VZCZCXRO7718
PP RUEHBZ RUEHDU RUEHJO RUEHMR RUEHRN
DE RUEHWD #0314/01 2770850
ZNR UUUUU ZZH
P 030850Z OCT 08
FM AMEMBASSY WINDHOEK
TO RUEHC/SECSTATE WASHDC PRIORITY 0096
INFO RUCNSAD/SOUTHERN AFRICAN DEVELOPMENT COMMUNITY PRIORITY

UNCLAS SECTION 01 OF 05 WINDHOEK 000314 
 
SENSITIVE 
SIPDIS 
 
FOR AF/S 
FOR USITC 
 
E.O. 12958: N/A 
TAGS: ETRD OTRA ASEC WA
SUBJECT: NAMIBIA'S INFRASTRUCTURE: USITC RESPONSE 
 
REF: STATE 85109 
 
- - - - 
Summary 
- - - - 
 
¶1.  (U)  This cable is in response to reftel request from the 
U.S. International Trade Commission for information on 
infrastructure conditions that effect export competitiveness. 
 
¶2.  (SBU)  Compared to other Sub-Saharan African countries, 
Namibia has fairly well developed and maintained 
infrastructure. The Namibian government (GRN) is trying to 
capitalize on the port of Walvis Bay's strategic location to 
make it a major transshipment point for its regional 
neighbors.  Many European and American products can reach 
Southern African Development Community (SADC) region 
countries faster and more efficiently via Walvis Bay.  The 
GRN is investing in the port's expansion so Walvis Bay can 
live up to that potential.  Namibia's road infrastructure is 
generally good and can support current traffic ) much of 
which emanates from Walvis Bay - but roads and rail will 
increasingly become a bottleneck if improvements are not 
made.  Namibia's energy sector faces a 200 mW shortfall 
during periods of peak demand, but NAMPOWER, the energy 
producer, has a reasonable mid- to long-term strategy to meet 
demand increases.  Nevertheless, in the short-term (2009 and 
possibly 2010) seasonal power cuts remain a possibility.  The 
telecommunications sector could benefit from a more modern 
legal framework that promotes more competition, but the 
infrastructure is relatively new.  The aviation sector is 
Namibia's Achilles heel.  The International Civil Aviation 
Organization (ICAO) rates Namibia as one of the un-safest 
countries to fly in.  With tourism increasingly a critical 
part of the economy, the GRN finally appears to realize it 
has to address the weakness in the aviation sector.   End 
Summary 
 
- - - - - - - - - - - - - - 
Maritime / Port Conditions 
- - - - - - - - - - - - - - 
 
¶3.  (SBU)  Namibia has two ports, Luderitz and Walvis Bay. 
NAMPORT, Namibia's fully government-owned port authority, 
operates both.  Walvis Bay, which was returned to Namibia in 
1994 from South Africa, is larger and can service container 
and bulk cargo ships of up to 240 meters long with berths up 
to 12.8 meters deep.  The GRN and NAMPORT have a five year 
plan to upgrade the Walvis Bay facility, to expand its 
container and bulk storage facilities as well as deepen the 
bay's channel and port berths.  The plan is estimated to cost 
N$1.5 billion (USD 200 million).  Walvis Bay currently 
processes about 150,000 containers annually, but is expanding 
its facilities to accommodate 500,000.  NAMPORT has recently 
upgraded its ship refurbishment facilities, and it is now 
equipped to refurbish oil rigs.  Emboff was in Walvis Bay 
September 19 and saw an Angolan oil rig being serviced. 
Walvis Bay city is planning an ocean front complex and 
passenger port facility to promote more cruise ship tourism. 
 
¶4.  (SBU)  To promote Walvis Bay as a major regional hub, the 
GRN has formed a public-private partnership called the Walvis 
Bay Corridor Group (WBCG).  (Note: The WBCG can provide 
information on freight forwarders, port service providers, 
and logistics companies operating in Namibia.  End Note). 
For landlocked countries like Botswana Zambia, and Zimbabwe, 
Namibia is promoting Walvis Bay as a faster, more efficient 
and professional alternative than other regional ports.  The 
WBCG actively markets the port and four overland transport 
corridors (Trans-Kalahari, Trans-Caprivi, Trans-Oranje, and 
Trans-Cunene) that link Walvis Bay to Angola, Botswana, South 
Africa, Zambia, Zimbabwe and the DRC's Lumbumbashi via Zambia. 
 
¶5.  (SBU)  According to the head of port operations Mussa 
Mandia, Walvis Bay can offload most container ships in one to 
two days, while the port of Luanda in Angola may have a 
backlog of three weeks.  For ships with European and American 
cargo, Walvis Bay offers a port facility that is 
approximately one week's sailing time closer than South 
Africa's east coast port of Durban.  According to the WBCG, 
this week may be significant for companies in Johannesburg 
that want time-sensitive cargo and are willing to pay a 
premium.  Overland travel time from Walvis Bay to 
Johannesburg is two days.  The GRN is working closely with 
its Southern Africa Customs Union (SACU) and SADC partners to 
reduce customs clearance times.  For instance, the WBCG 
boasts a 30 minute customs clearance time for transiting the 
Namibia-Botswana border on the Trans-Kalahari highway. 
Walvis Bay's ambitious plans to become a regional 
 
WINDHOEK 00000314  002 OF 005 
 
 
transshipment hub will falter if overland (road and rail) 
capabilities do not match up with the port's projected 
expansion.  Until Walvis Bay completes its expansion, it will 
still not be able to handle larger container and bulk ships 
which prevent it from drawing in traffic that currently goes 
to South Africa's deeper and larger port facilities. 
 
- - - - - - - - - - - - 
Current Road Conditions 
- - - - - - - - - - - - 
 
¶6.  (SBU)  The Namibian road infrastructure and road 
maintenance is generally good as compared to other 
Sub-Saharan countries.  Namibia's government-owned Roads 
Authority reported that as of March 2007 the national road 
network measured a total of 42,260 kilometers, comprising the 
following: 
 
 Surfaced  5,821 km 
 Gravel   24,262 km 
 Earth    11,967 km 
 Salt        209 km (along the coast) 
 
¶7.  (SBU)  The main roads from Windhoek to principal towns 
are paved, as are roads linking Windhoek to South Africa, 
Angola, Botswana, Zambia and Zimbabwe.  Paved roads outside 
cities and towns are generally narrower than in the United 
States. Some paved roads were constructed in the 1960s and 
today require rehabilitation as the effectiveness of routine 
maintenance has been exhausted.  Several stretches of the 
paved road network are under rehabilitation, including a 
segment from Okahandja to Karibi (on the Walvis Bay to 
Windhoek route).  Stretches under rehabilitation result in a 
slower traffic. The first phase of the largest new road 
construction project since Namibia's independence ) the 
Rundu to Elundu road - is scheduled to begin in December 
¶2008. 
 
¶8.  (SBU)  Gravel roads are generally well graded and 
maintained but can become rough or corrugated, especially 
during the rainy season.  The coast has a short network of 
"salt" roads ) a foundation of gypsum, which is soaked with 
brine and compacted to form a surface as hard and smooth as 
tarmac.  Salt roads can become very slippery when moistened 
by the frequent fog. 
 
¶9.  (SBU)  Fuel taxes fund road maintenance and road 
rehabilitation, but do not cover all the related costs. 
Government and donor funding makes up the difference, and 
also pays for new road construction.  By law, truck drivers 
are supposed to pay additional charges based on the weight of 
their vehicles to defray the additional damages trucks 
inflict on roads.  GRN insiders admit that many truck drivers 
do not fully comply and enforcement to date has been 
difficult. 
 
¶10.  (SBU)  There are no toll roads in Namibia.  To date, the 
GRN has deemed toll roads would at best break even and not 
generate enough additional revenue to make implementation of 
such a system economically viable. That said, Roads Authority 
CEO Erastus Ikela told emboff that the government recently 
conducted a new feasibility study on the viability of toll 
roads.  The study will be presented to Parliament in the 
coming months. 
 
¶11.  (SBU)  As Namibia's Walvis Bay port facility increases 
its capacity, the road and rail infrastructure could become a 
bottleneck, although today's infrastructure is sufficient for 
current levels of economic activity.  According to the WBCG's 
Business Development Executive, Johnny Smith, 40 percent of 
trucks returning to South Africa's Gauteng province 
(Namibia's largest trading partner) are empty.  Therefore, 
there is currently room for existing road haulers to absorb 
greater cargo coming into the port of Walvis Bay destined for 
other SADC countries without a major increase in road traffic. 
 
- - - - - - - 
Rail Network 
- - - - - - - 
 
¶12.  (SBU)  Namibia has a 2382 km-long narrow gauge rail 
network.  The network connects the port of Walvis Bay to the 
capital Windhoek and on to South Africa.  The 
government-owned TransNamib rail company operates the trains, 
while the GRN itself is responsible for rail maintenance and 
construction.  Construction of new track in the north to 
connect the Namibian city of Tsumeb to Oshikango on the 
Angolan border is ongoing.  The first section, from Tsumeb to 
Oshivelo, opened in 2005.  The Ministry of Trade and Industry 
 
WINDHOEK 00000314  003 OF 005 
 
 
states that GRN is financing just under a third of the 
project, while the African Development Bank (ADB) and other 
sources are funding the difference. 
 
¶13. (SBU)  According to TransNamib insiders and other sources 
the older portions of the network are deteriorating. 
TransNamib Acting CEO Mike Kavekotora lamented to emboff that 
the government has a 40-year plan for upgrading the rail 
network.  Forty years, Kavekotora declared, is not suitable 
for TransNamib's business plans.  Kavekotora remarked that 
there are some stretches of track linking the north to Walvis 
Bay that are so run down that they may not last more than two 
more years.  Transport over older (poorly maintained) tracks 
dramatically reduces shipping times as trains cannot travel 
as quickly over such tracks.   Paul Smit, the Deputy Minister 
for Transport and Works, told the DCM that the GRN is 
planning to expand the rail sector by rehabilitating the 
current system, extending a rail line from Gobabis to 
Gaborone, Botswana and extending another rail line from 
Grootfontein to Livingstone, Zambia.  The Gobabis to Gaborone 
line would extend TransNamib's reach from Walvis Bay into 
Botswana. 
 
¶14.  (SBU)  While TransNamib is a multi-modal (road and rail) 
transport company, the bulk of its business is rail. 
Kavekotora told emboff that TransNamib offers highly 
competitive (cheaper) prices for transport of heavy 
equipment/products to the mining sector, which is a major 
customer.  While TransNamib is 100 percent government owned, 
Kavekotora noted that there are foreign investors (German, 
South African, some U.S. and others) that have expressed 
interest in TransNamib. However, the GRN to date has chosen 
not to court foreign investment for the expansion/development 
of TransNamib and the country's rail infrastructure. 
 
¶15.  (SBU)  A recent rail workers strike at TransNamib 
highlighted Namibia's dependence on its rail infrastructure. 
The GRN estimates the strike cost the country N$180 million 
(USD 22.5 million) in lost revenue.  The strike was primarily 
an internal squabble within the ruling South West African 
Peoples Organization (SWAPO) party and not related to working 
conditions or wages. 
 
¶16.  (SBU)  Until approximately 2003, TransNamib operated 
only General Electric (GE) locomotives.  Since then it has 
purchased 21 Chinese locomotives in two tranches, four in 
2003 (or 2004) and another 17 in 2006.  The Chinese 
locomotives have been a headache for TransNamib.  Replacement 
parts are taking 8-12 months to reach Namibia, and several 
Chinese locomotives are currently off-line awaiting parts. 
This has not been a problem with the GE locomotives according 
to TransNamib sources.  The company still maintains 22 GE 
locomotives, although many require servicing in South Africa 
because of their age.  According to Kavekotora the 
refurbishment will extend the GE locomotives "useful life" 
another 20 years. (Comment: While TransNamib may be suffering 
from buyer's remorse over its purchase of Chinese 
locomotives, Kavekotora noted that TransNamib did not have 
the funds to buy additional GE locomotives at this time. End 
Comment). 
 
- - - - - - - - - - - - - 
Electrical Infrastructure 
- - - - - - - - - - - - - 
 
¶17. (SBU)  NAMPOWER is Nambia's government-owned power 
generator and transmitter.  NAMPOWER also provides power 
distribution in some parts of the country, although it has 
turned over (or is in the process of turning over) 
distribution to regional electrical distributors (REDs). 
NAMPOWER is a minority shareholder in most of the REDs, 
except for one in which it owns 50.02 percent.  NAMPOWER also 
engages in energy trading with regional power generators. 
The Electricity Control Board (ECB) serves as Namibia's 
electricity regulator.  Most power generation in Namibia is 
either thermal or hydro-power.  Some hydropower is 
river-based (not reservoir-fed), which makes the source of 
electricity generation more seasonal (during the December to 
February rains).  Namibia produces approximately 59 percent 
of its own power, and imports the remaining 41 percent. 
 
¶18. (SBU)  NAMPOWER Managing Director Paulinus Shilamba told 
emboff that Namibia faces a 200 megawatt (mW) power supply 
shortage during periods of peak demand.  The mining 
(commodities) sector boom and general population usage 
increases have contributed to the shortfall.  Furthermore, 
South Africa's Eskom, Namibia's primary external power 
supplier has drastically reduced power exports to the region 
because of increases in South African demand.  South Africa 
 
WINDHOEK 00000314  004 OF 005 
 
 
has historically been responsible for 80 percent of power 
generation in the SADC region. 
 
¶19. (SBU)  Due to South Africa's challenges, Namibia is 
looking for other power generation solutions. According to 
Shilamba, Namibia is addressing its power supply shortfall in 
several ways.  In the near term Shilamba anticipates that 
load-shedding may be necessary.  Shilamba is most concerned 
with May to August 2009, the dry season when hydro-power 
generation diminishes. 
 
¶20. (SBU)  To solve Namibia's shortage in the longer term, 
NAMPOWER has negotiated (or is in the process of negotiating) 
new Power Purchase Agreements (PPAs) with regional suppliers. 
 For example, NAMPOWER has entered into a five year agreement 
with Zimbabwe's ZESA.  As part of the deal Namibia loaned USD 
$50 million to help ZESA upgrade its Hwange power plant in 
western Zimbabwe.  Hwange in return is obligated to supply 
Namibia with up to 150 mW.  To date, the Hwange plant is only 
providing a maximum of 120 mW.  To take full advantage of 
Hwange, NAMPOWER and the GRN have embarked on the 
construction of a 350 kV DC HVDC Caprivi Link 
inter-connector.  This link will eventually allow NAMPOWER to 
transmit power across the Caprivi strip and down to the 
capital Windhoek.  Phase one of the project is due to be 
completed by January 2010. 
 
¶21.  (SBU)  Namibia can rely on some standby power generation 
stations, but this option is costly, inefficient, and poses 
pollution control issues.  Namibia is also instituting demand 
management program.  The GRN and NAMPOWER have given away 
(nationwide) free compact fluorescent bulbs to encourage more 
efficient home energy usage.  The GRN and NAMPOWER also 
encourage the use of solar water heaters, and are 
investigating the wider implementation of remote demand 
control measures (shutting off power remotely to customers 
according to negotiated agreements). 
 
¶22.  (SBU)  NAMPOWER is also looking to invest in alternative 
energy solutions (wind and solar).  Due to Namibia's climate 
(well over 300 sunny days a year) solar is quite feasible, 
but it remains costly for large scale implementation.  Solar 
is more common for rural electrification, where access to the 
main grid is difficult and energy demands are generally 
lower.  With its significant uranium deposits, the GRN is 
also considering nuclear power.  Alternative energy will not, 
however, solve Namibia's near-term energy needs. 
 
- - - - - - - - - - 
Telecommunications 
- - - - - - - - - - 
 
¶23.  (SBU)  Namibia's telecommunications sector is dominated 
by government-owned Telecom which stills hold a monopoly on 
fixed-line service.  Two other providers MTC and CellOne 
operate mobile phone and data networks, but rely on Telecom's 
backbone for interconnection services.  Telecom entered the 
mobile-market in 2006 with a CDMA (not GSM) service. But, the 
government restricts Telecom from providing roaming services 
so that Telecom only has coverage in cities.  MTC and CellOne 
provide roaming services throughout the country, which leads 
customers to prefer them for mobile phone and data.  Telecom 
provides the only gateways linking Namibia to the outside 
world (a satellite link and a fiber link via South Africa). 
Telecom is also responsible for providing rural Namibians 
access to communications via fixed-line service, which its 
private mobile service competitors are not. 
 
¶24.  (SBU)  Namibia's telecommunications sector is regulated 
by 1992 (pre-Internet) legislation.  A new telecommunications 
act ) which could liberalize the sector ) remains stalled 
in Parliament.  Nevertheless, the Namibian communications 
infrastructure is relatively new, with fiber running 
throughout the country.  New services such as WiMax and 3G 
GSM are emerging and available.  The 1992 legislation 
prohibits services like Voice Over Internet (VOIP), but there 
is no enforcement at the individual level.  Sources in 
Telecom acknowledge that VOIP is pervasive. The company does 
not go after individual customers; it only targets businesses 
that try to provide (resell) VOIP services.  The current 
telecommunications regulator has little authority, although 
it is expected that it will become more influential if/when 
the new telecommunications act goes into effect. 
 
¶25.  (SBU)  High-speed Internet service (ADSL, and more 
recently 3G and WiMax) is available in most cities, but costs 
are high.  Internet cafes/shops provide access to less 
affluent Namibians who do not have access to the Internet at 
home or at work.  Cable companies and NAMPOWER are currently 
 
WINDHOEK 00000314  005 OF 005 
 
 
prohibited from providing high speed Internet services. 
NAMPOWER has laid fiber optic cable along its main power 
transmission trunks to provide for monitoring of its 
electrical network.  In theory, NAMPOWER's fiber link could 
be used to offer Internet services should Parliament allow 
companies outside the traditional communications sector enter 
the market. 
 
¶26.  (SBU)  Due to Namibia's vast size and small population 
(2.2 million), telecommunications services are relatively 
expensive.  However the demand for services appears strong. 
MTC recently boasted it had achieved its one millionth 
subscriber.  MTC's claim does not reflect individual 
subscribers, as many people buy pre-paid services that lapse. 
 According to sources within Telecom, the company has 140,000 
fixed-line customers and 30,000 wireless customers.  With a 
dry climate and low probability for large-scale natural 
disasters, Namibia could serve as good location for 
data-centering services.  As in many other sectors, the 
country lacks sufficient skilled communications and 
information technology engineers. 
 
- - - - - - - - 
Aviation Sector 
- - - - - - - - 
 
¶27.  (SBU)  The aviation sector is Namibia's weakest link. 
The International Civil Aviation Organization (ICAO) ranks 
Namibia among some of the worst countries in the world in 
terms of safety.  A spate of recent small aircraft accidents 
at Windhoek's Eros Airport (which handles domestic traffic) 
has served to highlight the problem.  Aviation safety and 
security are critical to the viability of foreign tourism 
which is a major contributor to the Namibian economy. 
 
¶28.  (SBU)  In the past, the U.S. Department of 
Transportation (via the FAA) have offered technical 
assistance Namibia via the Safe Skies Over Africa program, 
but the GRN showed little political will in addressing the 
problem.  That appears to be changing.  The Minister of 
Transport and Works, Helmut Angula, told Parliament, "The 
lack of comprehensive and effective aviation primary and 
secondary legislation consistent with the environment and 
complexity of civil aviation related activities since 
independence is compromising Namibia's membership to ICAO." 
 
¶29.  (SBU)  Labor issues and skills are part of the problem, 
including insufficient numbers of trained safety inspectors. 
Human error seems to have caused a number of the recent 
accidents.  A plastic bag left in the engine compartment of 
Cessna was the likely cause of a September crash that killed 
one and injured four Swiss tourists.  A pilots strike at Air 
Namibia (the government-owned carrier) was recently averted, 
after the company agreed to increase salaries by 12 percent. 
Air Namibia loses money, but the GRN has been willing to fund 
its short-fall because of the airlines' contribution to the 
tourism sector. 
HARRINGTON