691
2,006,595
2,581,654
3,093,476
High
1,628,270
2,585,765
3,319,817
4,284,998
DSS
Medium
High
877,878
891,247 938,741
1,172,802 1,382,780
1,453,839 1,851,258
1,722,718 2,364,519
Low
782,308
851,409
881,243
938,138
Low
404,806
451,997
476,783
478,469
Year
2008
2010
2015
2020
2025
SADCL
CRBL
Medium
High
Low
Medium
High
807,079
394,415
810,350 859,202 385,107 398,912 422,960
1,001,136 1,290,097 475,900 559,591 721,107
1,166,998 1,500,673 557,713 738,558 949,732
1,393,571 1,930,336 640,358 951,230 1,317,617
Outbound
SADCS
CRBS
Medium
High
Low
Medium
High
419,370
3,693
424,857 447,497
4,444
4,664
4,913
530,849 625,892
6,957
8,170
9,633
623,078 793,401
8,528
11,144
14,190
698,422 958,620
11,098
16,199
22,235
Transit (CRBL+CRBS)
Low
Medium
High
398,108
389,552 403,576 427,873
482,857 567,761 730,740
566,241 749,703 963,922
651,456 967,429 1,339,852
Low
2,649,965
3,033,806
3,388,459
3,660,992
Low
1,258,435
1,461,501
1,625,307
1,683,396
Subtotal
Medium
2,725,533
2,744,953
3,567,321
4,487,210
5,438,276
Subtotal
Medium
1,300,941
1,320,768
1,711,821
2,088,061
2,437,339
High
2,910,431
4,596,969
5,770,221
7,532,951
High
1,391,151
2,018,305
2,658,849
3,345,374
Note: 1.Outbound is Export and Transit outbound consists of, Inbound in Import and Transit inbound consisting.
2.The figures do not include the empty containers.
3. DSL : Landed cargoes from deepsea; SADCL:Landed cargoes from the South Africn Development Community (SADC); CBRL: Landed cargoes to cross
DSS : Shipped cargoes to deepsea; SADCS:Shippeded cargoes to SADC; CBRS: Shipped cargoes from cross border.
(3)
Forecast of Container Cargo
1)
Rate of Containerized Cargo
The container cargo includes the empty container itself. The rates of containerized cargo are
calculated for the laden container cargo and the laden total cargo. The future rates of
containerized cargo are set up by the type of transport on the basis of the past data (Tables 3.3.4
and 3.3.5).
Table 3.3.4 Estimation for Rate of Containerized Cargo
Year
2002
2005
2008
Itemas
Cargo Handled
Containerized Cargo Handled
Empty Container Cargo Handled
Laden Containerized Cargo
Laden Cargo Handled
Ratio of Containerization (%)
Cargo Handled
Laden Cargo Handled
Cargo Handled
Laden Cargo Handled
DSL
Inbound
SADCL
CBRL
581,787
887,929
203,798
81,471
0
0
203,798
81,471
581,787
887,929
35.0
9.2
631,444
868,132
167,107
110,237
650
3,406
166,457
106,831
630,794
864,726
26.4
12.4
1,524,571 1,697,399
403,985
64,299
531
1,609
403,454
62,690
1,524,040
807,079
26.5
7.8
N.A
N.A
N.A
N.A
N.A
NA
98,326
84,312
0
84,312
98,326
85.7
394,415
375,054
0
375,054
394,415
95.1
Subtotal
DSS
1,469,716
285,268
0
285,268
1,469,716
19.4
1,597,902
361,656
4,056
357,600
1,593,846
22.4
3,616,384
843,338
2,140
841,198
2,725,533
30.9
490,185
152,665
0
152,665
490,185
31.1
749,230
211,089
768
210,321
748,462
28.1
888,822
265,718
10,944
254,774
877,878
29.0

Outbound
SADCS
CBRS
Subtotal
420,509
41,675
0
41,675
420,509
9.9
317,747
48,120
4,466
43,654
313,281
13.9
424,620
58,920
5,250
53,670
419,370
12.8
N.A
N.A
N.A
N.A
N.A
NA
1,439
1,380
5
1,375
1,434
95.9
3,693
3,674
0
3,674
3,693
99.5
910,693
194,340
0
194,340
910,693
21.3
1,068,416
260,589
5,239
255,350
1,063,177
24.0
1,317,135
328,312
16,194
312,118
1,300,941
24.0
Note: Outbound is Export and Transit outbound consists of, Inbound in Import and Transit inbound consisting.
Rate of containerisation stands for the rate of containerized cargoes of all cargoes including the bulky cargoes but for the rate of containerized cargoes of aine
Source: "Pmaesa Query Calender Year ", NAMPORT.
3-24
Chapter 3
Table 3.3.5 Assumption of the Future Rates of Containerized Cargo

(Unit :%)
Year
DSL
26.5
27.6
28.6
29.7
31.0
2008
2010
2015
2020
2025
Inbound
SADCL
CRBL
7.8
95.1
8.9
95.7
9.9
96.6
10.9
97.9
12.0
98.9
Subtotal
30.9
32.0
34.0
36.0
38.0
DSS
29.0
29.9
31.8
33.6
34.9
Outbound
SADCS
CRBS
12.8
99.5
13.9
98.6
15.4
98.9
17.0
99.3
19.9
98.6
Subtotal
24.0
25.0
27.0
29.0
31.0
3. DSL : Landed cargoes from deepsea; SADCL:Landed cargoes from the South Africn Development Community (SADC); CBRL: Landed
cargoes to cross border.
Rate of containerisation stands for the rate of containerized cargoes of all cargoes including the bulky cargoes but for the rate of containerized
cargoes of ainerisable cargoes.
3.3.4
Laden Container Cargo
The laden container cargo in freight tons is forecast by applying the rates of containerized cargo
to the total laden cargo by type of transport (Table 3.3.6). The forecast of the average tonnage
per TEU of the laden container cargo is shown in Table 3.3.7.
Table 3.3.6 Forecast of Laden Container Cargo of Port of Walvis Bay
Inbound
Year
Low
2008
2010
2015
2020
2025
409,756
487,831
578,178
645,144
Year
Low
2008
2010
2015
2020
2025
253,772
318,246
381,854
415,715
DSL
Medium
High
403,454
424,444 450,032
573,619 739,185
765,660 984,582
958,338 1,327,464
DSS
Medium
254,774
266,342
372,469
488,282
600,489
Low
69,499
83,928
95,831
112,501
High
Low
280,535
439,155
621,758
824,202
56,454
69,484
81,044
95,207
SADCL
Medium
62,690
71,990
98,687
126,905
167,117
SADCS
Medium
53,670
59,250
81,645
106,194
139,114
High
Low
76,330 368,733
127,171 459,735
163,191 545,836
231,486 633,532
Outbound
High
Low
62,408
96,263
135,223
190,941
4,383
6,875
8,441
10,931
CRBL
Subtotal
Medium
High
Low
Medium
High
375,054
841,198
381,950 404,976 847,989 878,385 931,338
540,583 696,613 1,031,494 1,212,889 1,562,969
722,831 929,507 1,219,845 1,615,396 2,077,280
941,090 1,303,571 1,391,177 2,066,545 2,862,521
CRBS
Medium
3,674
4,600
8,078
11,061
15,972
High
Low
4,845
9,525
14,085
21,922
314,609
394,605
471,339
521,853
Subtotal
Medium
High
312,118
330,192 347,788
462,192 544,942
605,538 771,066
755,575 1,037,066
3-25
Chapter 3
Table 3.3.7 Average Tonnage per TEU
DSL
SADCL
CRBL
nbound
DSS
SADCS
CRBS
Outbound
Total
No. of Laden Container(6m)

No. of Laden Conmtainer(12m)
Laden TEU
Laden Containerized Cargo Handled (FT)
FT/TEU
Laden TEU
FT/TEU
Laden TEU
FT/TEU
Laden TEU
FT/TEU
Laden TEU
FT/TEU
Laden TEU
FT/TEU
Laden TEU
FT/TEU
Laden TEU
FT/TEU
Laden TEU
FT/TEU
(Unit:FT/TEU)
6,979
5,769
18,517
403,454
21.8
2,825
30
2885
62,690
21.7
1,900
7,599
17,098
375,054
21.9
11,704
13,398
38,500
841,198
21.8
4,276
3,655
11,586
254,774
22.0
2,306
64
2,434
53,670
22.1
101
33
167
3,674
22.0
6,683
3,752
14,187
312,118
22.0
34,692.0
32,440.0
99,572.0
1,908,173.4
19.2
Note: 1.Outbound is Export and Transit outbound consists of, Inbound in Import and Transit inboun
consisting.
2. 22ton per TEU is the inherent conversion method by Namport and not the actual freight ton
3-26
Chapter 3
The laden container cargo in TEU is forecast by applying the empty rates of container cargo to
the laden container cargo in freight tons by type of transport (Tables 3.3.8 and 3.3.9).
Table 3.3.8 Ratio of Empty Container
Type of Transport
DSL
SADCL
CRBL
Inbound
DSS
SADCS
CRBS
Outbound
Toatal
Items
Total Container
Empty Container
Laden Container
Ratio of Empty Container(%)
Total Container
Empty Container
Laden Container
Total Container
Empty Container
Laden Container
Total Container
Empty Container
Laden Container
Total Container
Empty Container
Laden Container
Total Container
Empty Container
Laden Container
Total Container
Empty Container
Laden Container
Total Container
Empty Container
Laden Container
Total Container
Empty Container
Laden Container
Ratio of 12m(%)
6m (20f)
12m(40f)
7,101
6,178
122
409
6,979
5,769
1.7
6.6
3,310
1,154
485
1,124
2,825
30
14.7
97.4
1,900
7,599
0
0
1,900
7,599
0.0
0.0
12,311
14,931
607
1,533
11,704
13,398
4.9
10.3
5,520
13,355
1,244
9,700
4,276
3,655
22.5
72.6
6,079
1,541
3,773
1,477
2,306
64
62.1
95.8
101
33
0
0
101
33
0.0
0.0
11,700.0
14,929.0
5,017.0
11,177.0
6,683.0
3,752.0
57.1
25.1
44,301.0
48,962.0
9,609.0
16,522.0
34,692.0
32,440.0
21.7
33.7
52.5
Total
13,279
531
12,748
4.0
4,464
1,609
2,855
36.0
9,499
0
9,499
0.0
27,242
2,140
25,102
7.9
18,875
10,944
7,931
58.0
7,620
5,250
2,370
68.9
134
0
134
0.0
26,629.0
16,194.0
10,435.0
39.2
93,263.0
26,131.0
67,132.0
28.0
TEU
19,457
940
18,517
4.8
5,618
2,733
2,885
49
17,098
0
17,098
0.0
42,173
3,673
38,500
8.7
32,230
20,644
11,586
64.1
9,161
6,727
2,434
73
167
0
167
0.0
41,558
27,371
14,187
65.9
142,225
42,653
99,572
30.0
Source : Statistics Division of Business Intelligence Departmnet of Namport.
3-27
Chapter 3
Table 3.3.9 Forecast of Total Container Cargo of Port of Walvis Bay

(Disregarding High Growth Rate of 2009)
(Unit : TEU)
Inbound
Year
Low
2008
2009
2010
2014
2015
2020
2025
19,760
20,067
22,681
23,386
26,848
28,824
Year
Low
2008
2009
2010
2014
2015
2020
2025
32,295
32,361
37,355
38,720
44,469
47,549
DSL
Medium
19,457
19,796
20,138
24,865
26,211
34,001
41,057
DSS
Medium
32,230
32,300
32,371
41,486
44,140
56,533
67,988
High
20,180
20,931
30,688
33,769
43,719
56,866
Low
5,723
5,830
6,301
6,424
6,682
7,149
High
Low
33,149
34,093
47,802
52,016
71,916
93,182
9,387
9,619
11,024
11,407
12,735
14,693
SADCL
Medium
5,618
5,734
5,851
6,908
7,200
8,462
10,184
SADCS
Medium
9,161
9,435
9,716
12,306
13,055
16,590
21,252
High
Low
5,845
17,226
6,081
17,356
8,525
20,815
9,276
21,783
10,881
25,708
14,105
29,790
Outbound
High
Low
9,682
10,234
14,180
15,385
21,104
29,127
183
200
278
302
355
452
CRBL
Medium
17,098
17,258
17,417
22,820
24,415
32,557
42,433
CRBS
Medium
167
184
202
310
346
462
653
High
Low
17,593
18,103
28,164
31,455
41,862
58,772
42,709
43,253
49,797
51,593
59,237
65,762
High
Low
188
213
358
407
588
895
41,865
41,866
48,658
50,428
57,559
62,694
Subtotal
Medium
42,173
42,787
43,406
54,593
57,826
75,021
93,674
High
43,619
45,115
67,377
74,500
96,462
129,743
Subtotal
Medium
41,558
41,919
42,289
54,103
57,541
73,586
89,894
High
43,020
44,540
62,340
67,808
93,608
123,204
3.3.5
Modification Due to Higher Growth Rate in 2009
The result of total container cargo is revised by taking account of the fact that the higher growth
rate predicted for the year 2009 is about 1.5 times that of the year 2008. This high increase in
container cargo predicted in 2009 is incorporated in the estimate as shown in Table 3.3.10. It is
assumed that the growth trend before 2009 will resume from 2010 onwards on the basis of the
predicted cargo in 2009. The result of revised total container cargo is shown in the following
table:
Table 3.3.10 Forecast of Total Container of the Port of Walvis Bay
(Incorporating High Growth Rate of 2009)
(Unit : TEU)
Inbound
Year
Low
2008
2009
2010
2014
2015
2020
2025
23,306
23,613
26,227
26,932
30,394
32,370
Year
Low
2008
2009
2010
2014
2015
2020
2025
38,670
38,736
43,730
45,094
50,844
53,924
DSL
Medium
19,457
23,348
23,691
28,418
29,764
37,554
44,610
DSS
Medium
32,230
38,676
38,746
47,862
50,516
62,909
74,364
High
23,802
24,553
34,310
37,391
47,341
60,488
Low
5,723
5,830
6,301
6,424
6,682
7,149
High
Low
39,692
40,637
54,345
58,559
78,459
99,725
9,387
9,619
11,024
11,407
12,735
14,693
SADCL
Medium
5,618
5,734
5,851
6,908
7,200
8,462
10,184
SADCS
Medium
9,161
9,435
9,716
12,306
13,055
16,590
21,252
High
Low
5,845
42,292
6,081
42,421
8,525
45,881
9,276
46,848
10,881
50,773
14,105
54,855
Outbound
High
9,682
10,234
14,180
15,385
21,104
29,127
Low
412
429
507
531
584
681
CRBL
Medium
17,098
42,369
42,528
47,931
49,526
57,668
67,544
CRBS
Medium
167
414
432
541
576
693
883
High
43,192
43,702
53,763
57,054
67,461
84,371
High
425
449
594
644
825
1,131
Low
71,321
71,864
78,409
80,205
87,849
94,374
Low
48,469
48,784
55,261
57,032
64,162
69,298
Subtotal
Medium
42,173
71,451
72,070
83,257
86,490
103,685
122,337
Subtotal
Medium
312,118
48,524
48,895
60,708
64,147
80,191
96,500
High
72,839
74,335
96,598
103,721
125,683
158,964
High
49,799
51,319
69,119
74,588
100,387
129,984
3-28
Chapter 3
Table 3.3.11 Summary of Container Cargo Demand Forecast (Without-the-Project)
Year
2008
2009
2010
2014
2015
2020
2025
Imports (Exc. CRBL)

Low
29,029
29,443
32,528
33,356
37,076
39,519
Medium
25,075
29,082
29,542
35,326
36,964
46,017
54,793
Expports (Exc. CRBS)
High
Low
29,647
30,634
42,835
46,667
58,222
74,593
48,057
48,355
54,754
56,501
63,578
68,617
Medium
41,391
48,111
48,463
60,168
63,571
79,499
95,616
(Unit : TEU)
Transit(CRBL+CRBS)
High
Low
49,374
50,870
68,525
73,944
99,562
128,852
42,703
42,850
46,388
47,380
51,357
55,535
Medium
17,265
42,783
42,960
48,472
50,102
58,361
68,427
High
43,617
44,151
54,357
57,697
68,286
85,503
Note: The transit container cargo is composed of CRBL and CRBS which are cross border container carges.
Table 3.3.12 Average Annual Growth Rate of Container Cargo Demand

(Without-the-Project)
Year
2008/2009
2009/2010
2010/2014
2014/2015
2015/2020
2020/2025
Imports (Exc. CRBL)

Low
Medium
High
15.8
16.0
18.2
1.4
1.6
3.3
2.5
4.6
8.7
2.5
4.6
8.9
2.1
4.5
4.5
1.3
3.6
5.1
Exports (Exc. CRBS)

Low
Medium
High
16.1
16.2
19.3
0.6
0.7
3.0
3.2
5.6
7.7
3.2
5.7
7.9
2.4
4.6
6.1
1.5
3.8
5.3
(Unit :%)
Transit(CRBL+CRBS)
Low
Medium
High
147.3
147.8
152.6
0.3
0.4
1.2
2.0
3.1
5.3
2.1
3.4
6.1
1.6
3.1
3.4
1.6
3.2
4.6
Note: The transit container cargo is composed of CRBL and CRBS which are cross border container carges.
The drastic increase in the year 2009 reflects the recent upsurge in container demand. In
particular, transit containers are expected to increase the most, by 147.8% in the medium
scenario. The low growth rate in 2010 reflects the impact of the worldwide financial crisis but is
expected to recover to a higher growth rate after 2010. The relatively higher growth rate in the
year of 2014 is caused by the higher growth of reactionary economic indicators such as the GDP
of related countries.
3.4
Forecast of Transshipment
To improve the accuracy of analyses, transshipment forecasts, in addition to Macro-demand

Forecasts, were determined by including the following points on Micro-demand forecast.
1) Macro Demand Forecasts
2) Micro Demand Forecasts (forecasting based on presently-captured demand +
newly-captured demand after 2015 by the Project)
3.4.1
Macro Demand Forecast
This is a forecasting method that utilizes the regression formula obtained from past trends of
transshipment cargo volume at Walvis Bay Port. The estimation is based on all available data
from 1996 to 2008.
The forecast model for transhipment is built up by regression model analysis. The transhipment
(TRSH) as the dependent variable is explained by the GDP of major countries of origin and
3-29
Chapter 3
destination of cargo (GODMC) as the independent variable on the basis of OD statistics of

Namport. The transhipment model is estimated by the following regression equation:
TRSH= 2,310,932.2 x Ln(GODMC) 20,933,660.4 (R=0.9203)
This model is a semi-logarithmic model and the GODMC is converted into the natural
logarithmic value. Ln stands for natural logarithmic. TRSH shows a highly correlated
relationship to the GOMDC because R is very close to 1.000 at 0.9023. Thus this model is a
suitable one for transhipment.
The data for model building is shown in the following table.
Table 3.4.1 Data for Model Building of the Transhipment
Year
GDP of Major
Countries for
Transhipped Cargo
(Billion US$)
Transhipped Cargo
(Freight Ton)
1996
8,216
35,270
1997
8,442
26,537
1998
8,459
56,947
1999
8,609
35,681
2000
8,969
41,951
2001
9,154
61,175
2002
9,351
50,008
2003
9,650
72,420
2004
10,044
299,197
2005
10,443
354,656
2006
10,878
749,844
2007
11,377
711,657
2008
11,750
769,157
As this formula is considered to entail both presently-captured demand and newly-captured

demand as a result of the Project by 2015, therefore, newly-captured demand is not added to
avoid the double-counting.
The following is the result of Macro Demand forecast under the condition of medium-growth
scenario.
Table 3.4.2 Results of Forecast for Transshipment Containers (Macro)
Year
Total Cargo Volume

(FT)
Cargo Volume of Laden

Contaner (FT)
Laden Container
(TEU)
Total Container
(TEU)
2008
769,157
754,857
93,770
116,988
2010
1,136,778
1,116,316
138,671
173,007
2015
1,688,506
1,663,179
206,604
257,760
2020
2,175,032
2,153,281
267,485
333,716
2025
2,596,005
2,583,025
320,869
400,318

Note: Laden conatiner (TEU) is two times of the laden container (TEU) which is initially converted from cargp volume
of laden container (FT).
3-30
3.4.2
(1)
Chapter 3
Micro Demand Forecasts

Presently-Captured Forecast
Forecast methodology and prerequisites are in accordance with the DFR. In this method, future
cargo volumes are estimated that transshipment volume to Angola will be projected with the
assumption that the Angolan economy stabilizes after its initial economic booms, and the Walvis
Bay Port will continues to operate under the current facilities. The focus will be on the most
recent trends, as it has been concluded that tendencies between the late 1990s to early 2000s and
late 2000s are under different economic environments.
More specifically, the following forecast formula was obtained through a regression analysis of
performance and GDP data of major countries from a recent three-year period (2006 to 2008).
TRSH = !572,778 + 16.7137!IMGDP (R = 0.2499)
Here, TRSH is the total tonnage including containers, and IMGDP is the GDP of major inland
countries.
(Note: The low correlation co-efficient (R = 0.2499) can be attributed to limited data available
from a period of only three years.)
From the total volume obtained from this forecast model, the containerization ratio is estimated
using the 2008 actual figure (gradual increase from container cargo ratio, 0.981, of total
volume). From that, container cargo volume is ascertained and again, from the 2008 actual
figures, the total tonnage of containers (TEU) is derived by determining tons per TEU (fixed at
16.1) and the ratio of empty containers (fixed at 19.847%). This volume is further doubled to set
the forecast values, for the reason that transshipment cargo is counted twice, as it enters (In) and
departs (Out) the Port of Walvis Bay. The forecast results are as follows.
Table 3.4.3 Result of Forecast of Transshipment Containers (Micro)
Year
Total Cargo Volume

(FT)
Cargo Volume of Laden

Contaner (FT)
Laden Container
(TEU)
Total Container
(TEU)
2008
769,157
754,857
93,770
116,988
2010
1,126,366
1,106,091
137,401
171,423
2015
1,180,742
1,163,031
144,474
180,248
2020
1,240,350
1,227,946
152,538
190,309
2025
1,303,323
1,296,806
161,092
200,981

Note: Laden conatiner (TEU) is two times of the laden container (TEU) which is initially converted from cargp volume
of laden container (FT).
(2)
Newly Captured Demand Forecast
The following is the newly-captured demand forecast as a result of constructing the new Walvis
Bay Port Container Terminal. Special attention is given to the development at ports in Angola
and South Africa. Each is individually analyzed and tallied before forecasting the captured
demand.
1)
Direct export/import cargo of other ports at present (diverted from Luanda Port, Angola)
The Port of Luanda is the most likely candidate for this diversion and thus it would be ideal to
use the actual container cargo handling data in determining the target divertible (i.e., excluding
the other transshipment cargos other than Walvis Bay) volume. However, due to insufficient
3-31
Chapter 3
valid statistics, the assumption is made, through Walvis Bay transshipment OD statistics, that
the volume of transshipment cargo newly captured in 2015 would be double that of the
transshipment cargo volume with Angola (one-way) captured in 2008 (approx. 36,790TEU). It
is predicted that efficiency will improve over the present facilities, with the construction of the
new container terminal.
In other words, the forecast for newly generated transshipment volume in 2015 is 36,790 x 2 x 2
(double with entry and departure at Port of Walvis Bay) = 147,160TEU. Following 2015, this
figure is calculated to increase at the rate ascertained for forecast values based on
presently-captured demand forecast, as discussed in 3.4.2 (1).
2)
Present transshipment cargo from other ports (cargo diversion bound for Angola via
Durban and Cape Town, South Africa)
After the selection of competing ports for winning the cargo diversion for transshipment
containers handled at the Walvis Bay Port, such diversion volume is estimated by multiplying
the diversion rate (capture rate) to the total transshipment volume of those ports. The
diversion rate is determined after the assessment of cargo routes. For this project, container
cargo bound for Angola via Durban and Cape Town shall be forecasted.
A comparison of container vessel loading capacity at ports-of-call in Namibia and South Africa
shows that in 2008, TEU totals were 618,880 and 2,394,960 respectively, or 1:4. Based on this
figure, it is assumed that the diversion rate for transshipment cargo to Walvis Bay can be
roughly the same. Thus the ratio is set at 20%.
The forecast for such diverted captured demand is projected, pursuant to 2015, at the rate
established in 3.4.1(1).
3)
Correction of captured demand in consideration of development projects in neighboring

ports (Luanda, Angora Durban and Cape Town, South Africa)
In this section, figures obtained in 1) and 2) above shall be reconsidered and amended, based on
development projects underway in neighboring ports.
Port of Luanda, Angola
Presently in Angola, there is a plan to build a new port near Luanda in order to alleviate
congestion at the existing port. The proposed construction site is in the Barra do Dande vicinity,
roughly 50 km north of Luanda.
A modest estimation of 6% increase in container cargo volume for Luanda since 2008 would set
the increased amount in 2017 at roughly 390,000TEU. If todays rapid increase rate is sustained
at the level of 10%, the amount would be at 770,000TEU. The demand for container cargo in
Angola largely depends on the level of the countrys rapid growth rate. If Angolas economy
continues to inflate at a steady pace, then the transshipment containers in Walvis Bay bound for
Luanda will sustain at a significant level regardless of the construction of a new port in Barra do
Dande.
Therefore, as long as Angolas economic development sustains, the effects of building a new
container terminal in the Barra do Dande vicinity (for this report, the predicted completion is
2017) is presumably small. In this forecast, the assumption is made that a 10% decrease in
volume at the completion of the new port, with a continued estimated 10% decrease at every
five-year interval.
Based on the above, the volume of transshipment cargo for Luanda is revised as follows:
3-32
Chapter 3
1) 2017: 10% decrease in presently-captured demand forecast (1.1%/annum).

(150,392TEUX0.9 =135,353TEU)
2) 2022: 10% decrease in the demand forecast based on the 1) above (142,922TEUX0.9 =
128,630TEU)
3) After 2023: Forecast at the increase rate (1.1%/annum) based on the 2) above.
Port of Durban, and South Africa
The Port of Durban also has plans for expansion. For this reason, there is a possibility that the
volume of Walvis Bay Port transshipment cargo from Durban evaluated above would at some
point level off, or decline. However, the effects of Durbans expansion on Walvis Bay would be
minimal, as routes that have once been secured at Walvis Bay will be likely maintained even
after the expansion of the Port of Durban. Therefore, for this evaluation, the capture demand for
2015 shall be considered definite.
(3)
Results of Micro-Demand Forecast
The following table shows the evaluation results of micro demand forecasting based on the
above methodology. Only the Port of Cape Town shows an increase in transshipment capture
demand forecast value after 2015.
Table 3.4.4 Results of Captured Demand Forecast
for Transshipment Containers at Diversion Target Ports
Year
Durban
2015
118,130
2016
118,130
2017
118,130
2018
118,130
2019
118,130
2020
118,130
2021
118,130
2022
118,130
2023
118,130
2024
118,130
2025
118,130
Souce : JICA Study Team
3.5
Cape Town
16,118
16,294
16,472
16,652
16,834
17,017
17,204
17,393
17,584
17,777
17,972
(Unit : TEU)
Luanda
Total
147,160
281,408
148,767
283,191
135,353
269,955
136,831
271,613
138,326
273,289
139,836
274,984
141,371
276,705
128,630
264,153
130,041
265,755
131,468
267,375
132,910
269,012
Forecast of Transit Container Cargoes
Transit cargo forecasts were calculated in two categories; 1) NamibiaAngola cargo, and 2)
cargo bound for other inland countries (Zambia, Zimbabwe, Botswana and the Democratic
Republic of Congo).
3.5.1
Forecast of Transit Container Cargoes for Southern Angola
Increase in demand is estimated by a regression formula obtained from past trends. Most of the
cargo is transported from Namibia to Angola (imported) and containers are 100% laden, while
the return to Walvis Bay (export) is almost empty (2005: 6TEU, 20062007: 0TEU, 2008:
1TEU). For this reason, transit cargo for Angola has been forecasted using the following
regression formula.
ATRS = !6,911,686 + 3,448.5!Y (R = 0.9569)
3-33
Chapter 3
Here, ATRS is the total tonnage of transit cargo including containers bound for Angola, Y is
year, and R is correlation co-efficient.
What is significant is that presently, containers from Angola have almost no volume, and
especially, there is no returning empty containers shipped back. One of the main reasons is
possibly theft or use for storage or disposal. However, with southern Angoras economic
development resulting in increasing average income, it can be expected that the number of
containers returning to Namibia from Angola will increase and thus in this report, they will not
be ignored.
More specifically, the ratio of empty containers being returned is proportionate to containers
bound for Angola and with this, it can be assumed that by 2020, close to 50% of 2008 Luanda
Port throughput will be empty containers. Forecast results are as listed in Table 3.5.1.
Table 3.5.1 Results of Forecast of Southern Angola Transit Containers
Year
Imports
Exports
(Unit : TEU)
Empty Ratio
Total
(%)
3,463
0
5,485
0
7,795
0
14,183
0.00
21,779
10.00
46,303
25.00
81,427
50.00
107,291
50.00
2005
3,457
6
2006
5,485
0
2007
7,795
0
2008
14,182
1
2010
19,800
1,980
2015
37,042
9,261
2020
54,285
27,142
2025
71,527
35,764
Source: 1. Namport , Data for 2005~2008
2. JICA Study Team for forecast after 2015
Note: 1. Container for imports to Angora is 100% of laden container.
2. Container for exports during from 2005 to 2008 are laden containers.
3. Container cargoes for exports after 2015 are empty containers.
3.5.2
Transit Cargo Forecast for Inland Countries
The following forecast is to determine export/import cargo and transit cargo between Walvis
Bay and inland countries.
(1)
Estimated Transit Cargo Volume at Competition Ports
Estimates were based on four inland countries with active flow between their countries and
Namibia: Zambia, Zimbabwe, Botswana and the Democratic Republic of Congo. Inland transit
cargo volume is calculated with the assumption that these countries might also choose to use the
Ports of Cape Town and Durban, in addition to Walvis Bay, considering the port competition
environment in Southern Africa.
To begin with, according to port statistics of the two competition ports in South Africa,
container cargo are divided into three sections, transshipment, deepsea, and coastwise cargo
(please see Table 3.5.2). Transit cargo shall be included in the latter two. Next, assuming that the
container cargo is proportionate to the GDP of South Africa and inland countries, and that South
African export/import is proportionate to that (transit) of inland countries, transit cargo for the
two ports is estimated according to the export and import by the inland countries. (Please see
Tables 3.5.23.5.5 for estimates.)
3-34
Chapter 3
Table 3.5.2 Container Throughputs for the Ports of Cape Town and Durban (2008)
Name of Port
Landed
Empty
105,445
19,901
15,044
140,390
140,686
6,443
70,135
217,264
Form of Transport
Full
Deepsea
187,380
Coastwise
8,472
Cape Town
Trannshipment
41,592
Total
237,444
Deepsea
839,755
Coastwise
5,998
Durban
Trannshipment
223,533
Total
1,069,286
Source: Transnet, National Port Authority of South Africa
Total
292,825
28,373
56,636
377,834
980,441
12,441
293,668
1,286,550
Full
74,618
188
20,900
95,706
668,689
13,345
225,600
907,634
(Unit : TEU)
Shipped
Empty
Total
97,241
171,859
2,038
2,226
3,053
23,953
102,332
198,038
358,524 1,027,213
18,074
31,419
71,383
296,983
447,981 1,355,615
Table 3.5.3 GDP Comparisons between Major Inland Countries and South Africa
(2008)
Major Inland Countries
South Africa
Botswana
GDP
(Million US$)
Zimbabue
Zambia
Congo(DRC)
Total
Subtotal
9,338
5,024
5,010
4,944
24,316
184,248
208,564
4.5
2.4
2.4
2.4
11.7
88.3
100.00
Share
(%)
Source : IMF, World Economic Outlook Database, 2009
Table 3.5.4 Transit Cargo (Landed) Estimates

for the Ports of Cape Town and Durban (2008)
(Unit :TEU)
Name of Port
Transit
Imports
Total
Walvis Bay
2,916
25,075
31,791
Cape Town
37,448
283,750
321,198
Durban
115,757
877,125
992,882
Total
156,121
1,185,950
1,345,871

Note : Subtotal of the Ports of Cape Town and Durba is the total of Landed Deepsea
and Coastwise.
Table 3.5.5 Transit Cargo (Shipped) Estimates

for the Ports of Cape Town and Durban (2008)
(Unit :TEU)
Name of Port
Transit
Exports
Total
Walvis Bay
166
41,391
41,557
Cape Town
20,296
153,789
174,085
Durban
123,423
935,209
1,058,632
Total
143,885
1,130,389
1,274,274

Note : Subtotal of the Ports of Cape Town and Durba is the total of Landed Deepsea
and Coastwise.
3-35
(2)
Chapter 3
Forecast of Amounts of Export/Import in Inland Countries
Statistics on exports and imports volume are not available for the inland countries. As an
alternative, in light of the connection between import/export value and transit cargo, the transit
cargo forecast between Walvis Bay and inland countries is estimated.
According to the amounts of export/import value (20022006), there was a dramatic increase of
a yearly average of 13% to 56%, excluding Zimbabwe. The average increase among the four
countries was also high, at 18%. Forecasting based on the past trend would result in an
overestimation (please see Table 3.5.6), thus forecasting was based on the assumption of a
gradual loss in momentum, after taking into consideration average rates of increase in both
amounts of exports and import.
Table 3.5.6 Historical Performance of Amounts of Export/Import
for Major Inland Countries
(Unit : Million US$)
Exports
Year
2002
2003
2004
2005
2006
2008
2010
2015
2020
2025
Avearge Annual
Growth Rate (%)
2002/2006
Botswana
Congo
(DRC)
Zambia
Imports
Zimbabwe
Subtotal
Botswana
Congo
(DRC)
Zambia
Zimbabwe
Subtotal
Tota$
2,425
3,024
3,696
4,429
4,587
4,961
5,263
6,404
8,173
10,431
1,076
1,340
1,813
2,071
2,319
2,909
3,584
5,266
7,047
9,431
643
1,090
1,847
2,210
3,819
6,454
8,536
13,747
20,198
27,030
2,371
2,286
1,778
1,700
1,886
2,324
2,710
3,801
4,852
6,192
6,515
7,740
9,134
10,410
12,611
16,648
20,094
29,218
40,271
53,084
1,845
2,448
3,364
3,247
3,043
3,817
4,370
5,578
6,466
7,496
1,031
1,223
1,753
2,473
2,740
3,946
5,494
11,050
17,796
26,149
1,151
1,573
2,150
2,577
3,022
3,997
4,836
7,105
9,069
11,574
1,238
1,235
1,425
1,331
1,441
1,555
1,649
1,959
2,271
2,507
5,265
6,479
8,692
9,628
10,246
13,314
16,349
25,692
35,602
47,726
11,780
14,219
17,826
20,038
22,857
29,962
36,443
54,910
75,872
100,810
17.3
21.2
56.1
-5.6
18.0
13.3
27.7
27.3
3.9
18.1
18.0
Table 3.5.7 Forecast of Amounts of Import/Export

for the Five Major Inland Countries
(Unit : Million US$)
Year
Exports
2002
2003
2004
2005
2006
2008
2010
2015
2020
2025
Avearge Annual Growth
Rate (%)
2002/2006
2006/2008
2008/2010
2010/2015
2015/2020
2020/2025
Source : EIU, Country Profile 2008
3-36
Imports
6,515
7,740
9,134
10,410
12,611
16,678
19,815
29,115
38,962
49,727
5,265
6,479
8,692
9,628
10,246
13,314
16,110
24,787
34,765
46,604
18.0
15.0
9.0
8.0
6.0
5.0
18.1
14.0
10.0
9.0
7.0
6.0
(3)
Chapter 3
Forecast of Transit Cargo Volume at the Three Major Ports for Inland Countries
This section discusses the Namibian Ports of Walvis Bay and the South African Ports of Cape
Town and Durban, three ports that handle transit cargo bound for four inland countries, and
calculates the forecast for transit cargo volume.
To begin with, it is assumed that transit cargo throughput of the three competition ports
increases proportionately with amounts of export and import in major inland countries, based on
data from 3.5.7 above.)
Notwithstanding, two possibilities were considered as follows, where the share handled by each
port 1) remain unchanged, or 2) Walvis Bay gains shares with the expansion of Walvis Bay Port.
1)
In the case where shares remain unchanged
The forecast is based on the assumption that Walvis Bays future share of transport cargo among
the three ports remains unchanged.
2)
In the case where the shares change (including the newly-captured demand)
The forecast for imported containers is based on the assumption that with the joint use of the
new container terminal commencing in 2015, the share at Walvis Bay Port will double that of
2008 and gradually increase thereafter. Regarding containers for export, the forecast is based on
facts from 2008 showing performance with laden containers only and no empty containers. As
in the case of returning transshipment cargo from Angola, the proportion of exported empty
containers for import would increase as the countries economic and social stabilities increases.
In this case, it is estimated that by 2020 the proportion will reach a figure of 50%. Further
increase in containers for exports will likely push the proportion over 50% of imports.
The following table is forecast results based on the afore-mentioned viewpoints.
Table 3.5.8 Results of Forecast for Sustained Transition Transit Cargo
(Inland Country Exports)
TEU
Exports Major Inland

Countries
Share (%)
Year
Walvis Bay
Cape Town
Durban
Total
Walvis Bay Cape Town
Durban
Total
(Million US$)
Growth Rate
(2008=100)
2008
166
20,296
123,423
143,885
0.12
14.11
85.78
100.00
16,678
100
2010
197
24,114
146,639
170,950
0.12
14.11
85.78
100.0
19,815
119
2015
290
35,431
215,460
251,181
0.12
14.11
85.78
100.0
29,115
175
2020
388
47,415
288,335
336,137
0.12
14.11
85.78
100.0
38,962
234
2025
495
60,515
367,996
429,006
0.12
14.11
85.78
100.0
49,727
298
3-37
Chapter 3
Table 3.5.9 Results of Forecast for Sustained Transition Transit Cargo

(Inland Country Imports)
TEU
Imports of Major Inland

Countries
Share (%)
Year
Walvis Bay
Cape Town
Durban
Total
Durban
Total
(Million US$)
Growth Rate
(2008=100)
2008
2,916
37,448
115,757
156,121
1.87
23.99
74.15
100.00
13,314
100
2010
3,528
45,312
140,066
188,906
1.87
23.99
74.15
100.0
16,110
121
2015
5,429
69,717
215,509
290,656
1.87
23.99
74.15
100.0
24,787
186
2020
7,614
97,782
302,263
407,660
1.87
23.99
74.15
100.0
34,765
261
2025
10,207
131,082
405,197
546,486
1.87
23.99
74.15
100.0
46,604
350
Table 3.5.10 Results of Forecast for Share Change in Transit Cargo

Affected by Captured Demand (Inland Country Exports)
TEU
Exports of Major Inland

Countries
Share (%)
Year
Walvis Bay
Cape Town
Durban
Total
Durban
Total
(Million US$)
Growth Rate
(2008=100)
2008
166
20,296
123,423
143,885
0.12
14.11
85.78
100.00
16,678
100
2010
197
24,114
146,639
170,950
0.12
14.11
85.78
100.00
19,815
119
2015
5,024
34,763
211,395
251,181
2.00
13.84
84.16
100.00
29,115
175
2020
16,807
45,096
274,234
336,137
5.00
13.42
81.58
100.00
38,962
234
2025
30,030
56,344
342,632
429,006
7.00
13.13
79.87
100.00
49,727
298
Table 3.5.11 Results of Forecast for Share Change in Transit Cargo

Affected by Captured Demand (Inland Country Imports)
TEU
Imports of Major Inland

Countries
Share (%)
Year
Walvis Bay
2008
Cape Town
Durban
Total
Durban
Total
(Million US$)
Growth Rate
(2008=100)
2,916
37,448
115,757
156,121
1.9
24.0
74.1
100.0
13,314
100
2010
3,528
45,312
140,066
188,906
1.9
24.0
74.1
100.0
16,110
121
2015
11,626
68,203
210,827
290,656
4.0
23.5
72.5
100.0
24,787
186
2020
24,460
93,665
289,535
407,660
6.0
23.0
71.0
100.0
34,765
261
2025
43,719
122,890
379,877
546,486
8.0
22.5
69.5
100.0
46,604
350
3.6
Demand Forecast for Container Cargo
This section is a summary of each type of demand forecast ascertained under the
medium-growth scenario.
3.6.1
Macro Forecast for Container Cargo
The volume of exports and imports is equivalent to the figures in section 3.3. For transshipment
volume, Macro Demand Forecasting results were utilized (section 3.4.2(1)). Forecast results for
southern Angola and inland countries were used for transit cargo volume.
3-38
Chapter 3
Table 3.6.1 Results of Micro Forecast for Port of Walvis Bay Container Cargo
(Medium-Growth Scenario)
(Unit : TEU)
Year
Imports
Exports
Tanshippment
Transit
Total
2008
25,075
41,391
116,988
17,265
200,719
2010
29,542
48,463
173,007
25,505
276,517
2015
36,964
63,571
257,760
52,021
410,316
2020
46,017
79,499
333,716
89,429
548,660
2025
54,793
95,616
400,318
117,993
668,720

Note : 1. Imports, Exports, and Transshipment are the same as of DFR.
2. Transit is revised and total of Southern Angora and inland countries.
3.6.2
Container Cargo Micro-Forecast
This section is a summary based on Micro Demand Forecast. The volume of exports and
imports is equivalent to the figures in DRF (Chapter 1). For transshipment volume, results of the
presently-captured demand of Micro Demand Forecast was utilized (Section 3.4.2(1)) Transit
cargo value was obtained through calculations using Section 3.5.1 (Table 3.5.1) and section
3.5.2 (3) (Tables 3.5.8 and 3.5.9).
Table 3.6.2 Results of Micro Forecast for Walvis Bay Port Container Cargo
Excluding Captured Demand (Medium-Growth Scenario)
(Unit : TEU)
Transit
Year
Imports
(Namibia)
Exports
(Namibia)
Imports
Trannsshipmnet
Southern
Angora
Exports
Inland
Subtotal
Southern
Angora
Inland
Subtotal
Total
Grand Total
2008
25,075
41,391
116,988
14,182
2,916
17,098
166
167
17,265
200,719
2010
29,542
48,463
171,423
19,800
3,528
23,328
1,980
197
2,177
25,505
274,933
2015
36,964
63,571
180,248
37,042
5,429
42,471
9,261
290
9,550
52,021
332,805
2020
46,017
79,499
190,309
54,285
7,614
61,899
27,142
388
27,530
89,429
405,253
2025
54,793
95,616
200,981
71,527
10,207
81,734
35,764
495
36,258
117,993
469,383
Taking the results of Sections 3.4.2 (2) and 3.5.2 (3) of this report, captured demand can be
summarized as follows (figures are capture mean).
Table 3.6.3 Results of Forecast for Captured Demand
(Unit : TEU)
Transit
Year
Trannsshipmnet
Imports
Exports
Subtotal
Inland
Total
Inland
2015
281,408
6,197
4,734
10,931
292,339
2020
274,984
16,845
16,419
33,264
308,248
2025
269,012
33,512
29,535
63,047
332,059
3-39
Chapter 3
The following table is a summary of the micro-forecast results of container cargo, including
captured demand as taken from Tables 3.6.2 and 3.6.3.
Table 3.6.4 Results of Micro-Forecast for Container Cargo,
including Captured Demand (Medium-Growth Scenario)
(Unit : TEU)
Transit
Year
Imports
(Namibia)
Exports
(Namibia)
Imports
Trannsshipmnet
Southern
Angora
Inland
Exports
Subtotal
Grand Total
Total
Southern
Angora
Inland
Subtotal
2008
25,075
41,391
116,988
14,182
2,916
17,098
166
167
17,265
200,719
2010
29,542
48,463
171,423
19,800
3,528
23,328
1,980
197
2,177
25,505
274,933
2015
36,964
63,571
461,656
37,042
11,626
48,668
9,261
5,024
14,284
62,952
625,144
2020
46,017
79,499
465,293
54,285
24,460
78,744
27,142
16,807
43,949
122,693
713,501
2025
54,793
95,616
469,993
71,527
43,719
115,246
35,764
30,030
65,794
181,040
801,442
3.7
Comprehensive Review of Demand Forecast
The demand forecast was reviewed by utilizing Micro- and Macro-forecasting methods. As a
result, the demand forecast for 2025 based on the medium-growth scenario was 668,720 TEU
using micro forecasting, and 801,442 TEU with macro forecasting.
Although there is a difference between the two, through the micro forecasting of demand by
analyzing trends at each element, this survey has provided a basis for the promotion of further
analyses regarding project planning and profitability.
3.8
Demand Forecast of Inland Container Cargoes by Transport Mode
3.8.1
Modal Split in Base Case
(1)
Basic Assumptions
1)
Railway
The railway conditions are as follows: The frequency of trains for Tsumeb and for Windhoek is
the same at 12 per day.
!
!
!
!
!
!
There is only a single track with very few passing stations.

The condition of the track is not good. The rails are mostly of 30 kg/m between
Kranzberg and Tsumeb, whereas other rails including those of the newly built rail truck
are of 48 kg/m. The 30 kg/m rails are very old and partly fatigued so trains cannot be
operated at more than 10 km/hr on them between Kranzberg and Tsumeb.
Track rehabilitation, which will replace the 30 kg/g rails with 48 kg/m rails, is now
ongoing although very slowly. After rehabilitation, trains can be operated at 60 km/hr.
A radio system is used for signalling and telecommunication. When a train leaves a
station, the station master contacts the next station master by radio. He orders the train
driver to start the train after confirming there are no trains between the current station
and the next station.
The largest fleet for a train is 35 wagons.
The composition of wagon per train is split between break bulk, bulk and containers.
Passenger cars are coupled onto some trains.
3-40
!
!
2)
Chapter 3
Most trains stop at intermediate stations in order to shunt wagons.

The construction of a railway between Oshicango and Ondangawa on the Trans-Cunene
Corridor will be completed between 2010 and 2011. But railway construction plans on
the Tran-Caprivi Corridor and the Trans-Kalahari Corridor are yet to be consolidated.
Highway
Most highways of Namibia and neighbouring and land-locked countries are well maintained and
are partly under rehabilitation. The average speed on these highways is 60 km/hr.
(2)
Total Container Cargo Demand
Total container cargo is composed of landed cargo and shipped cargo, and is further classified
into road and rail. The shipped container cargo comprises deep sea (DSS) for the Southern
African Development Community (SADCS), which are exports and cross-border transit. The
landed container cargo also comprises deep sea (DSL) and SADCL, which are imports and
cross-border transit.
(3)
Modal Split of Total Container Cargo
The modal split of railway and road for shipped container cargo for the year of 2009 is
estimated on the basis of the growth rate of shipped container cargo for the period between 2007
and 2008 because a high, sharp growth is predicted in comparison to the growth rate for the
period between 2005 and 2007. After 2010, it is assumed that the railway demand of the shipped
container cargo will increase by the growth rate of total demand for shipped container cargo and
that of the landed container cargo will increase by the growth rate of total demand for landed
container cargo respectively.
The result of the modal split between rail and road of total container cargo is shown in Tables
3.8.1 and 3.8.2.
Table 3.8.1 Modal Split of Total Container Cargo
(Unit : TEU)
Year
2006
2007
2008
2010
2015
2020
2025
Road
21,161
26,194
39,979
48,716
74,897
118,757
155,277
Shipped
Rail
1,921
1,701
1,579
1,924
2,959
4,691
6,134
Subtotal
23,082
27,895
41,558
Road
20,153
24,393
36,775
46,102
74,671
108,791
148,274
Landed
Rail
4,083
5,839
5,398
6,767
10,961
15,969
21,765
Subtotal
24,236
30,232
42,173
52,870
85,632
124,761
170,039
50,640
77,855
123,448
161,410
Source : Data from 2006 to 2008 is based on Statistics Division of Namport.
Road
41,314
50,587
76,754
94,818
149,568
227,548
303,551
Total
Rail
6,004
7,540
6,977
8,692
13,919
20,660
27,899
Total
47,318
58,127
83,731
103,510
163,488
248,209
331,449
Table 3.8.2 Modal Share of Total Container Cargo

(Unit : TEU)
Year
2006
2007
2008
2010
2015
2020
2025
Road
91.7
93.9
96.2
96.2
96.2
96.2
96.2
Shipped
Rail
8.3
6.1
3.8
3.8
3.8
3.8
3.8
Subtotal
100.0
100.0
100.0
100.0
100.0
100.0
100.0
Road
83.2
80.7
87.2
87.2
87.2
87.2
87.2
Landed
Rail
16.8
19.3
12.8
12.8
12.8
12.8
12.8
Subtotal
100.0
100.0
100.0
100.0
100.0
100.0
100.0
Road
87.3
87.0
91.7
91.6
91.5
91.7
91.6
Total
Rail
12.7
13.0
8.3
8.4
8.5
8.3
8.4
Total container cargo demand is broken down into transit and imports and exports.
3-41
Total
100.0
100.0
100.0
100.0
100.0
100.0
100.0
(4)
Chapter 3
Transit Container Cargo Demand
Transit container cargos are cross border containers and composed of landed cargo and shipped
cargo and are further classified into road and rail.
(5)
Modal Split of Transit Container Cargo
It is assumed that the railway demand of the shipped container cargo will increase by the growth
rate of total demand for shipped transit container cargo, and that of the landed container cargo
will increase by the growth rate of total demand for landed transit container cargo.
3.8.3 and 3.8.4.
Table 3.8.3 Modal Split of Transit Container Cargo
(Unit : TEU)
Year
Shipped
Rail
Road
Subtotal
Landed
Rail
Road
Subtotal
Total
Rail
Road
Total
2008
161
167
14,909
2,189
17,098
15,070
2,195
17,265
2010
2,094
83
20,342
2,986
23,328
22,436
3,069
25,505
2015
13,741
543
2020
42,279
1,670
2025
63,294
2,500
2,177
14,284
43,949
65,794
42,439
6,230
48,668
56,180
6,772
62,952
68,665
10,079
78,744
110,944
11,749
122,693
100,494
14,751
115,246
163,788
17,252
181,040
Table 3.8.4 Modal Share of Transit Container Cargo

(Unit : TEU)
Year
2008
2010
2015
2020
2025
Road
96.2
96.2
96.2
96.2
96.2
Shipped
Rail
3.8
3.8
3.8
3.8
3.8
Subtotal
100.0
100.0
100.0
100.0
100.0
Road
87.2
87.2
87.2
87.2
87.2
Landed
Rail
12.8
12.8
12.8
12.8
12.8
Subtotal
100.0
100.0
100.0
100.0
100.0
Road
87.3
88.0
89.2
90.4
90.5
Total
Rail
12.7
12.0
10.8
9.6
9.5
Total
100.0
100.0
100.0
100.0
100.0
(6)
Imports and Exports Container Cargo Demand
Import and export container cargo are further classified into road and rail respectively. The
export (shipped) container cargo comprises of that for DSS and for SADCS. The import
(landed) container cargo also comprises of that for DSL, SADCL and cross-border.
(7)
Modal Split of Import and Exports Container Cargo
It is assumed that the railway demand of the exports container cargo will increase by the growth
rate of total demand for the exports container cargo and that of the imports container cargo is
assumed to increase by the growth rate of total demand for imports container cargo respectively.
3.8.5 and 3.8.6.
3-42
Chapter 3
Table 3.8.5 Modal Split of Import and Export Container Cargo

(Unit : TEU)
Year
2008
2010
2015
2020
2025
Shipped(Exports)
Road
Rail
Subtotal
39,818
1,573
41,391
46,621
1,842
48,463
61,156
2,416
63,571
76,478
3,021
79,499
91,983
3,633
95,616
Landed(Imports)
Road
Rail
Subtotal
21,865
3,210
25,075
25,760
3,781
29,542
32,233
4,731
36,964
40,126
5,890
46,017
47,780
7,014
54,793
Road
61,684
72,382
93,388
116,604
139,763
Total
Rail
4,782
5,623
7,147
8,911
10,647
Total
66,466
78,005
100,535
125,515
150,410
Table 3.8.6 Modal Share of Imports and Exports Container Cargo

(Unit : TEU)
Year
2008
2010
2015
2020
2025
Road
96.2
96.2
96.2
96.2
96.2
Shipped
Rail
3.8
3.8
3.8
3.8
3.8
Subtotal
100.0
100.0
100.0
100.0
100.0
Landed
Rail
12.8
12.8
12.8
12.8
12.8
Road
87.2
87.2
87.2
87.2
87.2
Subtotal
100.0
100.0
100.0
100.0
100.0
Road
92.8
92.8
92.9
92.9
92.9
Total
Rail
7.2
7.2
7.1
7.1
7.1
Total
100.0
100.0
100.0
100.0
100.0
(8)
Demand Forecast by Corridor
The trans-corridors of the Port of Walvis Bay are essential routes for the development of the
Port of Walvis Bay. In this study, a modal split analysis for the main three trans-corridors, which
are Trans-Cunene Corridor, Trans-Caprivi Corridor and Trans-Kalahari Corridor, is performed.
1)
Setting Up of Share of Container Cargo Demand by Corridor
The share of container cargo demand by corridor is estimated on the basis of an OD matrix of
cross border container cargoes landed in 2008 while that of cross border container cargoes
shipped is negligible at 164 TEU. The share by corridor after 2008 is set up on the basis of the
share of GDP of countries influenced by each corridor as shown in the following table:
Table 3.8.7 Share of Container Cargo Volume by Corridor
(Unit : %)
Names of Corridor
2008 (TEU)
2008
2015
2020
2025
Trans-Cunene Corridors
29,728
82.0
82.5
83.0
83.5
6,163
17.0
16.6
16.2
15.8
363
1.0
0.8
0.8
0.7
36,254
100.0
100.0
100.0
100.0
Tarns-Kalahari Corridor
Total
Source : TEU and share is based on the Statistics Division of Namport
2)
Setting Up of Railway Share of by Corridor
The railway share by corridor is set up on the basis of time series data of TransNamib during the
period from 2004 to 2008 as shown in Table 3.8.8. The share of the Trans-Cunene Corridor is
predicted to increase from 80.9% in 2008 to 83.9% in 2025.
3-43
Chapter 3
Table 3.8.8 Projection of Railway Share by Corridor

(Unit : %)
Year
Trans-Cunene Trans-Caprivi Trans-Kalahari

Corridor
Corridor
Corridor
Total
2004
77.3
22.7
100.0
2005
81.0
19.0
100.0
2006
86.0
14.0
100.0
2007
86.0
14.0
100.0
2008
80.9
19.1
0.1
100.0
2010
81.9
19.0
0.1
100.0
2013
81.5
18.4
0.1
100.0
2015
81.9
18.0
0.1
100.0
2020
82.9
18.0
0.1
100.0
2025
83.9
16.0
0.1
100.0
Source : 1.Ttansnamib, 2004-2008

2. The JICA Study Team projected for 2009-2025
3)
Demand Forecast by Corridor and by Mode
On the basis of assumptions for (i) the share of container cargo demand by corridor and (ii) the
railway share by corridor mentioned, the modal split of transit container cargo and that of
imports and exports container cargo are forecasted.
The summary of the forecast is shown in Tables 3.8.9 and 3.8.10.
3-44
Chapter 3
Table 3.8.9 Demand Forecast of Inland Container Cargoes

by Mode and by Corridor (Base Case)
(Unit :TEU)
Corridor/Section
Directions
Category
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Trans-Caprivi Corridors
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Windhoek Imports
Total
The Port of Walvis Bay Windhoek
Transit
Windhoek to PWB Exports
Total
From/To PWB
Modes
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
3-45
2008
2015
2020
2025
1,770
5,102
8,356
12,376
12,251
31,940
45,929
59,151
14,020
37,042
54,285
71,527
1,542
2,302
2,900
3,495
10,671
15,811
19,785
23,680
12,213
18,113
22,686
27,175
3,311
7,404
11,256
15,872
22,922
47,751
65,714
82,831
26,233
55,155
76,970
98,702
445
1,384
2,098
132
8,816
25,758
33,666
137
9,261
27,142
35,764
126
196
248
302
3,232
4,993
6,281
7,598
3,358
5,189
6,528
7,899
131
640
1,632
2,399
3,364
13,809
32,038
41,263
3,495
14,449
33,671
43,663
417
1,121
1,713
2,360
2,490
10,022
20,335
35,671
2,907
11,143
22,048
38,031
363
506
595
667
2,169
3,139
3,833
4,476
2,532
3,645
4,428
5,142
779
1,627
2,308
3,027
4,659
13,161
24,168
40,146
5,439
14,788
26,476
43,173
98
284
400
27
4,672
15,715
28,329
28
4,769
15,999
28,729
30
43
51
58
667
1,001
1,223
1,437
696
1,044
1,274
1,495
31
141
335
458
694
5,673
16,938
29,766
725
5,814
17,273
30,224
10
15
169
477
2,401
5,673
171
483
2,411
5,688
147
195
215
224
149
198
219
228
14
19
316
671
2,616
5,897
320
680
2,630
5,916
254
807
1,299
254
808
1,301
41
56
63
66
41
57
63
66
42
310
869
1,365
43
311
871
1,367
2,189
14,909
17,098
6,230
42,439
48,668
10,079
68,665
78,744
14,751
100,494
115,246
3,210
4,731
5,890
7,014
21,865
32,233
40,126
47,780
25,075
36,964
46,017
54,793
5,398
10,961
15,969
21,765
36,775
74,671
108,791
148,274
42,173
85,632
124,761
170,039
6
161
167
543
13,741
14,284
1,670
42,279
43,949
2,500
63,294
65,794
1,573
2,416
3,021
3,633
39,818
61,156
76,478
91,983
41,391
63,571
79,499
95,616
1,579
2,959
4,691
6,134
39,979
74,897
118,757
155,277
41,558
77,855
123,448
161,410
6,977
13,919
20,660
27,899
76,754
149,568
227,548
303,551
83,731
163,488
248,209
331,449
Chapter 3
Table 3.8.10 Modal Share of Inland Container Cargoes

by Mode and by Corridor (Base Case)
U it : %)
Corridor/Section
Directions
Category
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Windhoek
Imports
Total
Transit
Windhoek to PWB
Exports
Total
From/To PWB
Modes
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
3-46
2008
2015
2020
2025
12.6
13.8
15.4
87.4
86.2
84.6
17.3
82.7
100.0
100.0
100.0
100.0
12.6
12.7
12.8
12.9
87.4
87.3
87.2
87.1
100.0
100.0
100.0
100.0
12.6
13.4
14.6
16.1
87.4
86.6
85.4
83.9
100.0
100.0
100.0
100.0
3.7
4.8
5.1
5.9
96.3
95.2
94.9
94.1
100.0
100.0
100.0
100.0
3.7
3.8
3.8
3.8
96.3
96.2
96.2
96.2
100.0
100.0
100.0
100.0
3.7
4.4
4.8
5.5
96.3
95.6
95.2
94.5
100.0
100.0
100.0
100.0
14.3
10.1
7.8
6.2
85.7
89.9
92.2
93.8
100.0
100.0
100.0
100.0
14.3
13.9
13.4
13.0
85.7
86.1
86.6
87.0
100.0
100.0
100.0
100.0
14.3
11.0
8.7
7.0
85.7
89.0
91.3
93.0
100.0
100.0
100.0
100.0
4.3
2.0
1.8
1.4
95.7
98.0
98.2
98.6
100.0
100.0
100.0
100.0
4.3
4.1
4.0
3.8
95.7
95.9
96.0
96.2
100.0
100.0
100.0
100.0
4.3
2.4
1.9
1.5
95.7
97.6
98.1
98.5
100.0
100.0
100.0
100.0
1.3
1.3
0.4
0.3
98.7
98.7
99.6
99.7
100.0
100.0
100.0
100.0
1.3
1.4
1.6
1.8
98.7
98.6
98.4
98.2
100.0
100.0
100.0
100.0
1.3
1.3
0.5
0.3
98.7
98.7
99.5
99.7
100.0
100.0
100.0
100.0
0.4
0.5
1.7
2.5
99.6
99.8
99.8
99.8
100.0
100.0
100.0
100.0
0.4
0.4
0.5
0.5
99.6
99.6
99.5
99.5
100.0
100.0
100.0
100.0
0.4
0.3
0.2
0.2
99.6
99.7
99.8
99.8
100.0
100.0
100.0
100.0
12.8
87.2
100.0
12.8
87.2
100.0
12.8
87.2
100.0
12.8
87.2
100.0
12.8
12.8
12.8
12.8
87.2
87.2
87.2
87.2
100.0
100.0
100.0
100.0
12.8
12.8
12.8
12.8
87.2
87.2
87.2
87.2
100.0
100.0
100.0
100.0
3.8
96.2
100.0
3.8
96.2
100.0
3.8
96.2
100.0
3.8
96.2
100.0
3.8
3.8
3.8
3.8
96.2
96.2
96.2
96.2
100.0
100.0
100.0
100.0
3.8
3.8
3.8
3.8
96.2
96.2
96.2
96.2
100.0
100.0
100.0
100.0
8.3
8.5
8.3
8.4
91.7
91.5
91.7
91.6
100.0
100.0
100.0
100.0
3.8.2
Chapter 3
High Growth Case Promoted by Railway Transport
The high growth case is considered through a combination of measures for increasing the
number of trains (transport capacity) as shown in the following table.
Table 3.8.11 Measures for Increasing the Number of Trains (Transport Capacity)
Increase of
Number of Train
(Frequncy)
Measures
1. Track Rehabilitation
1-1 Restore to the level of some years ago %Ave 30km/h#
1-2 Speed up %Ave 60km/h#
2. Addition of passing stations
2-1 Additional passing stations
2-2 Restore to the level of some years ago + Addition of passing stations
2-2 Speed up +Addition of passing stations
3. Improvement of signalling system
3-1 Introduce of automatic block system
3-2 Introduce of CTC
4. Improvement of alignment
4-1 Improvement of small radius curve and steep slope
2
3
2
3
4
5
6
1.5
Source: The JICA Study Team

Note: 5 or 6 tarin per difrection per day in the busiest section.
In this study, the high growth case is set up using the following measures:
!
!
Additional passing stations (2-1) are built by 2013. The capacity of trains will increase
by two times.
Track rehabilitation to restore to levels of some years ago (Average speed 30 km/h)
(1-1) will be completed by 2020. The capacity of trains will increase by three times.
The result of the forecast is summarized shown in the following tables.
3-47
Chapter 3
Table 3.8.12 Demand Forecast of Inland Container Cargoes

by Mode and by Corridor (High Growth Case of Railway)
(Unit : TEU)
Corridor/Section
Directions
Category
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
Total
Transit
Total
From/To PWB
Modes
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
3-48
2008
2015
2020
2025
1,770
10,204
25,067
37,129
12,251
29,947
40,291
59,101
14,020
40,151
65,358
96,230
1,542
4,603
8,701
10,485
10,671
13,510
13,985
16,690
12,213
18,113
22,686
27,175
3,311
14,807
33,768
47,615
22,922
43,457
54,275
75,791
26,233
58,264
88,043
123,405
889
4,153
6,293
132
10,895
32,324
48,645
137
11,784
36,478
54,938
126
391
743
905
3,232
4,797
5,785
6,994
3,358
5,189
6,528
7,899
131
1,281
4,897
7,198
3,364
15,693
38,109
55,639
3,495
16,973
43,006
62,837
417
2,243
5,140
7,081
2,490
5,836
7,616
11,128
2,907
8,079
12,757
18,209
363
1,012
1,784
2,000
2,169
2,633
2,644
3,143
2,532
3,645
4,428
5,142
779
3,254
6,925
9,080
4,659
8,469
10,260
14,271
5,439
11,723
17,184
23,351
195
852
1,200
27
2,176
6,268
9,195
28
2,371
7,120
10,395
30
86
152
173
667
958
1,122
1,322
696
1,044
1,274
1,495
31
281
1,004
1,373
694
3,134
7,390
10,518
725
3,415
8,394
11,890
12
30
44
169
426
600
762
171
438
630
807
10
12
147
192
208
215
149
198
219
228
18
41
57
316
618
808
978
320
636
849
1,035
127
347
453
129
352
461
41
56
62
65
41
57
63
66
42
184
409
518
43
185
415
527
2,189
14,909
17,098
12,459
36,209
48,668
30,238
48,506
78,744
44,254
70,991
115,246
3,210
9,463
17,670
21,041
21,865
27,501
28,346
33,753
25,075
36,964
46,017
54,793
5,398
21,922
47,908
65,295
36,775
63,710
76,853
104,744
42,173
85,632
124,761
170,039
6
161
167
1,086
13,199
14,284
5,010
38,939
43,949
7,501
58,293
65,794
1,573
4,831
9,063
10,900
39,818
58,740
70,436
84,716
41,391
63,571
79,499
95,616
1,579
5,917
14,073
18,401
39,979
71,938
109,375
143,009
41,558
77,855
123,448
161,410
6,977
27,839
61,981
83,696
76,754
135,649
186,227
247,754
83,731
163,488
248,209
331,449
Chapter 3
Table 3.8.13 Modal Share of Inland Container Cargoes

by Mode and by Corridor (High Growth Case of Railway)
(Unit %)
Corridor/Section
Directions
Category
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
PWB to Inland
Imports
Total
Transit
Iland to PWB
Exports
Total
Transit
Total
Transit
Total
From/To PWB
Modes
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
Railway
Truck
Subtotal
3-49
2008
2015
2020
2025
12.6
25.4
38.4
87.4
74.6
61.6
38.6
61.4
100.0
100.0
100.0
100.0
12.6
25.4
38.4
38.6
87.4
74.6
61.6
61.4
100.0
100.0
100.0
100.0
12.6
25.4
38.4
38.6
87.4
74.6
61.6
61.4
100.0
100.0
100.0
100.0
3.7
7.5
11.4
11.5
96.3
92.5
88.6
88.5
100.0
100.0
100.0
100.0
3.7
7.5
11.4
11.5
96.3
92.5
88.6
88.5
100.0
100.0
100.0
100.0
3.7
7.5
11.4
11.5
96.3
92.5
88.6
88.5
100.0
100.0
100.0
100.0
14.3
27.8
40.3
38.9
85.7
72.2
59.7
61.1
100.0
100.0
100.0
100.0
14.3
27.8
40.3
38.9
85.7
72.2
59.7
61.1
100.0
100.0
100.0
100.0
14.3
27.8
40.3
38.9
85.7
72.2
59.7
61.1
100.0
100.0
100.0
100.0
4.3
8.2
12.0
11.5
95.7
91.8
88.0
88.5
100.0
100.0
100.0
100.0
4.3
8.2
12.0
11.5
95.7
91.8
88.0
88.5
100.0
100.0
100.0
100.0
4.3
8.2
12.0
11.5
95.7
91.8
88.0
88.5
100.0
100.0
100.0
100.0
1.3
2.8
4.8
5.5
98.7
97.2
95.2
94.5
100.0
100.0
100.0
100.0
1.3
2.8
4.8
5.5
98.7
97.2
95.2
94.5
100.0
100.0
100.0
100.0
1.3
2.8
4.8
5.5
98.7
97.2
95.2
94.5
100.0
100.0
100.0
100.0
0.4
0.8
1.4
1.6
99.6
99.2
98.6
98.4
100.0
100.0
100.0
100.0
0.4
0.8
1.4
1.6
99.6
99.2
98.6
98.4
100.0
100.0
100.0
100.0
0.4
0.8
1.4
1.6
99.6
99.2
98.6
98.4
100.0
100.0
100.0
100.0
12.8
87.2
100.0
25.6
74.4
100.0
38.4
61.6
100.0
38.4
61.6
100.0
12.8
25.6
38.4
38.4
87.2
74.4
61.6
61.6
100.0
100.0
100.0
100.0
12.8
25.6
38.4
38.4
87.2
74.4
61.6
61.6
100.0
100.0
100.0
100.0
3.8
96.2
100.0
7.6
92.4
100.0
11.4
88.6
100.0
11.4
88.6
100.0
3.8
7.6
11.4
11.4
96.2
92.4
88.6
88.6
100.0
100.0
100.0
100.0
3.8
7.6
11.4
11.4
96.2
92.4
88.6
88.6
100.0
100.0
100.0
100.0
8.3
17.0
25.0
25.3
91.7
83.0
75.0
74.7
100.0
100.0
100.0
100.0
3.8.3
Chapter 3
Train Operation Plan
Based on the foregoing section, the frequency of the freight trains of each corridor in the high
growth case is calculated in this section.
The trains for containers should be dedicated trains only for containers that go to the assigned
destinations directly in order to reduce the time required as much as possible.
(1)
The railway demand forecast of the Trans-Cunene Corridor is shown in the following table.
Table 3.8.14 Demand Forecast of Container Cargoes of
Trans-Cunene Corridor by Railway
(Unit: TEU)
PWB to Inland
Inland to PWB
Transit
Import
Subtotal
Transit
Export
Subtotal
Total
2008
1,770
1,542
3,311
5
126
131
3,442
2015
10,204
4,603
14,807
889
391
1,281
16,088
2020
25,067
8,701
33,768
4,153
743
4,897
38,665
2025
37,129
10,485
47,615
6,293
905
7,198
54,812
The frequency of the freight train is determined by inbound traffic since there is more inbound
cargo than outbound cargo in the Port of Walvis Bay.
From the above table, the average daily frequency of the dedicated train for containers along the
Trans-Cunene Corridor each year is as follows3:
2015: 14,807 TEU 300 days 70 TEU/train = 0.7 trains a day
(2)
The railway demand forecast of the Trans-Caprivi Corridor is shown in the following table.
Table 3.8.15 Demand Forecast of Container Cargos of
Trans-Caprivi Corridor by Railway
(Unit: TEU)
PWB to Inland
Inland to PWB
Transit
Import
Subtotal
Transit
Export
Subtotal
Total
2008
417
363
779
1
30
31
810
2015
2,243
1,012
3,254
195
86
281
3,536

3
The maximum number of TEU per train is assumed to be as follows:

The maximum numbers of wagons a train: 35 cars
The maximum length of a train:
525 m (35 cars15 m)
The maximum TEU of containers a train:
70 TEU (2 TEU/car)
3-50
2020
5,140
1,784
6,925
852
152
1,004
7,929
2025
7,081
2,000
9,080
1,200
173
1,373
10,453
Chapter 3
From the above table, the average daily frequency of the dedicated train for containers for the
Trans-Caprivi Corridor each year is as follows:
2015:
2020:
2025:
3,254 TEU 300 days 70 TEU/train = 0.2 trains a day

There is little container traffic so that it may not be necessary to operate a dedicated train for
containers every day. If a freight train does not depart until sufficient containers for one
mono-destination train gather, many forwarders will use trucks instead and the share of railway
transportation will not increase since the arrival time is unclear. Therefore, containers may be
carried to Tsumeb with other cargo every day and trans-loaded to trucks there. The distance
between Grootfontein and Tsumeb is just 50 km and it takes an hour by truck.
(3)
The railway demand forecast of the Trans-Kalahari Corridor is shown in the following table.
Table 3.8.16 Demand Forecast of Container Cargos of
Trans-Kalahari Corridor by Railway
(Unit: TEU)
PWB to Inland
Inland to PWB
Transit
Import
To Windhoek
Subtotal
Transit
Export
From Windhoek
Subtotal
Total
2008
2
2
1,303
1,307
0
0
1,138
1,138
2,446
2015
12
6
3,842
3,860
1
0
4,371
4,372
8,233
2020
30
10
7,175
7,216
5
1
8,199
8,250
15,420
2025
44
12
8,543
8,600
8
1
9,861
9,870
18,470
From the above table, the average daily frequency of the dedicated train for containers for the
Trans-Kalahari Corridor each year is as follows:
The traffic volume is 8,543 TEU including traffic up to Windhoek in 2025. It is low enough that
container-dedicated trains are unnecessary. Although the railhead of the Trans-Kalahari Corridor
is Gobabis, containers are transported together with other domestic cargos up to Windhoek and
trans-loaded to trucks there.
3-51
(4)
Chapter 3
Required Capacity of the New Railway Container Terminal
The average frequency of the freight train each day is as follows:

Table 3.8.17 Average Frequency of Freight Trains per Day by Corridor
(Unit: # of trains)
2015
0.7
0.2
0.2
1.1
Total
2020
1.6
0.3
0.3
2.2
2025
2.3
0.4
0.4
3.1
The required handling capacity of the new railway container terminal is 1 to 2 trains a day in
2015 and 3 to 4 trains a day in 2025. Details of the capacity of the railway container terminal are
described in Chapter 4.
3-52
Chapter 4
Review of Feasibility of Container Terminal Development

Plan 2008
4.1
Principles in Developing a Container Terminal
4.1.1
Pros and Cons of Walvis Bay as Container Hub Port
In addition to a favourable cultural/educational background, and political and social stability, the
advantages of the Port of Walvis Bay are the following:
Efficient port operation: Waiting time for calling ships to berth is virtually zero. Loading and
unloading are very efficient with the use of travelling shore cranes run by skilled operators. Gate
control is also effective, as no significant queuing is observed. Efficiency might be affected by
the shortage of stacking yards if the container throughput continues to increase. No additional
documentation is required for custom clearance.
Good infrastructure for land transport: Roads are well maintained to and from the
hinterlands including the land-locked neighbouring countries. Railways are also functioning
even though their speed is partly limited to 10 km/hr. A modal shift from rail to truck and
vice-versa is exercised at each railway terminal.
Favourable natural conditions: The weather is very moderate; despite the frequent foggy
conditions, rainfall is minimal and storms are unrecorded. Oceanographically, there are no high
waves to hamper ship berthing and cargo handling. The port is usable almost throughout the
year. The maintenance of the navigational channel is easy because no siltation occurs except of
diatomaceous sediments, which are very soft and cause no harm to ship manoeuvring.
Geo-technically, dredging is easy and economical because dredged materials are sandy and
usable for reclamation.
Geographical location: The Walvis Bay is located between two very economically active
countries, namely South Africa and Angola, both of which are short of port facilities at present.
Walvis Bay is also the nearest port to the Port of Santos in Brazil, the largest port in the southern
hemisphere.
The disadvantages of the Port of Walvis Bay are as follows:
Small domestic market: The population of Namibia is about 2 million and its GDP per capita
is US$ 4,100 in 2008. The domestic market is rather small and export and import container
throughput of Namibia is not sizable enough to attract major shipping lines. Without providing
incentives to shipping lines, the Port of Walvis Bay is likely to lose transhipment cargo.
Port Development of Neighbouring Countries: South Africa and Angola have a huge
domestic market in comparison with Namibia and they are planning to develop their ports to
cope with their own economic growth. Their ports are potentially strong competitors to the Port
of Walvis Bay.
4.1.2
Strategic Points and Physical Principles
As discussed in Ports in Neighbouring Countries, several ports in the neighbouring countries

are extraordinarily congested because of rapid economic growth in recent years and poor port
facilities. However, some ports are planning to deepen their navigational channels and increase
the number of container terminals. In South Africa, a new container port is ready for operation.
4-1
Chapter 4
Under the current situation, taking into account the pros and cons, the following goals must be
achieved in developing the new container terminals.
Strategic points in development: Capture transhipment cargo from Cape Town; the most
active and successful container hub port along the coast of southern Africa is the Port of Cape
Town, which is the nearest port to Walvis Bay. The Port of Cape Town is therefore the biggest
rival port in the long term. The Port of Walvis Bay would be required to provide all its port
customers, including shipping lines, with better services than the Port of Cape Town.
Exploit the time lag until Angola commences her infrastructure developments: As the
congestion in the Port of Luanda in Angola is extraordinarily heavy and its port development
has not yet been blueprinted, the Port of Walvis Bay should exploit this situation as much as
possible in order to consolidate its position over the southern and south-eastern market of
Angola. To this end, Cunene and Caprivi Corridors have to be activated.
Upgrade railway transport for land-locked countries: In order to consolidate the vantage
position in transporting cargo to and from land-locked countries and, as a consequence, to
capture the transhipment cargo, the railway has to be upgraded. Economical and scheduled
railway transportation to and from the land-locked countries is mandatory. Angola, even though
not land-locked, is developing her railway for exporting minerals from the east coast of Africa.
The extension of the railways of Namibia into Angola will capture the container cargo to and
from the southern part of this neighbouring west coast country.
Ensure the shortest berthing time of container mother ships: As the domestic cargo of
Namibia are not sufficient for shipping lines to provide services using container mother ships, it
is necessary for the Port of Walvis Bay to ensure the least waiting time for berthing of container
mother ships.
Ensure minimal custom clearance: Particularly for transit cargoes to and from land-locked
countries, speedy custom clearance is necessary to consolidate the position of the Port of Walvis
Bay as a container hub port on the west coast of Africa.
From the discussions above, derived are the following goals for the physical development of the
new container terminal:
Deepen the port for larger ships: This is necessary for attracting Panamax container vessels
for Phase 1. These vessels will be the most popular type of container mother ships on the
southern African Coast. In the later future, it is very probable that an 8000 TEU post-Panamax
container vessel will call at the Port of Walvis Bay. Further deepening of the channel and basin
should be envisaged in planning the port expansion.
Provide a longer berth to minimize waiting time for berthing: One larger container mother
vessel will need more feeder container vessels which cannot call at the many ports that only
have shallow drafts of channels or quays. The new container terminal needs a longer berth
which can simultaneously accommodate one mother and one feeder container vessel.
Provide a railway terminal near to the maritime container terminal: In order to
consolidate the position of the Port of Walvis Bay as the gateway to land-locked countries, an
economical means of transportation has to be established. Railway transportation can provide
low cost services for land transport. The railway terminal must be built neighbouring the new
maritime container terminal.
4-2
Chapter 4
Provide a rubber-tyred gantry (RTG) crane system: Efficient services are mandatory for
transhipment cargo handling. An RTG system should be employed.
4.2
Layout of Facilities
4.2.1
Layout of Port Expansion
The layout of the expansion being envisaged is as follows:

Approach Channel: The alignment of the existing approach channel should be maintained, as
no ship manoeuvring issues for the Port of Walvis Bay have been reported. Economically too,
the existing approach channel should be used and deepened from CD !12.8 m 1 to !14.1 m on
average in order to minimize the dredging quantity. As the width of the existing channel is 134
m and is sufficient for Panamax vessels, no widening of the approach channel is required for
Phase 1. According to Permanent International Association of Navigation Congresses (PIANC)
Standards, the width should be more than 4 times that of the beam of the design vessel, i.e. 4 x
32.2 m = 128.8 m, which is less than the current channel width. The ship manoeuvring
simulation conducted by EIA Consultants has reportedly concluded the approach channel should
be slightly deepened toward the channel entrance as CD 14.0 m from Buoy 9 and Buoy 10 and
CD 14.5 m from Buoy 1 and Buoy 2 to offshore. No significant increase of the dredging
volume takes place in this concern.
Turning Basin: The new turning basin should be positioned in front of the new container
terminal. A calling container vessel will turn at this new turning basin and be berthed portside to
the new container terminal. From the long-term perspective, the water area between the new
container terminal and the existing berths has to be wide enough to turn an 8,000 TEU container
vessel. The diameter and depth of the turning basin for Phase 1 are determined to be 450 m and
CD !13.5 m, respectively. These dimensions are considered sufficient for Panamax container
vessels. The turning basin for 8,000 TEU container vessels will be located according to future
development by enlarging that of Phase 1 to 525 m in diameter and CD !15.5 m in depth. The
deepening of the front of the exiting berths up to CD !13.5 m is also recommended in Phase 1
development. The ship manoeuvring simulation conducted by EIA consultants has reportedly
confirmed the turning basin of these dimensions can provide safe stopping, turning and berthing
of a calling ship. It is confirmed also that the CD 13.5 m deep channel in front of the existing
berths is safe.
Alignment of Berths: The berth of the container terminals should be aligned straight, even in
future developments, to maximize the usage of the quay so that more vessels simultaneously can
unload/load their cargo and consequently reduce the waiting time for berthing. Determination of
the orientation of the berth alignment needs consideration of the future expansion of the port as
well as the volume balance between dredging and reclamation. The current alignment Namport
has envisaged is technically reasonable in consideration of the prevailing wind direction, which
is mostly south. The ship manoeuvring simulation has reportedly confirmed the safe berthing of
a calling ship.
Area required for Reclamation: The area of the container terminal is determined to be 370 m
in width and 408 m in depth at the rectangular part with a triangular annex of about 56,000 m2
as discussed in Planning and Layout of Container Terminal. The road in front of the container
terminal requires a 3 lane carriage and a pedestrian strip in each direction to accommodate
trucks queuing for gate control of the container terminal when the further expansion adjacent to
1
Namports survey reveals that the seabed elevation is CD !13.5 m on average, while the chart indicates
CD !12.8 m as the channel depth. The dredging quantity is computed according to the survey results.
4-3
Chapter 4
Phase 1 is taken into account. Each carriage lane is 4.0 m wide and each pedestrian strip is 2.0
m wide. On the both sides a space of 2.0 m width is provided for services like power supply,
water pipeline, and sewerage. As a result, the overall right of way is 32.0 m wide (2 x 3 x 4.0 m
(carriage way) + 2 x 2.0 m (pedestrian strips) + 2 x 2.0 m (space for services)) The railway
terminal, as discussed in Layout of Railway Terminal, requires 45.0 m width for the 3 rail
trucks (15.0 m) and yard for stacking and loading/unloading (30.0 m) of containers. As Namport
envisages a potential future expansion of the reclamation not only for additional container
terminals but also bulk cargo terminals, a 3.0 m strip should be reserved to this end. In addition,
in order to mitigate potential impacts to tourism caused by operation of a modernized container
terminal, a green belt having a width of 7.0 m should be provided. Slope protection will then
require a 5.0 m width for maintenance purposes.
As a result, the depth of the reclamation is estimated as shown below:
Maritime container terminal:
Right of way
Railway terminal:
Reservation for future use:
Green belt:
Slope protection:
Total:
408.0 m
32.0 m
45.0 m
3.0 m
7.0 m
5.0 m
500.0 m
The master plan layout is shown in Figure 4.2.1.

Causeway to Container Terminal: The causeway is located at the south of Berth No. 8. This is
the only location to minimize interference with the port operation.
As the causeway is located near to the entrance of the lagoon, the EIA Consultants have carried
out hydrodynamic and water-quality modelling. The modelling concludes that:
The new container terminal reduces the water exchange rates in the Lagoon due to
the artificial extension of the Lagoon neck. This occurs independent of the
development phase and is most distinct during spring tides and near the lagoon
entrance. The water refreshment rate in the Lagoon can not be positively influenced
by incorporation of open piled causeway or by dredging the Lagoon entrance.
Whether this is acceptable or not needs to be studied in the EIA.
Therefore, neither a bridge nor culverts will be incorporated in the causeway.
Right of way consisting of a 2 lane carriage way in each direction, a sideway along the slope
protection at the harbour side, pedestrian strips, and space for services will be 28.0 m wide (2 x
2 x 4.0 m (carriage way) + 4.0 m (sideway) + 2 x 2.0 m (pedestrian strip) + 2 x 2.0 m (space for
services). For the railway, a 15.0 m wide strip will be kept for 3 rail tracks, one each for the
passing train, for waiting and for locomotive movement.
As a result, the width of the causeway is estimated as shown below:
Slope protection harbour side: 5.0 m
Right of way:
28.0 m
Railway:
15.0 m
Reservation for future use:
3.0 m
Green belt:
9.0 m
Slope protection lagoon side:
5.0 m
Total:
65.0 m
4-4
Chapter 4
Source: Namport
Figure 4.2.1 Layout of Port Expansion Based on Master Plan of Namport
4-5
4.2.2
Chapter 4
Planning and Layout of Container Terminal
The layout for the container terminal was conceived while bearing in mind the efficiency and
safety of terminal operations in order to achieve maximum terminal output at reasonable cost.
(1)
Quay and Apron
Quay: Road traffic in Namibia is anchored to the keep left lane rule and for this reason all
vessels, in principle, will be docking portside along the berths. This mode of approach is simple,
efficient and safe as far as the layout of the terminal is concerned. Trailers from outside will
operate in a clockwise direction while yard trailers will operate in a counter clockwise direction
in order to maintain traffic orderliness and safety. As such, yard trailers will operate on the
apron from the stern towards the head of the vessel.
The quay length is estimated based on the anticipated size of container vessels to be
accommodated. The list of vessels passing off the coast of Namibia and expected to call at
Walvis Bay is described here as follows. These vessels are currently deployed in the east coast
of the South America/South Africa, Asia/West Africa and Europe/South Africa routes now.
Table 4.2.1 Expected Size of Container Vessels to Call at Walvis Bay
Shipping Line
CMA/CGM/Delmas
CSCL/Hapag/NMC
Gold Star
Maersk
MOL
PIL
MACS
Maruba
Ocean Africa C.L.
SAF Marine
DAL Deutsche
Nile Dutch
MSC
Route
E.Asia/W. Africa
Asia/W.Af. Express
S.Asia/Africa
Med./ECSA/W.Af.
Asia/W. Africa
SE. Asia/W. Africa
Asia/W.Africa 1
Asia/W.Africa 2
ECSA/W!S.Africa
W.Med./S.&W.Africa
N.Eur./W.& S.Africa
Asia/W.Africa
N.Eur./S.&W.Africa
S.&W.Africa
Eur./W.Africa
NE Asia/W.Africa
S./W.Africa
N.Eur./W.&S.Africa
W.Med./W.&S.Africa
Eur./W.Africa
ECSA/W.&S.Africa
N.Eur./S.W.Africa
Size of Vessels
1,895/2,506 TEU
2,061/2,169 TEU
1,641/2,262 TEU
1,700/2,824 TEU
2,109/2,546 TEU
1,512/1,793 TEU
2,226/2,574 TEU
2,824/3,854 TEU
1,678/1,768 TEU
1,369/1550 TEU
3,700/4,035 TEU
2,011/2,526 TEU
1,831/4,922 TEU
1,304/1,810 TEU
854/1,908 TEU
2,113 TEU
754/1,156 TEU
1,853/4,035 TEU
1,700/2,474 TEU
1,853 TEU
885/1,831 TEU
4,751/5,762 TEU
ECNA/S.Africa
S./W.Africa
2,480/3,389 TEU
949/1,597 TEU
No. of Vessels Deployed

9
6
11
4
5
7
8
9
4
4
6
9
8
9
8
4
MSC Oriane (at: 5,762
TEU is the largest)
-
Source: Compiled from a) Containerization International Year Book 2009; and b) International Transportation
Handbook 2009
Based on this list, the largest container vessel passing along the coast of Namibia appears to be
the Panamax type of container vessels and is expected to remain so for several years to come.
The development of a container terminal in Port of Walvis Bay is expected to attract shipping
lines to use the port, which is anticipated to generate a significant increase in containerized
cargo. The development is also anticipated to motivate many shipping lines to deploy larger
4-6
Chapter 4
capacity vessels in lieu of the small ones for economical operating reasons, and this is expected
to generate active competition among shipping lines along the west coast of Africa that would
bring about a considerable increase in vessel traffic along Walvis Bay.
A 550 m long berth is adopted to accommodate the simultaneous mooring of Panamax type and
2000 TEU class container vessels. The berthing length at 550 m is exclusive of the mooring bit
structures to be provided at both ends of the berthing facility. Only 200 m out of the 550 m long
quay will be provided with a 60 m wide apron at the northern section of the berthing structure.
To estimate the berth occupancy of the berth of the new container terminal, the distribution of
the ship call of each size is assumed in comparison with the actual calls in 2008 as shown
below:
!""#$%&'()%*#%+,-'./'0123'4566
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<777'=
<977
<977'=
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>777'=
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9777
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Figure 4.2.2 Assumed Frequency of Ship Calls

The assumptions for TEUs of each ship of varying sizes shipping and loading at the quay and
the time required for entering, berthing, de-berthing and departing are tabulated below:
Table 4.2.2 Required Time for Ship to Call New Container Terminal
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When the above assumptions are applied for the annual container throughput, the berth
occupancy (time needed from entering to departing the new container terminal divided by 365
days) is estimated as shown below:
4-7
B2$%
C5,1
M8H
H8>
V87
:78M
::8W
V8W
:78H
:;8;
:<8M
Chapter 4
R %)G1' Y,,#35 +,- ' 5 G' I %J' 4.+G5 2 +G%)' B%)$2 +5 6

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7F
Figure 4.2.3 Berth Occupancy at New Container Terminal

From the above graph, it is recommended that the full length of 550 m quay wall be built from
the beginning. Also concluded, ships will not significantly wait for berth until 2025, as the berth
occupancy rate in this year is estimated to be less than 60%.
Apron width: Three passing lanes for container trailers will be provided under the gantry
cranes. The lanes will be provided with pavement markings to ensure safety of cargo handling
operations. Multiple truck lanes are needed to serve as a lashers waiting area and temporary
stowage space during container handling operations.
All vehicles operating inside the terminal will be limited to a maximum speed of 20km/hr.
Systematic and properly regulated traffic routes will be implemented to provide expeditious,
efficient and safe terminal operations as shown in the schematic drawings hereafter.
The apron is 60 m wide and is to be provided with crane rails 30 m in gauge for the installation
of quayside gantry cranes to cater to container handling operations of Panamax type vessels.
Sufficient space will be provided at the back of gantry cranes for the placing of the vessels
hatch covers, and for turning around 40 foot container trailers, particularly for reefer containers.
(2)
Operation System
It is recommended that the new container terminal will adopt the RTG/yard trailer operation
system.
High operational efficiency in a limited yard is the primary merit of this system. Containers can
be stacked to 4 tiers high for simple and rapid operation with less container shifting operation
required. (The most popular RTG is of one-over-four type.)
The area for reclamation would be smaller with the use of RTG equipment as described
hereafter. An RTG yard will require some 36 sqm. per TEU while a straddle carrier system will
require an average space of some 40 sqm. per TEU in ground slot.
The disadvantage of the RTG system is in container shifting operation. RTG must remove
overriding containers several times if the lowest stowed containers are to be taken out.
In the RTG system yard, the following should be remarked:
4-8
!
!
!
!
(3)
Chapter 4
Heavy duty pavement is required only for RTG passage. Trailers will only require
lighter pavement for operation in the yard.
Maintenance and operation of RTG are simpler as compared with those of the straddle
carrier. The RTG also provides a higher efficiency rate of operation than the straddle
carrier.
RTG will operate on dedicated runways, so that traffic accidents due to collision will be
minimized, particularly when the yard layout planning is well-conceived.
A runway can accommodate more than two RTG units simultaneously thereby
increasing cargo handling efficiency.
Size of Yard
Container Yard: The whole yard will be divided into a north, centre and south block. The north
and centre blocks will be provided with 10 lanes including reefer container slots in lane F/J of
the centre block. The south block will be provided with 5 lanes including 1 reefer container slot
in lane E.
Three RTG traversing passages will be provided at the end of every container lane excluding the
extreme head of the south block. The north and centre container blocks will be provided with 6
slots and 22 bays, and the south container lane 6 slots and 24 bays in the lane A/D for dry
containers to be stacked with 5 tier-high containers. At the sixth tier, 4 units of slack space will
be provided to allow the shifting of the other containers in the same bay. The stowage will be
capable of swapping two 20 footers, whose locations can be shown in odd numbers, with one 40
foot container, whose location can be shown in even numbers on the ground.
At the extreme end of each north lane in the north block, an extra 5 foot space is provided for
the 45 foot container stowage. It appears that the number of 45 foot containers will continue to
increase on the European trading side since they are capable of accommodating 33 Euro
standard pallets, giving them a capacity of up to 25% more than ISO 40 foot containers.
All dry containers will be stored with the door facing the rear side of the chassis. It might be
worthwhile mentioning that, since the reefer units of reefer containers face the stern of the
vessel during navigation to avoid the intrusion of sea water, it is crucial that the reefer
containers should be turned around on the apron.
A passing lane between every two lanes will be provided in the yard, as shown in the drawings
for overtaking, so as not to impede container delivery by RTG.
Ground Slots and Stowage Capacity: Stowage capacity is estimated as follows:
Ground Slots in the basic RTG yard adjacent to 350m quay (north &centre block) are equal to
2,460 TEU and are calculated as follows:
Dry Container
Reefer Container
Lane No.
15
5
x
x
x
Slot No.
6
6
x
x
x
Bay No.
22
8 (40 ft.)
Total
=
=
1,980 TEU
480 TEU (240 FEU)
2,460 TEU
As the effectiveness of 85% of the ground slots is taken into account, the effective ground slots
are 2091 TEU.
Ground Slots in additional RTG yard adjacent to extended 200m quay (south block) is 672 TEU
and is calculated as follows:
4-9
Lane No.
4
1
Dry Container
Reefer Container
x
x
x
Slot No.
6
6
x
x
x
Bay No.
24
8 (40 ft.)
Total
=
=
Chapter 4
576 TEU
96 TEU (48 FEU)
672 TEU
Total Ground Slots = 3132 TEU Similarly, the effective ground slots are estimated as 2662
TEU.
The relation among the ground slots, RTG type used in the terminal, and the annual throughput
of containers in TEU is shown in the table below:
Table 4.2.3 Required Ground Slots vs. Type of RTG vs. Container Throughput
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In computing the relationship among them, the dwell time of various containers are assumed in
reference to the current actual dwell time as follows:
Import Containers:
Export Containers:
Transit Containers inbound:
Transit Containers outbound:
Transhipment Containers:
5 days
2 days
5 days (equal to import containers)
2 days (equal to export containers)
15 days per 2 TEU (as they will stay within the terminal)
From the table above, it is estimated that an RTG of the 1-over-four type will be able to handle
containers up to about 583,300 TEU, which is almost the same capacity of the berth to handle,
as the berth occupancy rate to handle this amount of containers is estimated as 61%. On the
other hand, RTG of a 1-over-5 type and 1-over-6 type will be able to handle containers to about
837,300 TEU and 1,091,500 TEU respectively. Therefore a RTG of the 1-over-four type is
recommendable. In this case, the capacity of the terminal is limited by the yard capacity up to
583,300 TEU. The demand is considered to reach to the yard capacity in 2026 from the above
table. Also from the table above, the south block has to be completed by the end of 2015 at
latest.
When Phase 2 is completed, the whole length of the berth will be 1,100 m. Then, the berth can
handle more throughput, as more ships can be accommodated due to its continuity to the
neighbouring quay. To this end, RTG of 1-over-5 type may gradually replace the 1-over-4 type
in future.
As a result, the throughput capacity of the container terminal is estimated to be 583,300 TEU
per annum. For estimated throughput exceeding terminal capacity from 2027 onwards,
additional facilities like a quay and stacking yard should be constructed as Phase 2.
4-10
Chapter 4
Among the estimated 583,300 TEU, it is estimated that 57.6% comprises foreign transhipment
containers and 42.4% transit and local containers. 77.9% of containers (transhipment, transit
outbound and export containers) will be stacked in the space proximate to the apron.
Additionally, the following space will be provided outside of the RTG covering yard zone.
Provisional space for reefer containers: 4 Slots x 20 Bays (40FT) = 80 FEU 160 TEU
Empty container (In the south triangle area):
178 TEU
The terminal operation will be carried out as follows:
!
!
(4)
Transhipment containers will be stored in seaside lanes, while local/transit containers

will be stored on the terminal gate side. Imported transit containers will be hauled
directly from a vessel docked alongside the railway sidings, and containers to be
exported will be transported from the railway wagon to the nominated location in the
stacking yard, taking into consideration the vessels stowage plan.
External trailers will turn around from/to the Container Checking Gate for the delivery
of local containers. There is no need for them to enter the seaside lane, and this prevents
any hindrances to yard trailers.
The Empty Container Depot (ECD) will be located in the vicinity of the terminal office.
They will be stacked by size, kind, and according to shipping line. Reach stackers
and/or forklifts with side-spreaders will be used for delivery of empty containers.
The Reefer container lane will be secured in F/J lane in the centre block and in E lane in
the south block, in proximity to the maintenance shop, in order to facilitate the
monitoring and repair of reefer containers by mechanics and electricians when needed.
The numbers of reefer receptacles and scaffolds will be determined.
The quantity of the receptacles will be determined based on the movement of frozen
containerized goods in 2008. (The two systems commonly adopted worldwide for
temperature measuring are the Pre-Recorder and Digital Recording systems.)
The procedure to be adopted for temperature monitoring will be the individual system.
Yard Equipment
Quay Gantry Crane (QGC): Initially 3 units will be installed to cater to Panamax size vessels
at the beginning of operations. The QGC will have an outreach capable of handling 13 rows of
containers on the ships deck and a gauge of 30m.
The numbers of gantry cranes to be installed is estimated with the following assumptions:
Annual maintenance of the equipment: 14 days @ Working ratio of 60%.
Productivity: one round @ 3 minutes, 20 units per hour.
Annual productivity rate per crane: (365 days14 days) x 60% x 24hrs x 20 u. = 101,080
On this calculation, one quay gantry crane would be installed after exceeding 100,000 units in
container operations.
Currently, there is no market in the West coast of Africa to justify the provisions of a QGC for
post-Panamax vessels. However, in the event that it will be needed in the future, appropriate
QGC could be provided on the crane rails that were previously installed for Panamax vessels.
Rubber Tired Gantry Crane (RTG): 8 units of 1-over-5 are to be installed. The most popular
and desirable type is the 77 feet span with 16 wheels.
4-11
Chapter 4
Two RTGs will be allocated for one quay gantry crane. A total of 6 RTGs will be allocated for 3
QGCs. The other 2 RTGs will be allocated for local and rail transit container delivery.
Additional RTGs would be provided as additional gantry cranes are introduced.
Yard Trailer: 17 head units and 20 chassis units shall be provided or a total of 17 trailers and 3
spare chassis.
4 trailers will be allocated for one quay gantry crane or a total of 12 trailers for 3 quay gantry
cranes.
3 trailers will be allocated for railway terminal haulage.
2 trailers and 3 additional chassis will be allocated for over-wide or over-high containers,
animal/plant inspection, and spares.
These tractor heads should have more powerful engines than usual ones as well as simple
couplers for the chassis due to rapid acceleration, deceleration, and frequent
coupling/decoupling during operations.
The chassis should have strong steel beams applicable for both 40FT and 20FT and convertible
container flippers on six corners and centres without twist locks.
Reach Stacker: Two of the reach stackers currently in use will be relocated to the railway yard
and Empty Container Depot (ECD). At the end of their service life, it is desirable to replace
some of them with high-mast side lifting type forklifts in ECD. This type of equipment can
handle up to 6 to 10 stacked containers. Reach stackers will also be used at the reefer container
stowage site close to the maintenance shop.
Multipurpose fork lift: Three units of 35 tonne capacity forklifts will be provided in the
maintenance shop. These will be used for maintenance and repair work for heavy vehicles and
various other uses.
(5)
Buildings and Other Facilities
Terminal Operations Office: This building, which will be located directly opposite the
terminal main gate, will house terminal operation personnel except for those involved with
maintenance and stevedores as they have their own separate offices. The terminal operations
office will be provided with compartments for members of the managing unit, documentations
department, operations department, and computer facilities among other amenities to facilitate
24 hour continuous operation of the terminal.
The office will be provided with parking spaces for customers including shippers, consignees,
customs brokers, forwarders and truckers.
Yard Control Room: The yard control room will be surrounded by transparent glass and will
be located on the top floor of the terminal operations office. The yard controllers should be able
to observe the stacking yard and berthing areas, and give instructions to all the yard workers and
crane operators/truck drivers by monitoring information from the container checking gate and
the working procedure plan.
Container Checking Gate: The checking gate is the dividing line of responsibility between the
terminal side and the cargo side. Container inspectors are tasked to examine outlook conditions
of the containers and to check whether the container seals are intact on the container doors.
4-12
Chapter 4
Only one terminal gate in one location will be provided to facilitate inspection of container
vehicles and other cars used by customers coming to the terminal office so as to ensure that
security is maintained at all times. Yard trailers hauling containers to and from the railway
sidings will pass through this gate.
The checkers together with the truck drivers will verify the condition of the container and seals
for any damage, and whether the Equipment Interchange Receipt (EIR) is duly signed, whereas
for reefer containers, the inside temperatures will be confirmed by checkers and drivers.
Each gate lane will be provided with a processing booth to be installed on the elevated platform
alongside the checking lanes. Weighing scales will be installed in certain selected in-lanes for
the checking the cargo payload of containers for compliance with safety requirements and the
formulation of the stowage plan on board the vessel to be prepared by the GM and individual
discharging ports. The checking gate will be provided with overhead catwalks to facilitate the
inspection of container roofs by checkers.
Three gate lanes for entrance and three gate lanes for exit for a total of six lanes will be
provided for flexible use when preparing for a rush of container deliveries. Wide passages will
also be provided to the checking gate to cater to oversized cargo and heavy equipment and
machinery that cannot pass through the checking gate.
The number of gate lanes needed is estimated as follows:
Anticipated number of local containers for import/export: 83,472 TEU
Ratio of 40FT : 20FT = 1.53
Gate operating hours: 8 hrs/day
83,472 TEU / 1.53 = 54,557 boxes
54,557 Boxes / 52 weeks / 7 days / 8 hours / 3 lanes = 6.25 boxes (trailers)
As it takes an average of four minutes for an external trailer to pass through the gate, each lane
will be occupied for 25 minutes (4 minutes x 6.25 trailers) in an hour for documentation
processing, and container inspection to be cleared in 8 hours during daytime operations.
Transit containers will be transported on land as Overland Transportation (OLT). Their
documentation and inspection are made at the terminal station in case of railway or at the Inland
Container Depot (ICD) in case of trucks, where the carriers responsibility of containers
terminates. Transit containers will not take time at the container checking gate of the (marine)
container terminal.
Therefore, the six truck lanes are sufficient to control all the outgoing and incoming containers
through the checking gate during the daytime operations.
Maintenance Shop: The container terminal will be provided with a maintenance shop for
repair and maintenance of all yard equipment and facilities including vehicles used in the
terminal. The shop will be equipped with an overhead crane for lifting heavy objects and a
trench-pit for the inspection of the under-panelling of vehicles.
Similarly, the RTGs will be maintained in a depot adjacent to the maintenance shop.
Electricians will monitor the required temperature of reefer containers that are stacked in the
reefer container lanes G and H and in the provisional stowage area close to the maintenance
shop. They will also perform the Pre Trip Inspection (PTI) just before delivering empty reefer
4-13
Chapter 4
containers for export. In accordance with requests from customers, repairs of reefer container
units will be carried out.
Offices, spare parts storage, and other amenities for persons in charge of maintenance will be
established in the shop.
RTG Traversing Passage: Three traversing passages for the RTGs will be provided at the end
and centre of each block excluding the south head of the south block. The extended F lane
passage to the south will reach the side of the maintenance shop up to the maintenance depot of
the RTGs.
RTG Depot: A depot will be provided adjacent to the maintenance shop to cater to the
maintenance of 2 units of RTGs simultaneously. In the depot, other equipment and vehicles can
be repaired and washed in addition to the RTGs. The perimeter of the depot will be provided
with a trench as a measure against oil spillage. Bilge that has accumulated will be deposited into
a purifier installed in the maintenance shop.
Fuel Oil Station: A fuel oil station will be provided with underground storage tanks for gasoline
and diesel, the capacity of which will be decided by the numbers and kinds of equipment and
vehicles engines. Fire fighting appliances will be provided adjacent to this station in accordance
with Namibian Fire Regulations, to ensure safety of operations.
Marine House (Stevedores Amenity): A building will be provided on the extreme south head
of lane A, where stevedores can stay to wait for vessels berthing and/or break for coffee or
meals.
Reefer Receptacles: The reefer lanes F/J in the centre block and lane E in the south block will
be provided with steel scaffolds and electrical receptacles to provide power supply for six tier
stacked reefer containers. All spaces are for 40 foot reefer containers, and will be secured with
door-opening spaces for contents inspection. 20 foot reefer containers will be stored here too,
with another 20 feet of vacant space. Additional spaces for reefer containers for long term
storage will be provided by the fence in the west of the centre block, where electricity for them
will be supplied from manholes on the ground by cables. A covering substation will be installed
adjacent to the maintenance shop.
Terminal Main Gate: Security gate access will be provided for the terminal prior to entrance to
the checking gate. Vehicles will be checked to maintain security inside the terminal premises at
all times. Security guards will check vehicles and persons that go into the terminal, and also
indicate lane numbers to the queuing external trailers towards to the container checking bridge.
A 40 m long waiting lane will be provided between the terminal main gate and the container
checking gate.
Dangerous Cargo Depot: Containers with hazardous and flammable cargo should be stored in
the restricted area at the far north end of the terminalnorth of lane A. This area will be marked
with paint or red cones to distinguish it from other areas. The depot should be provided with
safety features such as fire extinguishers, sand bags or other fire-prevention means pursuant to
Namibian government rules and regulations.
Empty Container Depot: An empty container depot will be provided as a separate area close to
the terminal operations office. The containers returned from consignees for delivery to shippers
will be stored in sound condition for delivery upon request. A container washing site may be
provided on request by container owners.
4-14
Chapter 4
Railway Yard: The yard trailers connecting the railway yard for the transfer of imported
containers onto wagons will return to the container yard. Exporting containers have been
mounted onto trailers in order to avoid redundant handling operations.
In loading containers onto vessels, the container doors should be facing the ships stern. As such,
care should be taken during the mounting of containers onto the chassis.
Figure 4.2.4 on the following page shows the whole figure of the proposed layout of the
container terminal.
4-15
Chapter 4
Figure 4.2.4 Proposed Layout of Container Terminal
4-16
4.2.3
Chapter 4
Layout of Access Road
The right of way to the container terminal will be 28m, sufficient for two traffic lanes for both
incoming and outgoing traffic at the causeway, and 32m wide, sufficient for three traffic lanes
near the terminal gate. Parking spaces for trailers can be provided on both sides of the road near
the terminal gate. As per Namports rules, the traffic lane is 4 m wide without a median strip.
Outside trailers queuing for entrance will be provided with waiting space located at the adjacent
side of the road in order to prevent obstructing traffic.
Trailers loaded with containers from the stacking yard for railway siding will have to exit and
return in a counter clockwise direction.
It is probable the current port gate will be used for traffic to and from the new container
terminal.
4.2.4
(1)
Layout of Railway Terminal

Existing Railway Yard
The existing railway yard of Walvis Bay station is located on the east side of the port. The
station has a large shunting yard in the middle, a locomotive maintenance depot in the south part,
and a wagon maintenance depot in the north part. There is a platform in the station building for
passengers in the east side of the shunting yard.
A fence divides the premises of the port and the railway, and the gate is set on the siding track
connecting the station with the port.
Most freight is handled in the port and the oil terminal and private container terminal on the
north side of the station. The main items of the freight are fuel, coal, cement, copper concentrate,
salt, sugar, maize and grain and chemical materials. The freight volume to Walvis Bay is 24
thousand tonnes as compared to 551 thousand tonnes from Walvis Bay in 2007.
A passenger train runs once every day except on Saturday. One or two passenger coaches are
coupled to the freight train and there are very few passengers.
4-17
Chapter 4
(a) Existing Shunting Yard
(b) Passenger Platform
(c) Existing Railway Container Terminal
(d) Gate for port area
Figure 4.2.5 Photos of Existing Railway Yard in Walvis Bay

(2)
New Railway Container Terminal
1)
Layout of Railway Container Terminal
The Railway Container Terminal has two loading/unloading tracks and a stabling track because
the land for it is about 350 m long, which cannot accommodate trains over 200 m long. A
stabling track will be used for the future main track extension.
01#+G2+K'[5)&'A.+'G1%'45#"%J5-E
'!))52L56TU%35G#)%'B)5,N
'^52+'B)5,N
A/.)'6.,.$.G2L%')#++2+KE
'0G5P62+K'B)5,N
/.)'%Q2"G2+K'-5)&
4.+G52+%)'[5)&
D+6.5&2+KTS.5&2+K'B)5,N
Figure 4.2.6 Track Layout of Railway Container Terminal
4-18
Chapter 4
Excepting tracks, the railway container yard consists of the following:

!
!
!
Passage of trailer (w=3.5 m)

Operation space for reach stacker (w=12 m)
Container stock yard (w=15 m)
Railway Yard
15
Passage of
trailer
3.5
Operation space for

reach stacker
12
Container stock yard

15
Railway Container Terminal

Approx. 60
Figure 4.2.7 Section of Railway Container Terminal

The arrival/departure tracks are located on the causeway. Those consist of a main track and two
loops. The arrival/departure and composition of trains is carried out here.
2)
Connection with Existing Railway Yard
The approach track to the container terminal diverges from an existing siding track near the coal
yard.
Causeway
Siding Track for coal
New Track
to Existing Shunting Yard
Figure 4.2.8 Plan of Connection with Existing Shunting Yard
4-19
Chapter 4
Although the approach track crosses existing siding tracks for coal after divergence, these
sidings are used only a few times a day. So, a train terminating/arriving at the container terminal
seems to hardly disturb the shunting of existing siding tracks.
3)
Operation Procedure in the Railway Container Terminal
The operation procedure of a train in the railway container terminal is as follows:

Step 1: Train arrivals at the shunting yard on the causeway.
01#+G2+K'[5)&'A.+'G1%'45#"%J5-E
C
4.+G52+%)'[5)&
Step 2: Locomotive moves to opposite side of Train.

01#+G2+K'[5)&'A.+'G1%'45#"%J5-E
C
4.+G52+%)'[5)&
Step 3: Locomotive pushes Train to Container Yard.

01#+G2+K'[5)&'A.+'G1%'45#"%J5-E
4.+G52+%)'[5)&
Figure 4.2.9 Operation Procedure in the Railway Container Terminal
4-20
Chapter 4
Step 4: Train is divided into two or three if train is longer than unloading/loading tracks.
Two parts of Train (hereafter A and B) is set at the unloading/loading tracks and
the rest (hereafter A and C) is set at the stable track.
01#+G2+K'[5)&'A.+'G1%'45#"%J 5-E
4.+G52+%)'[5)&
A B
Step 5: A and C is switched after A finishes unloading/loading.

01#+G2+K'[5)&'A.+'G1%'45#"%J5-E
4.+G52+%)'[5)&
4R
Step 6: New train is composed on the arrival/departure track after all cars finish
unloading/loading.
01#+G2+K'[5)&'A.+'G1%'45#"%J5-E
C
4.+G52+%)'[5)&
Step 7: Train departs from the shunting yard.

Figure 4.2.9 Operation Procedure in the Railway Container Terminal (continued)
In addition, recomposition of freight cars is carried out in the existing yard or the arrival/
departure track in the container yard.
4-21
4)
Chapter 4
Facilities of Railway Container Terminal
Rail used will be 48 kg/m rail taking availability for procurement into consideration. Sleeper
used will be pre-stressed concrete.
Refuelling of locomotives and repairing of freight cars will use the existing railway facilities in
the existing yard.
5)
Capacity of Railway Container Terminal
Capacity of Railway Container Terminal, which is the number of containers and trains it can
handle, is assumed as follows:
The maximum numbers of wagons a train:
35 cars
The maximum length of a train:
525 m (35 cars15 m)
The maximum TEU of containers a train:
70 TEU (2 TEU/car)
The Ratio of 20ft container and 40ft container:
1.4
Number of Box loading a train
50 (20 ft is 30 and 40 ft is 20)
Handling Time
! Unloading containers from wagons and storing those at the stock yard
2 minutes
! Picking containers up from tractors and loading those into wagons
3 minutes
! Loading containers of the stock yard into tractors
3 minutes
! Total handling time for unloading and loading
8 minutes
The time required for loading and unloading of a container of a train is:
50 boxes 8 minutes 2 reach stackers = 200 minutes " 3 hour 20 minutes
The total handling time including that used in shunting wagons is about 4 hours a train.
Therefore, the railway container terminal can handle 5 trains a day, if the operation time is 20
hours (ex 4:00 AM~12:00 PM). The capacity of train operation is 350 TEU per direction. The
annual capacity is 210,000 TEU for 300 operation days.
4.3
Preliminary Design of Port Facilities
4.3.1
Reclamation and Slope Protection
(1)
Reclamation
Subsoil data on the BH9 located at the turning basin indicates that the subsurface sediments to
be dredged up to CD !13.5 m by capital dredging are non-plastic, granular with particle
distribution mostly in the range of 0.8 mm to 0.1 mm and unconsolidated. It is suitable for the
use of reclamation and therefore the materials for reclamation of the New Terminal area is
sourced from the capital dredging of the new turning basin in front of the Quay Wall structure.
Because of the granular fill materials, which are placed through the hydraulic method, the
settlement is normally rapid or instant once the surcharge load is applied. Any soil improvement
techniques to accelerate the process of consolidation of the fill materials will not be required.
The underlying sandy silt deposits from around CD !25 m below to a depth of CD !45 m are
stiff or medium dense with an N-value of 10 to 15. These soils are of a very fine granular,
non-plastic and non cohesive kind. The deposits are of a relatively low strength and may exhibit
moderate compressibility once the overburden pressure is applied by reclamation fill and
4-22
Chapter 4
surcharges are loaded onto the reclamation fill for its intended use. The settlement is estimated
to be more or less 1 m but will be rapid or instant because of its unconsolidated properties.
(2)
Revetment Work for Reclamation Area
1)
Design Conditions
Natural Conditions: Chapter 2 of this report summarizes data and information on natural
conditions at the site that are derived from the previous study report collected or
supplementarily obtained through the site survey and investigation during the JICA Field Survey.
Based on these data and information, and study on such design codes of practice such as the
British & Japanese Standards, meteorological and oceanographic conditions are interpreted to
produce key parameters in common use for the purpose of designing port facility components of
the project.
Tides:
HAT (Highest Astronomical Tide): +1.97 m LAT

MHWS (Mean High Water Spring Tide): +1.69 m LAT
ML Mean Level (Land Levelling Datum): +0.98 m LAT
MLWS (Mean Low Water Spring Tide): +0.27 m LAT
LAT (Lowest Astronomical Tide):0.00 m
Chart Datum (CD) referred and equals to LAT.
Design Wave at the Project Site: Apply the following waves predicted at Locations 7 (at
Offshore of Berth 8) by the report on Design, Feasibility and Tender Berth 0/1, Concept and
Feasibility for Ship Repair Hub & Dedicated Fish Terminal: Inros Lacker Ag, June 2008.
Table 4.3.1 Wave Height H1/3 (m)
Location Nr
8
7
Location
Offshore Tanker Berth
Offshore Berth 8
1 Yrs
1.7
1.5
5 Yrs
2.5
2.4
Return Period
10 Yrs
50 Yrs
2.7
3.0
2.6
2.8
100 Yrs
3.2
3.0
Source: Report on Design, Feasibility and Tender Berth 0/1, Concept and Feasibility for Ship Repair Hub &
Dedicated Fish Terminal: Inros Lacker Ag, June 2008
Wave Height
Wave Period
Wave Direction
H1/3=2.8 m (50 yrs return period)

T1/3 = 13.0 sec
NNW direction
Design Seismic Coefficient for Revetment: Not Considered

Soil Conditions: A series of offshore boring works at BH-1 to 9 was carried out as presented in
Chapter 2. The design properties of the existing subsoil for each proposed work are determined
based on the subsoil data collected from BH-3 to 8 positioned at the reclamation area and along
the proposed revetment.
4-23
Chapter 4
Table 4.3.2 Proposed Design Soil Parameter for Subsoil

along Northwest Revetment: BH-6 & 7
Layer
Depth
CD (m)
Soil Status
Ooze
Silty Sand
!4 to !5
!5 to !7.5
Sandy Silt
!7.5 to !10
Lower Sand
Deeper than
!10
Very Soft
Loose to Medium
Dense
Loose to Medium
Dense
Medium to Dense
Soil Properties
N value
Unit Weight
#(kN/m3)
N=0
526,
10
Nav=10
N=626
10
N>41
10
Strength
C= 0
$= 25
$= 25
$= 40

along Northeast Revetment (Temporary Revetment for Future Expansion): BH-3
Layer
Silt
Silt
Depth
CD (m)
Soil Status
!3.5 to !5
Deeper than
!5
Loose
Medium Dense
Soil Properties
N value
Unit Weight
#(kN/m3)
N=5
1528,
10
Nav=20
Strength
$= 25
$= 30

along Causeway Revetment: BH-8
Layer
Depth
CD (m)
Soil Status
Subsurface
Layer
Silty Sand
!2.3 to !8
Very Loose to Loose
!8 to 13.5
Sandy Silt
!13.5 to !21
Silty Sand
Sandy Silt
!21 to !27
Deeper than
!27
Medium Dense to
Dense
Loose to Medium
Dense
Dense
Medium to Dense
Soil Properties
N value
Unit Weight
#(kN/m3)
N=210
Strength
$= 25
2150
10
$= 30
N=626
10
$= 30
N>38
N=1134
Nav=17
10
10
$= 35%
$= 30
Analysis of SPT and laboratory test results has established the soil types and classification
encountered in each boreholes. Since no strength test was carried out, the soil strength
parameter of each major subsoil layer was experimentally derived based on its relationship with
the N value in SPT.
The internal friction angle was obtained from the correlation with SPT values.
4-24
Chapter 4
Internal Friction Angle of Sand:$="(12xN) +A

where,$#: Internal friction angle (degree)
N: Blow counts in SPT
A: Empirical coefficients depending on characteristics of sandy soils:
15: Poorly graded sandy soils with rounded particles
20: Sandy soils of well graded with rounded particles or poorly graded with
angular particles
25: Well graded sandy soils with angular particles
2)
Design of Revetment
Northwest Revetment:
The Northwest Revetment (Seawall) is installed upon the seabed elevation of around CD !3.5 to
!4.5 m. The revetment is designed in the form of sloped protection from the wave action
covered by armour stones. The riprap mound between 15 kg and 150 kg per piece is placed in a
seaside slope in 1 (V) to 2 (H) on which vertical precast concrete gravity walls are installed. The
seaside front surface is protected by two layers of armour stones of 200 to 500 kg/pc and 1.0 to
2.0 ton/pc protected at toe by rock mound of 200 to 1,000 kg/pc. Thickness of the armour layer
is 2.0 m. Due to vulnerability to erosion by waves at newly reclaimed areas for the container
terminal, the armour stone layer protects the entire slope at this location.
The size (weight) of armour stone (Md) is calculated with Hudsons equation using a 50 year
return period wave of H=2.8 m and stones of 1.0 to 2.0 ton/piece.
Md = $H3/Ns3(Sr-1)3
= 2.65 x 2.83/8(2.65/1.03 1)3 = 1.87 t/pc
where Ns3 = Kd cot %= 4 x 2 = 8
Figure 4.3.1 Northwest Revetment (Seawall)

Northeast Revetment:
Along the Northeast Revetment (Temporary Seawall for Future Expansion), reclamation fill
may be placed in a gentle slope of 1 (V) to 4 (H) under water level. The surface of the
under-water slope is protected by bedding stones layer to the depth of CD !1.0 m. Above
CD0.0m, the stone bedding of 50 kg to 100 kg per piece is placed on the reclamation fill as for
scour protection. Above CD 0.0 m, the revetment is designed in a form of sloped protection
from the wave action covered by armour stones. The bedding stones are placed in a seaside
slope in 1 (V) to 2 (H) on which one layer of armour stone of 1.0 to 2.0 ton per piece is
installed.
4-25
Chapter 4
The size (weight) of armour stone (Md) is calculated with Hudsons equation using 5 year return
period wave of H = 2.4 m but the stones of the same size of 1.0 to 2.0 ton/piece as those for
Northwest revetment are used in considering re-use for future expansion of new container
terminal to offshore. At the edge of reclamation alignment, coping concrete is installed to
retaining the reclamation fill. The coping concrete is precast member for possible replacement
to new alignment of reclamation area for future offshore expansion of the terminal.
Md =$H3/Ns3(Sr-1)3
= 2.65 x 2.43/8(2.65/1.03 1)3 = 1.18 t/pc
where Ns3 = Kd cot %= 4 x 2 = 8
Figure 4.3.2 Northeast Revetment (Temporary Seawall)

Revetment Along Causeway:
Revetment along the Causeway is formed by a rubble mound base whose elevation is CD
+1.5 m on which a slope facing wet masonry revetment in a slope of 1 (V) to 1 (H) is provided
to the top level of causeway CD +4.8 m.
Figure 4.3.3 Causeway Revetment
4-26
4.3.2
(1)
Chapter 4
Quay Wall
Preliminary Concept by Previous Study
According to previous studies on the New Container Terminal Project, the Primary Criteria of
the New Container Berth (Berths 914) are summarized as follows.
!
!
!
Objective Vessels:
Water Depth:
Berth Length:
!
!
Cope Line Height:

Ship-to-Shore Crane:
Concept of Structure:
!
!
2,500 TEU or 5,000 TEU or 8,000 TEU vessel

CD !16.3 m (final)
530 m long to accommodate two (2) 2,500 Vessels or one
(1) 5,000 TEU or 8,000 TEU
CD +4.765 m (= +4.680 LWOST)
30.48 m rail span for 6th generation 22 box wide
container vessel
1) Open piled concrete quay
About 34.5 wide concrete deck supported on cased
reinforced concrete piles (3 pile rows 10.16 m apart and
transverse spacing of 6 m)
2) Retaining Wall
A sheet pile cut-off wall, which will support the back
crane rail and retain the backfill by double
corrosion-protected steel anchors about 2 m apart drilled
back into reclaimed fill at 30 degrees from the horizontal
and secured to the top of the sheet pile wall
Bollards and fender along the seaside edge
Services in a service duct along the seaside edge
Quay Fitting:
Service Utilities:
(2)
Proposed Design Criteria
1)
Natural Conditions
Tide:
HAT (Highest Astronomical Tide): +1.97 m LAT
MHWS (Mean High Water Spring Tide): +1.69 m LAT
ML Mean Level (Land Levelling Datum): +0.98 m LAT
MLWS (Mean Low Water Spring Tide): +0.27 m LAT
LAT (Lowest Astronomical Tide):0.00 m
(Chart Datum (CD) referred and equals to LAT)
Rainfall Intensity:
Negligible
Wind Velocity:
Design Wind Velocity:
Wind in Operation:
Design Seismic Coefficient for Quay Wall Structure:
Horizontal Design Coefficient:
Vertical Design Coefficient:
40 m/sec
20 m/sec
kh = 0.00 g
kv = 0.00 g
Soil Conditions:
The design properties of the existing subsoil along the proposed quay wall are determined based
on the subsoil data collected from BH-1 & 2 boring positioned along the proposed quay wall.
4-27
Chapter 4
Table 4.3.5 Proposed Design Soil Parameter for Subsoil along Quay Wall
Layer
Ooze
Deposit
Upper
Sand
Upper
Sand
Lower
Sand
Sandy
Silt
Sandy
Silt
Depth
CD (m)
Soil Status
!3 to !4
Very Soft
!4 to !6
Loose
!8 to !13.5
Very Dense
!13.5 to !27
Medium
Dense
Medium
Dense
Dense to
Very Dense
!27 to !45
> !45
Soil Properties
N value
Unit
Weight
#(kN/m3)
N=0
Strength
(kN/m2)
C= 0
419,
Nav=10
N> 50
10
$= 25
10
$= 40
330,
Nav=15
816,
Nav=12
N>30
10
$= 30
10
$= 30
10
$>35

Lateral soil resistance of pile (Kh) was obtained from the correlation with SPT values.
Lateral soil resistance of pile Kh= 1.5N (N/cm3)
where N: Blow counts in SPT
4-28
Lateral Pile
Resistance:
Kh (N/cm3)
25
Chapter 4
Figure 4.3.4 Subsoil Profile along Causeway to Quay Wall (BH8-1-2)
4-29
2)
Chapter 4
Design Conditions of Quay Wall
Objective Vessel: 8,000 TEU capacity container vessel

Geometry of Container Berth:
Top Elevation at Cope-line of Berth
Planned Water Depth
Ditto but for construction of Phase 1
CD +4.77 m
CD !15.5 m (Future)
CD !13.5 m
Loading Conditions:
Live Load on Apron: 4 tf/m2
Quay Gantry Crane: For container vessel of 17 rows container on deck
Weight: approx. 1,000 tf per Unit
Rail Gauge: 30 m
Wheel Number per Corner: 8 wheels at 1.3 m ctc
Wheel Load:
(Seaside): approx 56 t/wheel (max. out reach)
(Landside): approx 52.5 t/wheel (max. back reach, boom up)
Harbour Mobile Crane: For container vessel of 17 rows container on deck
Model: Liebherr Werk Nenzing GmbH made Type LHM500
Weight: approx. 455 tf
Number of tyres: 4 x 10 x 2 =80 tyres
Max. load per tyre: 6.0 tf
Supporting pad: 4 x 5.5 x 1.8 (=9.9 m2/pad)
Lifting Capacity: 51 m outreach x 42.2 ton Hook Operation
Max. Outrigger Load for Normal (static excluding wind): 293 tf/corner
Ditto but for Normal (static including wind):321 tf/corner
Other Container Handling Equipment
Service Life:
BS 6349-1: 2000 stipulates that:
1) The design working life of a structure can be taken as the specified period for which a
structure is to be used for its intended purpose with planned maintenance;
2) Normally a design working life of the order of 50 years or more is expected of
maritime structures such as quay walls, jetties and docks but the design life is not
necessarily the same as the return period of the design conditions;
Quay wall structure is designed for a service life of 35 years for the quay wall, including
the pile and beam, as recommended by South African Harbour Manual.
3)
Design Standards and Codes of Practice

1) Technical Standards and Commentaries for Ports and Harbour Facilities in Japan, 2007
2)
British Standard Code of Practice for Maritime Structures (BS 6349)

Part 1: General Criteria 2000
Part 2: Design of quay walls, jetties and dolphins 1988
Part 4: Code of Practice for designing fendering and mooring systems 1994
3) Manual on Harbour Engineering, South African Transport Services (SATS) in 1986
4-30
(3)
Chapter 4
Selection of Docking Fender System
According to the established design method of fendering by Technical standards for port and
harbour facilities in the Japan and BS 6349 codes of practice, the fender system was designed
under the following conditions for berthing and the selection of type of fender system:
1)
Conditions for Berthing
Objective Vessels to Berth: 8,000 TEU Container Vessel

Method of Berthing: Tug-assisted
Berthing Angle: 10 degrees at the quarter-point berthing of ship
Ship approach velocity: 0.10 m/sec perpendicular to dock face
2)
Selection of Type of Fender System
Type of System: Rubber formed fender system (Elastomeric Unit Type)

Type of Rubber Fender: Hollow Cylindrical to absorb high berthing energy of ship at low fender
reaction
Interval of Fender Unit: for 15 m, 20 m and 25 m respectively
The following is the summary of the selection of the fender system for critical cases of ship
berthing:
Table 4.3.6 Selection of Fender Size
Size of
Ship
Berthing
Velocity
(m/sec)
A. Japanese Standard
8,000 TEU
0.10
Fender
Interval
(m)
Berthing Energy of
Ship
(kN-m)
Fender
Height
(mm)
Energy
Absorption
(kN-m)
Fender
Reaction
(kN)
25
20
15
719
696
674
1,150
767
1,200
---
602 (Vasco Costa)

903 (with Safety
Factor)
1,150
767
1,200
B. BS Standard
8,000 TEU
0.10
The rubber type docking fenders with high energy absorption under low reaction force are
installed at a space of around 18 m to accommodate objective vessels ranging from conventional
vessels to 8,000 TEUs capacity vessels.
(4)
Bollard Capacity
South African Transport Service (SATS) Harbour Manual recommends mooring bollards of
1,500 kN Hawser Pull force capacity per unit for vessels up to 200,000 Displacement at 20 m
intervals. Therefore, bollards are provided at 18 m c/c spacing designed for 1,500 kN hawser
pull.
(5)
Selection of Type of Quay Wall Structure
1)
Screening of Structural Type
Quay wall structures may be classified as either solid (gravity walls and sheet piled walls) or
open-piled suspended deck. Typical type of marine quay wall structure has its own
characteristics for suitability to the specific subsoil conditions or adaptability to the
4-31
Chapter 4
requirements of the proposed facility such as water depth, projected loading conditions, etc. A
variety of different types of structures is first examined among the types of structures commonly
used for the projected type of quay wall structure (deep water marginal wharf) on the following
viewpoints:
!
!
!
!
!
2)
Structural Adaptability
Suitability to Subsoil Condition at the Site
Durability in Marine Environment
Construction Method
Overall Cost
Basic Considerations
The following considerations are important and should be reflected in the process of the
preliminary design of the Quay Wall.
Water Depth of !15.5 m:
Proposed quay wall is dimensioned to have !15.5 m water depth (for future), so deep enough to
accommodate Post Panamax type container vessels;
STS Crane Operation:
Container unloading/loading operation will be carried out by the use of heavy Ship-to-Shore
Gantry Crane (approx. 900 tf to1,100 tf/unit) capable of handling 17 rows of containers on the
ship deck. In addition, Namport also intends to use the existing Harbour Mobile Crane (Liebherr
made type LHM 500 for handling 17 rows of containers on the ship deck of outrigger load 321
tf/leg) at the Quay wall apron.
Namport Preference:
Namport wishes to construct a quay wall structure of high durability and longer service time.
Such major steel construction materials as steel pipe piles, steel sheet (pipe) piles need to be
protected against corrosion. The steel corrosion protection work is not maintenance free and,
without proper maintenance, the structure may deteriorate fairly quickly in a severe marine
environment.
Subsoil Condition:
The upper sand layer exists below a very loose or loose subsurface layer with ooze (0.5 to 1.0 m
thick) seabed sediment in places. This upper sand deposit is very dense (not less than 50
N-value in SPT) but, along the quay cope line, is changeable in thickness and disappears at a
depth of around !14 m to !21 m CD. Below this layer, sandy silt layer exists in a loose to
medium dense deposit (about 10 to 15 N-value) but, at about !45 m CD depth, becomes dense
to very dense showing SPT N-value of more than 30. This silt deposit observed to be
non-cohesive contains around 10 to 30 % of sandy soils;
Site Marine Condition:
Sea condition at the proposed site for construction is calm owing to the naturally developed
sand bars (Pelican Peninsula). Therefore there is no difficulty in effective execution of offshore
works such as pile driving (normally only workable at less than 0.3 to 0.4 m wave height
conditions) or setting out concrete blocks or caisson boxes (workable only at less than 0.7 m
wave height);
4-32
3)
Chapter 4
Selection of Type of Structure
Open Piled Deck structure is recommended for the new quay wall structure. A sloped mound is
formed under deck structure to provide !15.5 m water depth. Cast-In-Situ Concrete Piles are
used to sustain cast-in-situ concrete deck superstructure and surcharge or live load onto the deck
structure.
The following are our commentaries on alternative types of structures other than the
recommended open piled structure, which may be applicable to relatively deep water depth of
structure, site conditions and/or Project requirements.
Alternative-1: Concrete Caisson Wall Type
Because of its mass structure, the gravity type of quay walls have to be bedded on a good
subsoil foundation or on bearing soils replacing or improving unsuitable subsoil.
Concrete caissons are pre-fabricated at a floating dock with a temporary construction yard in the
port area. Before placement of the concrete caisson, rubble stone mounds must be formed on its
original seabed so as to obtain enough bearing capacity and to avoid settlement by the caissons
own weight. Then, concrete caissons are installed on the rubble mound base and in-situ coping
concrete is provided at the top of the quay wall. A seaside crane rail is constructed directly on
the coping concrete and the landside rail is supported by foundations such as piled structures.
Since the required water depth of the quay wall is planned to be 15.5 m, a large sized caisson
box 19 m high is required. A dry dock or one or two sets of floating docks of about 5,000 ton
capacity are needed to be mobilized to pre-fabricate concrete caisson boxes besides a temporary
construction yard in the Walvis Bay port area. Mobilization of the floating dock from the
country far from Namibia may be very costly.
Before placing pre-fabricated concrete caisson boxes, the original subsurface layer which
comprises mostly soft or loose subsurface sediments and very dense upper sand deposit must be
dredged to an elevation of around !23 to 25 m. Subsoil conditions along the proposed quay wall
below this elevation is evaluated to be medium dense (N=1015). This sediment seems to be
compressible and not sufficient to sustain the vertical weight and load of gravity walls (at a level
of about 45 t/m2 pressure load on the existing subsoil surface). Therefore, this medium dense
deposit will necessarily be subject to foundation improvement such as through replacement with
better materials or through a cement deep mixing method. The nature of this subsoil does affect
the stability and cost of the gravity types.
Well graded base rubble mound will next be placed so as to obtain the necessary bearing
capacity for the vertical weight of the gravity wall (45 to 60 t/m2 pressure load on the caisson
bottom face) and to avoid any detrimental settlement to safely receive the loads of the gravity
walls.
Once the base rubble mound is installed, prefabricated caisson boxes are towed to the site and
neatly placed at the site. Caisson boxes at the site are filled with sand inside caisson boxes to
provide the full weight of caisson mass and are backfilled by graded stones to moderate the
earth pressures acting onto caisson gravity walls. In-situ coping concrete is provided at the top
of caisson boxes to form a quay face elevated at CD+4.77 m.
The STS crane rail is founded upon different foundations for the seaside and landside rails. The
seaside STS crane rail is constructed directly on the coping concrete but the landside crane rail
is supported by pile foundation.
4-33
Chapter 4
Alternative-2: Prefabricated and Pre-cast Concrete Block Walls Type

Concrete blocks are pre-fabricated at a temporary construction yard in the port area. Before
placement of the concrete blocks, the original subsoil must be dredged to a depth of more or less
CD!25 m on which a well-graded base rubble mound is placed so as to obtain bearing capacity
and to avoid settlement by its own weight of blocks. Subsoil below CD !25 m is subject to
foundation improvement such as through subsoil replacement or the cement deep mixing
method to a certain depth so as to sufficiently sustain the vertical weight and load of gravity
walls (in a level of 45 t/m2 pressure load on the existing subsoil surface).
A layer of prefabricated pre-cast concrete blocks is installed on the rubble mound base which
must sustain the vertical weight of the gravity wall (about 50 to 65 t/m2 pressure load on the
caisson bottom face) and in-situ coping concrete is provided at the top of the concrete blocks.
STS Crane rail is founded upon different foundations for seaside and landside rails, as in the
case of the concrete caisson boxes.
(6)
Outline of Open Type Quay Wall Structure
Designed typical section of open type quay wall is shown in the figure below. The quay
structure has an overall width of 36 m to fully support STS gantry crane and consists of:
!
RC longitudinal front beam installed to support seaside crane rail. This beam
accommodates service outlets for utility supply pipelines and box-outs for electrical and
communication cables. An RC side apron along the cope line is extended down to
around +1.5 m CD with a provision of rubber fenders on the seaside face and bollards
on top of the cope line.
An RC longitudinal rear beam to support landside crane rail. An RC curtain wall at the
rear edge side of the deck extends down to around +1.5 m CD to retain the backfill
behind the deck structure.
The RC deck superstructure is divided into parts each of width approximately 34 m. A
thick RC deck slab of about 0.80 cm is cast and supported in the longitudinal direction
by 1.5 x 2.4 m RC transverse beams every 6.0 m. At the top surface of RC deck, 10cm
paving concrete is provided. The transverse beams are connected to the longitudinal
front beam, the front side apron, and the longitudinal rear beam and rear curtain wall.
The transverse beam is supported every 7.5 m by bored cast-in-situ concrete piles of
diameter 1.4 m and having a toe level at !47.0 m CD. At the expansion joints the pile
spacing is reduced to 4.0 m.
Under the deck, a slope of 1 (V) to 1.5 (H) with the provision of a slope protection stone layer is
provided to the depth of !16.0 m CD at the cope line of the quay wall. A rubble mound retaining
wall is installed on top of the sloped surface with a RC deck curtain wall extension from the
deck for retaining the back fill soils. The structural outline of the Quay Wall is as follows.
Levels refer to: Chart Datum (LAT) = CD 0.00 m
Top Level of Structure: CD +4.77 m
Width of Structure: 36 m
Designed Dredging Level: CD !15.5 m
Concrete Cube Strength at 28 days: 40 MPa
Spacing of Expansion Joints: 34 m
Spacing of Pile Rows: 6.0 m but 4.0 m at expansion joint
Type of Piles: Bored Cast-In-Situ Concrete Piles 1.4 m dia. Vertical
Pile Tip Elevation: CD !47.0 m embedded into dense or very dense subsoil layer
4-34
Working Vertical Load on a Pile:

Loaded by Harbour Mobile Crane: Pv= 4,600 kilonewton (kN)/pile
Loaded by STS Seaside Crane Wheels: Pv= 4,070 kN/pile
Loaded by STS Landside Crane Wheels: Pv= 3,900 kN/pile
Bending Moment on a Top of Pile: 390 to1,020 kN-m under ships docking condition
Ultimate Load of a Pile: 13,860kN/pile
Ru=Qd x Ap + Fi x As
where
Ru: ultimate bearing capacity of a pile (kN)
Qd: bearing capacity of ground at the pile toe (kN/m2)
Ap: tip area of a pile (m2)
Fi: friction between the pile face and pile embedded ground (kN/m2)
As: total peripheral area of a pile (m2)
For 1.4 m dia. cast-in-situ pile,
Qd=3,000 kN/m2 for cast-in situ pile onto cohesion-less ground
Fi= 5N kN/m2 for cast-in-situ pile into cohesion-less ground
Lateral Resistance of Pile:
Coefficient of Lateral soil resistance of pile Kh= 1.5N (N/cm3)
where N: Blow counts in SPT
Figure 4.3.5 Typical Section Quay Wall
4-35
Chapter 4
4.3.3
Chapter 4
Pavement of Yards
Containers are stacked at maximum of 5 layers high at the container stacking yard according to
the following:
Laden Container: 25 layers
Empty Container: 5 layers
The following basic container loads are used for the design, considering ISO standards for
container boxes.
Table 4.3.7 Container Loads
Nominal
Length (ft)
Designation
40
1AAA
1AA
1A
1CC
1C
20
Length (L)
Width (W)
Height (H)
ft (mm)
400
(12,192)
ft (mm)
80
(2,438)
1910-1/2
(6,058)
80
(2,438)
ft (mm)
96 (2,896)
86 (2,591)
80 (2,438)
86 (2,591)
80 (2,438)
Maximum
Weight
Lbs (kg)
67,200
(30,480)
52,900
(24,000)
Source: ISO
The following table provides equivalent uniform distributed load for container stacking
according to BS6349-1:
Table 4.3.8 Equivalent Uniform Distributed Load for Container Stacking
Type of container stacking
Empty stacked 4-high
Full load by 1 load
Full load stacked 2-high
Full load stacked 4-high
Equivalent Uniformly Distributed Load (kN/m2)

15
20
35
55
Source: BS6349-1
Live Load on Yard is estimated as 5.5 tf/ms for full loaded stack with 4.5 layers of average 5.5
tf/m2.
Design vehicles/equipment and their wheel load are shown in the table below. The different
zones of Container Terminal will be used by different types of vehicles and equipment.
4-36
Chapter 4
Table 4.3.9 Design Vehicles and Equipment for Container Terminal

Zone
Name of Area
Berth Apron
Stacking Yard
Yard Circulation Road
Van Pool
Maintenance Area
Office Area
Terminal Gate
6
Container Terminal Access Road
Container related Building Area
Design Vehicle/ Equipment

Container, Hutch Cover
Harbour Mobile Crane
Top Lifter, Reach Stacker, Forklift
Tractor Trailer
Container (2 to 5 high)
Top Lifter
Reach Stacker
Harbour Mobile Crane
RTG
Tractor Trailer
Tractor Trailer
Forklift
Top Lifter, Reach Stacker, RTG
(not loaded )
Empty Container (5 high)
Regular Vehicle
Regular Vehicle
Tractor Trailer
Regular Vehicle
Frequency
Occasional
Occasional
Occasional
Occasional
Occasional
Occasional
Occasional
Occasional
Occasional
Heavy duty pavement made up of Interlocking Concrete Blocks (ICB) will be constructed. The
paving surface is covered by 80 mm thick heavy duty Interlocking Concrete Blocks above 20
mm of bedding sand layer. The ICB pavement structure currently used by Namport is applied.
The RTG crane foundation is used together with the interlocking concrete block yard pavement
in the same area in order to support higher loads of crane wheels. The RTG crane foundation
will be of cast-in-place type, pre-stressed with a post-tensioning system or RC slab structure. No
specific container stacking foundation is provided at the edge corner of the containers for
stacking containers in layers at the yard.
4.3.4
Access Road
The asphalt surfacing pavement is applied on the same base, sub-base and sub-grade course as
for the ICB pavement currently used by Namport.
4.4
Construction Planning
4.4.1
Reclamation and Dredging Method
(1)
Scope of Works
Scope of works of the dredging and reclamation are classified as follows.

1)
Dredging
!
!
!
Deepening of approach channel

Basin dredging between new container terminal and existing berth.
Dredging at quay wall of new container terminal
4-37
2)
Chapter 4
Reclamation
!
Reclamation of the new container yard

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7)
Figure 4.4.1 Target Area of Dredging and Reclamation

(2)
Approach Channel Deepening
The existing approach channel is to be deepened to a depth of CE !14.1 m from CD !13.1 on

average, with a length of about 7km and a width of 134 m. The estimated dredging volume is
1.06 million m3. In consideration of the sandy soils to be dredged, the 13 km distance to the
designated disposal area, and the navigation of vessels calling at the port, the approach channel
dredging has to be carried out by a Trailing Suction Hopper Dredger (TSHD).
The basic dredging sequences used by TSHD are planned as follows.
i) Dredging
Moving at 24 knots, TSHD excavates the seabed and pumps the dredged materials into its
hopper while water containing finer particles of the soils overflows back into the sea. The
excavation continues until the hopper becomes filled with sand. This takes about one hour.
4-38
Chapter 4
ii) Moving to Disposal Area

TSHD full of excavated sand in the hopper moves to the designated disposal area located about
13km north from the channel deepening site at 10 knots, which takes about 1 hour.
iii) Dumping
At the disposal area, dredged sand is dumped to the seabed by opening the bottom of the hopper
of TSHD. An area of 1km square is designated as the disposal site.
iv) Return to the Dredging Site
TSHD returns to the dredging site in order to restart excavation of the channel seabed.
The production rate of the dredging is estimated at 12,000 m3 per day based on the following
assumptions.
!
!
!
!
Work time of TSHD: 24 hours/ day

One cycle from the start of excavationmovingdumpingreturningrestart: 3 hours (1
hour for the excavation and 2 hours for the round trip between the dredging area and the
disposal area)
The capacity of the hopper: 3,000 m3
The efficiency coefficient: 0.5
8cycle/ day & 3,000 m3 & 0.5 = 12,000 m3/ day
Though most of the sands excavated at the approach channel will be disposed of at the disposal
area, 0.34 million m3 will be used for reclamation. The time spent for the reclamation is
assumed to be the same as that for the round trip to the disposal area because the distance
between the dredging area and reclamation area is far less even though discharging takes a
longer time.
(3)
Reclamation of Container Yard and Basin Dredging
The sequences of reclamation of the container yard and of basin dredging are scheduled as
follows.
i) Installation of silt-protectors
In order to protect seawater from contamination, silt-protectors will be installed near the
hydraulic discharging point of dredged materials by crane and deck barges.
ii) Construction of revetment (Rubble mound)
Construction of revetment is carried out in parallel with reclamation works and construction of
the quay wall. Basically, the rubble mound perimeter is extended using bulldozers and dump
trucks from the landward side. Rubble is carried by dump trucks from the quarry located 15 km
away from the construction site and is placed at the revetment area directly by the dump trucks.
Slopes of the rubble mound are formed by backhoes.
The maximum daily delivery of the rubble to the revetment site per day is estimated to be 2,100
m3 based on the following assumptions.
!
!
!
The maximum supply capacity at the quarry: 200 ton/ hour

Working hours: 24 hours/ day
Bulk specific gravity of the rubble: 1.6 ton/ m3
4-39
Chapter 4
The maximum delivery to the revetment area is equivalent to 70% of the maximum
supply capacity at the quarry.
4,800 ton/ day / (1.6 ton/ m3 ) & 70% = 2,100 m3/ day
On the other hand, the placement of rubble and armour stones at the slope of the revetment is
carried out by crane and deck barges from the seaside. Backhoes are used for armour stones at
the causeway, which can be formed from the landward side.
iii) Basin Dredging and Reclamation
Among the total volume of basin dredging of 2.96 million m3, 0.88 million m3 will be carried
out by the TSHD while 2.08 million m3 will be dredged by a Cutter Suction Dredger (CSD).
The whole sands dredged at the basin are discharged to the reclamation area by a pipeline
(maximum 1.5 km) and used for reclamation, for which sands of total 3.53 million m3 is needed.
To obtain this volume, 0.34 million m3 of sands dredged at the approach channel and 0.23
million m3 of quay wall are also used. The reclamation is started from the causeway area and
move to the east by controlling hydraulic filling with the assistance of bulldozers. Then, a
spillway is installed at the closing point of the perimeter dike in order to protect seawater from
contamination.
In estimating the reclamation volume, one (1) meter extra height is added to the surface
elevation to compensate the settlement which will be due to the deep diatomaceous silt layer
and will take place during the construction.
The production rate of the dredging by CSD is estimated at about 8,000 m3 per day in
consideration of a 1.5 km discharging distance of sands by pipeline.
4-40
Chapter 4
Ex
sis
tin
gd
ep t
h- 1
2.8
mC
D
-13.50
Bulldozer
CSD
Ex
de sis
pt ti n
h- g
10
.6
m
CD
200000
Dredging basin
-13.5mCD
350000
Reclamation
Dredging at Quay wall
Temporary Road
Rubble Mound
Silt Protector
Silt Protector
Discharge Pipe
Back hoe
-2. 0
D
0C
Figure 4.4.2 Dredging and Reclamation

4.4.2
Construction Sequence of Quay Wall
The construction of a quay wall of length 550 m is targeted in planning the construction
schedule even though it is recommendable that the quay wall be continuously extended to 550
m in total. The proposed procedure of the construction of the quay wall and the incidental works
in the container yard is described below.
(1)
Construction of Temporary Road
In order to carry out the construction of the quay wall smoothly, an access road will be
temporarily made on the rubble mound of the causeway and quay wall. The purposes of the
temporary road are as follows.
!
!
!
!
To deliver materials and equipment for the construction

To expand working area
To use equipment from the landward side
To work free from marine conditions
The time necessary to construct the temporary road is calculated as about 100 days based on the
following assumptions.
4-41
!
!
!
Chapter 4
The total volume of rubble used for the temporary road: 75,000 m3
Production rate of rubble dumping per day: 960 m3
The operation rate: 0.8
75,000 m3/ (960 m3/ day & 0.8) = 97 days
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Figure 4.4.3 Temporary Road, Scaffold and Stand Pipe

(2)
Placement of Bored Piles
480 bored piles for the quay wall are placed in the sea by the Reversed Circulation Drilling
(RCD) Method. Each of the bored piles is 1,400 mm in diameter and 50 m in length. As it is
found that a very dense layer (N>50) of 5 to 10 m lies about 3 m below the seabed (See Figure
4.4.3), the detailed method to excavate this layer should be studied in due course. RCD Method
is assumed to be technically applicable without any auxiliary equipment being considered at this
stage.
The time necessary for placement of the bored piles is estimated to be about 405 days based on
the following assumptions.
!
!
!
!
One cycle for the placement of a bored pile is 4 days including 2 days for drilling, 1 day
for reinforcement placing, and 1 day for slime treatment and for casting concrete.
For each cycle, an excavator is necessary for 2 days for only the drilling procedure.
3 sets of excavators are used.
(2 days/pile & 480 piles/ 3 excavators +3 days)/ 0.8 = 404 days
The procedures for placement of bored piles are described as follows.

i) Driving stand pipe
At the local dockyard, steel plates (12 mm thick) are processed into 480 stand pipes (1,400 mm
in diameter & 12 m length). Stand pipes are carried to the site by deck barges and are driven
into the seabed by a vibro-hammer installed on the crane barge. All stand pipes have to work as
formwork after concrete placement and they cannot be recovered.
4-42
Chapter 4
The time necessary for driving the stand pipes is estimated to be about 75 days based on the
following assumptions.
!
!
Capacity of driving per day: 8 pipes

480 pipes/ (8 pipes/ day)/ 0.8 = 75 days (about 75 days)
ii) Scaffold
After driving stand pipes, the scaffold for placement of bored piles including concrete works is
set up. To support the weight of scaffolding, formworks, rebards, fresh concrete and other
temporary loads, H-shaped steel beams are set on the brackets welded to the stand pipes.
H-shaped steel beams also improve safety of the construction by connecting stand pipes to each
other.
iii) Excavation
The drilling is carried out by use of 3 RCD excavators. The slurry plants are placed on the
temporary road. The bentonite slurry is used for drilling in order to prevent collapse of the bored
hole since homogeneous sand layers are expected. Because of the bentonite slurry, disposal of
circulated muddy water and removal of residual soil from slurry plants should be dealt with
carefully in order to protect seawater from contamination.
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Figure 4.4.4 Bored Pile
4-43
Chapter 4
iv) Installation of reinforcement cage

4 reinforcement cages are placed into the hole by welding and connecting them each other at the
site.
v) Slime Treatment
Slime deposited at the bottom of the bored hole is removed by a sand pump before placing
concrete.
vi) Placing concrete
Concrete is placed into the bored hole from the bottom by use of a tremy pipe. A concrete pump
is used.
vii) Pile head treatment
Upper part of each bored pile of 50 cm is removed in order to ensure the quality of the concrete.
(3)
Dredging
Basically, dredging at the quay wall is carried out by 2 Grab Bucket Dredgers (GD) in advance.
(4)
Revetment
Armour stones for the revetment are placed by a crane barge and a deck barge. Rubble mounds
and slope protections above water of depth 4.0 m are put in position from the landward side by
backhoes and crawler cranes.
K).3'0M1.,'(,-./
stone barge
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4-44
(5)
Chapter 4
Formation of Concrete Deck
The total volume of concrete used for the concrete deck is estimated to be about 34,000 m3,
17,000 m3 of which is for its beam and 17,000 m3 for its floor slab (550 m&36 m&0.85 m).
Though the quay wall of 550 m is structurally composed of 16 blocks, each block requires about
1,000 m3 of concrete, which exceeds the capacity of the concrete plants. Therefore, each of 16
blocks is planned to be divided into 2 blocks.
The procedure to construct the concrete deck is described as follows.
i) Scaffold support
The scaffold for the formwork of the concrete deck is placed by use of truck cranes utilizing
H-beams used for the placement of the bored piles as scaffold supports.
ii) Formworks
Formworks are assembled by use of truck cranes.
iii) Reinforcements
Reinforcements are also placed by use of truck cranes. The time necessary for this work is
estimated to be about 480 days based on the following assumptions:
!
!
!
The team for reinforcement, made up of 20 members, takes 6 days for placing each
block of reinforcement with a processing capacity of 10 ton/day.
The number of reinforcement blocks: 44 blocks
64 blocks & 6 days / 0.8 = 480 days
iv) Casting Concrete

Concrete is casted by a concrete pump vehicle deployed on the rubble mound. The maximum
supply volume of concrete is assumed to be 500 m3 per time.
v) Rubber Fenders
After anchor bolts for the rubber fenders are embedded on the concrete of the concrete deck, 20
rubber fenders are placed by a truck crane and a small working boat.
vi) Bollards
As well as the step for rubber fenders, anchor bolts for the bollard are embedded on the concrete
of the concrete deck. Then, 20 bollards are placed by a truck crane.
vii) Rails for gantry crane
After anchor bolts are set on the concrete slab, rails for gantry crane are placed on the deck slab.
4-45
Chapter 4
P./(1','0='(O
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Figure 4.4.6 Concrete Deck, Rubber Fender, Bollard and Crane Rail
(6)
Placement of Gantry Crane
Gantry cranes are transported by a self propelled deck barge from the country of production to
the Port of Walvis Bay. After arriving at the port, the barge stops beside the quay wall and
gantry cranes are shifted to the quay and moved onto the crane rails by carriage.
4.4.3
Construction Schedule
The construction schedule is shown on Table 4.4.1.
4-46
2
No
locationwork items
quantities
unit capacity no working calenda remark

/day
day
day
1
1
2
7
10
11
12
13
14
15
16
17
18
3
19
20
21
22
23
24
25
26
27
28
29
30
1 Preparatory works
Temporary house
2 Siltprotector
2.1 Deposit Area
2.2 Reclamation area
3 Dredging
3.1 Cruising
3.2 Approach channel
3.3 Basin
3.4 Basin
4-47
4 Revetment
4.1 Cause way(east side)
Cover stone(5-20kg)
Rubble mmound(10-50kg)
Slope protection(100-200Kg)
Stone revetment
4.2 Cause way(west side)
Cover stone(5-20kg)
Stone revetment
4.3 Revetment(outer sea side)
Aromour stone(1.5-3.5t)
Cover stone(5-20kg)
4.4 Concrete block
4.5 L-shaped concrete blocks
4,000 m
2,000 m
200
200
1
1
20
10
12,000
12,000
8,000
1
1
1
88
73
260
25
13
TSHD
1,060,000 m3
880,000 m3
2,080,000 m3
110 TSHD
92 TSHD
325 CSD
2400
30800
2400
2350
m3
m3
m3
m2
360
960
360
25
1
1
1
2
7
32
7
47
8
40
8
59
2300
20300
2300
2350
m3
m3
m3
m2
360
960
360
25
1
1
1
2
6
21
6
47
8
26
8
59
19000
41000
19000
83000
9000
750
750
m3
m3
m3
m3
m3
no
no
960
180
360
960
480
10
10
1
1
1
1
1
3
3
20
228
53
86
19
25
25
25
285
66
108
23
31
31
2,080,000 m3
1,220,000 m3
230,000 m3
8,000
12,000
1,000
1
1
1
260
102
230
44,000 m3
960
46
480 No.
480 No.
3
0.5
1
3
160
320
200
400
230,000 m3
1,000
230
288 GD
270
480
270
480
500
85
980
1
1
1
1
1
1
1
145
40
29
14
16
400
16
40
28
181
49
36
17
20
500 64blocks:6days/blocks
20
40
40
34
TSHD
CSD
CSD
5
Reclamation
Reclamation
Reclamation
6 Quaywall
6.1 Rubble mound(15-150kg)
6.2 Bored pile
Stand Pipe(fabrcation)
Bored pile
6.3 Temporary staging
6.4 Dredging
6.5 Slope Protection
Covered stone(100-300kg)
Rubble mound(15-150kg!
Armour stones(200-300kg)
Filter layer(5-30kg)
6.6 Sandproof sheet
6.7 Concrete Deck
6.8 Concrete Pavement
6.9 Bollard
6.9 Rubber Fender
Crane Rail
6.10
Gatry Crane
TSHD
GD
57 temporary road
GD
39,200
19,000
7,800
6,700
8,000
34,000
15,400
m3
m3
m3
m3
m2
m3
m2
No.
No.
1,100 m
No.
Provisional in
-service start
Road
Drainage
Building
Cleaning
Note
Workable period
Chapter 4
7
9
9
10
325 CSD
127 TSHD
287.5 GD
Table 4.4.1 Construction Schedule

Port of Walvis Bay New CT Feasibility Study March 2010

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Port of Walvis Bay New CT Feasibility Study March 2010

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Namibian Ports Authority

Preparatory Survey on the Walvis Bay Port

JAPAN INTERNATIONAL COOPERATION AGENCY

In response to the request from the Government of Namibia, the Government of

Current Transport Network with Respect to Walvis Bay

Demand Forecast of Container Throughput

Layout of Port Facilities

Layout of Container Terminal

Layout of Railway Terminal

Major Civil Works

Construction and Equipment Cost

Completed and for review:

(13) Contingent Alternatives for Port Expansion

Introduction ........................................................................................................................ 1-1

Project Background ........................................................................................................... 2-1

Current Socio-Economic Situation in Namibia and in Neighbouring Countries ..... 2-1

Demand Forecast of Container Cargoes at Port of Walvis Bay ..................................... 3-1

Socio-Economic Model for Demand Forecast ......................................................... 3-1

Review of Feasibility of Container Terminal Development Plan 2008 .......................... 4-1

Principles in Developing a Container Terminal ....................................................... 4-1

Preliminary Design of Port Facilities ..................................................................... 4-22

Contingent Alternatives of Port Development................................................................. 5-1

Selection of Contingent Alternatives........................................................................ 5-1

Construction Planning of Contingent Alternative .................................................. 5-75

Map of Namibia and Neighbouring Countries ............................................... 2-4

Municipality Structure Plan........................................................................ 2-101

Form ............................................................................................................... 3-2

Layout of Port Expansion Based on Master Plan of Namport ....................... 4-5

Land Use Plan ................................................................................................ 5-2

tide) .............................................................................................................. 5-23

Main Economic Indicators of Namibia (1)..................................................... 2-1

Recommended Action List ......................................................................... 2-112

Principle Countries for Socio-Economic Model ............................................ 3-2

Durban (2008) .............................................................................................. 3-35

Expected Size of Container Vessels to Call at Walvis Bay............................. 4-6

Proposed Design Soil Parameter for Subsoil along Causeway

Handling Time and Cost at the Berth (Without)........................................... 4-96

Summary of Project Costs for Original Plan and Contingent

Abbreviations and Acronyms

Average Annual Growth Rate

foot (customary unit of measurement)

Mitsui OSK Lines

Swaziland/South Africa Tourism and Biodiversity

Current Socio-Economic Situation in Namibia and in Neighbouring

Socio-Economic Situation in Namibia

Key Economic Indicators

Real GDP (N$, bil.)

Table 2.1.2 Main Economic Indicators of Namibia (2)

Table 2.1.3 Real Gross Domestic Product by Sector

Agriculture & Fishing

Significant aspects of the Namibian economy include:1

Important social indicators for Namibia are summarized in Table 2.1.4.

Source: United Nations Statistics Division

Significant points concerning Namibian society include:2

Namibia won independence from South Africa in 1990.

Source: EIU, Country Profile 2006 Namibia

Metal ores incl. uranium

Refined zinc & copper

Live animals, meat & animal

Source: EIU, Country Profile 2008 Namibia

Table 2.1.6 Main Trading Partners of Namibia

Source: EIU, Country Profile 2008 Namibia

Industrial Development Plans

Socio-Economic Situation in Neighbouring CountriesAngola, Botswana,