AFRICAN DEVELOPMENT BANK

Language: English
Original: English

MIDDLE INCOME COUNTRIES (MIC) TECHNICAL ASSISTANCE FUND

PROJECT: NAMIBIA AIRPORT STUDY - FEASIBILITY STUDIES, PRELIMINARY
DESIGN AND MASTER PLANS FOR NAMIBIA AIRPORTS

COUNTRY: NAMIBIA

Date: April 2010

Team Leader:

Appraisal Team

P. Opoku-Darkwa, Transport Engineer, OITC.2

Sector Manager (OITC.2):

J Rwamabuga
Sector Director (OITC):
G Mbesherubusa
Regional Director(ORSA): A Beileh

M. Benard, OITC.1; A. Babalola, OPSM.3; D. Etienne, OITC.1, K I Mfalila, OSAN.4;

Peer Reviewers

TABLE OF CONTENTS

1.

INTRODUCTION
1.1.
1.2.
1.3.
1.4.

2.

Background
Study Objectives
Justification for use of MIC TAF Resources
Financial considerations for implementation of HKIA Master Plan Study Component 1.

1
1
2
3

DESCRIPTION OF STUDY
2.1.
Study Components

STUDY COST ESTIMATES AND FINANCING PLAN

3.1.
Cost Estimates
3.2.
Financing Plan

5
5

PROCUREMENT
4.1.
Procurement Arrangement
4.2.
Disbursements Arrangements

6
6

IMPLEMENTATION strategy
5.1.
Proposed Implementation Schedule
5.2.
Executing Agency

6
7

6.

LETTER OF AGREEMENT

7.

CONCLUSIONS AND RECOMMENDATIONS

7.1.
Conclusions
7.2.
Recommendations

7
8

3.

4.

5.

ANNEXES
ANNEX 1 MAP OF NAMIBIA, AIRPORT LOCATION
ANNEX 2 - PHOTOGRAPHS
ANNEX 3 - IMPLEMENTATION SCHEDULE
ANNEX 4 COST ESTIMATE SCHEDULE (in USD)
ANNEX 5 REQUEST FORM
ANNEX 6 LETTER OF AGREEMENT
ANNEX 7 ABRIDGED TERMS OF REFERENCE FOR TECHNICAL ASSISTANCE FOR THE ENHANCEMENT
OF EXISTING AIRPORT INFRASTRUCTURE
This report has been prepared by Mr P. Opoku-Darkwa, OITC.2 (Ext 3142). Any matters relating to this report may be referred to Mr.
J. Rwamabuga, Manager, OITC.2, (Ext. 2181), Mr. G. Mbesherubusa, Director, OITC (Ext. 2034) and Mr. A Beileh, Regional
Director, ORSA (Ext 2039).

LIST OF ABBREVIATIONS
ADB
CSP
DANIDA
EMP
ESMP
GRN
HKIA
ICAO
MIC
MoWT
NAC
NDP3
PPP
QCBS
QBS
SADC
TAF
TOR
UA
USD

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African Development Bank

Country Strategy Paper
Danish International Development Assistance
Environmental Master Plan
Environmental and Social Master Plan
Government of the Republic of Namibia
Hosea Kutako International Airport
International Civil Aviation Organisation
Middle Income Countries
Ministry of Works and Transport
Namibia Airports Company
Third National Development Plan
Public Private Partnership
Quality and Cost Based Selection
Quality-Based Selection
Southern Africa Development Community
Technical Assistance Fund
Terms of Reference
Unit of Account
United States Dollar

GRANT INFORMATION
Clients Information
BORROWER:

Government of the Republic of Namibia (GRN)

IMPLEMENTING AGENCY: Namibia Airports Company (NAC)

Financing Plan

Source

Amount

Instrument

ADB (95%)
GRN/NAC (5%)
Total Cost

UA 594,000
UA 31,000
UA 625,000*

MIC Grant
NAC Budget

*Based on preliminary cost estimate

MIC Grant Currency:

UA

Currency Equivalents (April, 2010),

1 UA=11.136 NAD
1 UA=1.518 USD
1 UA=1.126 EURO
Proposed Timeframe for Main Milestones
Submission of MIC Grant to Country teams:

February 2010

Submission to MIC Grant Committee (OIVP):

May 2010

MIC Grant Submission for Board approval:

June 2010 (Lapse of Time Basis)

MIC Grant Approval:

June 2010

Grant Effectiveness:

July 2010

First Disbursement:

post- September 2010

Last Disbursement:

September 2011

ii

HIERARCHY OF
OBJECTIVES

EXPECTED RESULTS

GOAL:

IMPACT:
Efficient operational Transport
system leads to:

To promote economic and social development by

enhancing existing infrastructure to meet increased
operational activities of the airports.

OBJECTIVES:
An output that facilitates enhanced operational
efficiencies and capacity, optimises land-use with strict
adherence to environment and social parameters.

ACTIVITIES
Consulting Services for developing
Feasibility study & design of HKIA (terminal buildings) Reviewing the 2004 feasibility study report, update study,
design optioneering and preliminary detailed design.
Environmental master plan (8no. airports) - Performing
studies and surveys in establishing balance between
operations, infrastructure systems and the environment
including social systems.
Land-use planning (5no. airport) - Studies and surveys on
airport operations to develop airport layout that optimises
land-use for operational facilities.
Costs (000 UA,)*
Source
FE
MIC Fund
282
GRN/NAC
15
Total
297
* including contingencies

LC
312
16
328

Total
594
31
625

Financial independence and

competitiveness of parastatals
(NAC)
Relieve government of capacity
constraints
Creating new SMEs
Employment opportunities to rural
and urban population
Facilitates/Fosters Private
participation
OUTCOMES:
Efficient air transport infrastructure
system. Study outcomes:
Completed and submitted Final
environmental and land-use master
plans.
Completed and submitted
feasibility study and design
deliverables in readiness for
implementation for HKIA.
OUTPUTS
Deliverables
Feasibility Study Report and
Detailed Design of HKIA Terminal
Buildings;

REACH/ BENEFICIARIES

PERFORMANCE INDICATORS

INDICATIVE
TARGETS
AND
TIME FRAME

ASSUMPTIONS /
RISKS

Namibia economy
Environment (wild life
impact)

Economic growth and productivity

(%).
Increased Revenue by NAC (%
turnover increase)
Revenue from tourism sector.
number of SMEs lodging &
accommodation industry
Reduced unemployment (%
workforce unemployment)
Meet the objectives of section 4.2.2
(Transport Infrastructure) of NDP3
Growth in SMEs competitiveness
(No. of new businesses, tax revenues)

Provides the
framework to meet
Vision 2030/NDP3
targets and time
frame.

NAC/GRN
commitments to
adhere to Namibia
Vision 2030 &NDP3
goals.

GRN
NAC
Population of Namibia
Customers/Passengers
Local aviation industry

Readiness for implementation (%

design completion)
Meets long term objectives (%
design completion)
Facilitates private sector
involvement (%of private sector
interest)
Meeting the conditions on Climate
change

Completion of
consultancy services
within 12months of
contract award.
(forecast July 2011)

Consultant

Contract award and completion (May

2010)

Submission of
deliverables by July
2011.

Tourism industry
Rural and Urban population
SMEs and Private investors

Master /Land Use Plan Deliverable

(Reports/Drawings)

Decline in tourism

Timely approval of
Grant agreement and
effectiveness
Risks:
Stalled implementation
due to funding
limitations

Assumptions

NAC
Public (public consultation)

Environmental Master Plan

(Reports/Drawings);

Risk:
Not meeting the
Vision 2030/NDP3
goals

Timely delivery of outputs

(12months).
All deliverables meet requirement on
readiness for implementation (%
design completion)
Cost (against output) within budget

Timely delivery of
project output.

Minimal scope
change.
Risk

Delay to the
submission of the
completed
deliverables by the
consultant.
Cost escalation
Scope change

1.

INTRODUCTION

1.1.
Background
1.1.1.
The Government of the Republic of Namibia (GRN) has requested financial assistance
from the African Development Bank (ADB), proposing to utilise the Banks MIC Technical
Assistance Fund facility, to undertake project preparation activities on existing airport infrastructure.
Launched in 2004, Namibias Vision 2030 Paper laid out the fundamental framework and
development objectives to transform the economic and social landscape for the future.
Complementing the Vision 2030 report is the Third National Development Plans (NDP3, June 2008),
both aligned with the Banks CSP, in which strategies to enhance transport infrastructure form a key
part.
1.1.2.
Consistent with GRNs strategy on parastatals to provide effective and efficient transport
infrastructure, the National Airport Company (NAC), a wholly state-owned and autonomous
enterprise and executing agency, was established to operate eight (8) regional airports. Due to
increased aviation and passenger activities, taking into consideration the growth potential of the sector
through increased tourism which is a major source of employment, the existing infrastructure has
progressively been rendered obsolete with limited operational capacity.
1.1.3.
In 2004, a study funded by the Danish Trust Fund, managed by the African Developments
Bank, was carried out to develop a conceptual master-plan for the international airport Hosea Kutako
International Airport (HKIA) with a limited scope to investigate design concepts and framework for
future development of the airport. The remit excluded other airports.
1.1.4.
GRNs request for assistance to enable NAC manage and execute the infrastructure
improvement programme was formally received in July 2009 accompanied by draft Terms of
Reference (TOR) prepared by selected consultants. A project identification mission subsequently
followed in early November 2009. The information collated and evaluated forms the basis of the
proposal report.
1.1.5.
The purpose of the study is to facilitate the upgrade of existing airport infrastructure to a
standard that aligns with current and future aviation demands by providing sustainable solutions
which at its core also addresses the environmental and socio-economic issues directly impacting the
population and the country as whole.
1.1.6.
The study constitutes a project preparation activity and falls under the heading of
Priority Activities described in relevant parts of section 3.4 of the Banks Revised Guidelines for the
Administration and Utilization of the Technical Assistance Fund (TAF) for Middle Income Countries
(MIC).
1.2.

Study Objectives

1.2.1.
The objective of this Study is to develop relevant output of master plans and designs,
facilitating enhanced operational efficiencies and capacity, optimise land-use with strict adherence to
environment, including climate change, and social parameters. This study, on completion, brings forth
deliverables in readiness for future implementation. The associated activities are:
a.
b.

For HKIA, follow-up on the 2004 master-plan study, update and expand the scope as
required.
For other airports, to have fully developed master-plans (environmental and land-use
planning) for the development of regional airports which is to form the basis for future
development.

1.3.

Justification for use of MIC TAF Resources

The justification is based on two viewpoints:

i)

GRNs objectives and strategy for development, and

ADBs objectives and strategy for positive intervention in Namibia;

Justification based on GRNs strategy

1.3.1.
In defining the countrys Vision 2030 targets, objectives and strategies were identified to
develop an effective and efficient transport infrastructure that ensure safe operations of transport
services. The focus area in addition to enhancing the road network was the development of capacity in
the civil aviation sector by recognition of the importance of achieving a balanced transport
infrastructure and, given its direct link with tourism, the employment creating attributes of the sector.
1.3.2.
In spite of the government efforts to create employment opportunities, unemployment
remains high (over 30% of the working population). The tourism industry has traditionally proved a
reliable source for income generation and employment for the rural and urban population alike and,
with the vastness and remoteness of its attractions, the industry relies heavily on its aviation
infrastructure to deliver appropriate services.
1.3.3.
GRNs NDP3 acknowledges the significant contributions the air transport infrastructure
makes to the economy, integrated with road and rail, and highlights the shortfall of the NDP2 targets
in the upgrading of existing aerodromes due to the lack of financial resources. Interlinked with
tourism, the improvement of the existing infrastructure is fundamental to the economic well-being of
the population, particularly, the rural community.
1.3.4.
Aligned with aspiration to promote private-public partnerships and SMEs, NAC is well
placed to be the facilitator in engaging the private sector, leveraging its experiences, although at a
relatively modest scale so far, in commercial collaborations for development such as retail outlets, car
rental facilities, aircraft hangers and storage facilities, etc.
ii)

Justification based on ADB strategy (2009-2013 CSP)

1.3.5.
The Banks Country Strategy Paper (CSP) takes a holistic approach on the significance of
transport infrastructure development vis--vis addressing the countrys development shortcomings. In
order to justify the funding request, it is essential to demonstrate credible linkage between the
rationale for intervention and the goals of this development activity.
1.3.6.
The CSP prescribes three underlying pillars as a basis for intervention and these are i)
Enhancing private sector competitiveness, i) Enhancing rural productivity in the agricultural sectors,
and iii) Partnership for Trade and Regional integration. The projects long term aspirations which is
to be realised upon completion of the implementation phase and commencement of subsequent
operational activities, is consistent with all three pillars. Some of the linkages with pillars are outlined
in below.
1.3.7.
The project will strengthen the capacity of the private sector (including SMEs) to improve
productivity of the countrys human resources, create employment opportunities and increase income
levels. It is also to complement the diversification programme of the government away from the
reliance on mineral sector and stimulate development at local and regional level.
1.3.8.
The significance of tourism to the economy and the direct association with the aviation
sector is a high-employment generation tool and facilitates growth of SMEs such as B&Bs, small
lodges, guest houses, car rental and specialist retailers etc, to gain the opportunity to enter mainstream
tourism thus creating new investment opportunities and local entrepreneurship. The Banks aspiration
to enhance private sector capacity and competence is complementary to the anticipated short to
medium-term demands in the anticipated growth in tourism.

1.3.9.
With regards to partnership agreements and joint ventures, NAC has implemented several
strategic infrastructure and commercial developments with the aim of improving its overall service
delivery. Projects have been undertaken in collaboration with private developers aligned with the
modern concepts of Public Private Partnerships (PPP). The business environment potentially therefore
lends itself to a PPP approach at the implementation phase as well as operational level.
1.3.10.
While the road network serve a greater part of the country, an integrated air transport
infrastructure complements the conventional road and rail modes of transport for bulk haulage. The
ease to access markets with less bulky agricultural produce is an incentive to local farmers. For
example, Walvis Bay Airport is at a location that forms part of the Namibia Processing Zone and is
intended to serve as a major export hub of fish and other resources.
1.3.11.
Typical of other regional airports, there is potential for expansion and infrastructure such
as access roads and cargo-handling facilities to add value and boost functionality by serving the
existing railway. For example, container depots are planned at Ondangwa Airport to interlink between
Ondangwa, Oshikango and Oshakati. Other airports have storage facilities for cargo to Angola and
serve the tourism industry as hub for the chartered flights for tourist and businesses attracted by the
game parks of Khaudom, Mahango, Popa Falls and Buchman land. Katima Mulilo Airport is the
gateway for the tropical Caprivi region, located close to the Zambesi River, northeast of the country,
and serves other attraction in Botswana and Zimbabwe. It also serves as a refuelling hub for air traffic
from South Africa en route to Central Africa. There is an aspiration by NAC to upgrade the access
road to the airport.
1.3.12.
With particular reference to the international airport HKIA, some improvement initiatives
on the terminal building such as duty free facilities, tourism centres, car rentals and retail outlets, has
enhanced functionality to a degree that contributes to the NACs financial bottom-line and
employment-creating capability.
1.3.13.
The Bank also acknowledges the constraints that currently prevail in forming sustainable
partnerships with Namibia citing the competition with other multilateral and unilateral institutions as a
contributing factor. The commitment of GRN, to ensure the benefits of the enhancement programme
is materialised, was discussed and documented during the mission. With the desire to enhance
relationship and ultimately contribute to addressing the social challenges of poverty and
unemployment, this financial assistance, if granted, provides the Bank with the opportunity to position
itself and enhance its effectiveness in sustainable investment in the country.
1.4.

Financial considerations for implementation of HKIA Master Plan Study

Component 1.

1.4.1.
The study covered in this proposal report does not include a financial analysis component.
The purpose of this section is to provide supplementary information, in support of the grant request,
on the financial considerations and activities independently undertaken by NAC to evaluate the
financial challenges in the implementation of terminal building extension of HKIA. Although the
financial analyses fall outside the scope of this report, this section is included to appreciate the
viability of the project, albeit based on a previous study and subject to an update. This section on
financial consideration is therefore considered as complementary, yet key, information to support
this proposal report.
1.4.2.
Since commencing operations in 1999, NAC has become one of the flagship products of
the governments strategy to reform the parastatals to boost competitiveness and efficiency within the
transport sector. As part of the strategy for growth, NAC commissioned and funded an appraisal in
2006 to assess the financial viability on HKIA terminal building extension scheme based on the
master plan previously developed in 2004. The appraisal was executed by a specialist consultant
Consultancy Services Africa (CSA) of South Africa with the remit to develop a Business Plan that
analyses the financial strength of NAC based on current (2004) and potential operational capability.
The Business Plan report, now obsolete and subject to review and update, was to form the basis for
potential negotiations with interested financial institutions in the evaluation of NAC financial status as
a going concern and its ability to service any credit facilities. The business plan which included
financial analysis took into consideration several factors such as:

Revenue growth and trend based on forecast in passenger traffic and growth in business
environment

The current and future operational expenditure and budget

Inflationary factors

Sensitivity analysis

Financial risks to NAC revenue stream and operations

Capital development projects under the NAC portfolio

Passenger and aircraft movement projection, updated forecast to 2006

Cost estimates of scheme (2007 figures based on the 2004 master plan)

Proposed draw-down, payback period of loan facility.

1.4.3.
Based on assumed parameters, some covered in the preceding paragraph, the report
concluded the scheme as being financially viable citing the revenue generation capability and capacity
of HKIA operations as an indication of the profitability to successfully service credit facilities and
implement the project. The report makes no recommendation on the financial instrument to fund the
project but rather focused its conclusion on the financial health of NAC.
1.4.4.
For the purpose of aligning this MIC grant request and its objectives with the financial
viability of the project, the current business plan report requires further review and update to account
for the updated scope of the scheme that enhances the functionality of the airport and the associated
revised cost estimate. The revised business plan would be commissioned, managed and funded
independently by NAC and is intended to commence in earnest, subject to the successful outcome of
this application. The findings of the business plan will subsequently form the basis for any future
funding request to prospective financial institutions or investors (private, bilateral or multilateral
institutions) and which the Bank may wish to participate.
2.

DESCRIPTION OF STUDY

2.1.

Study Components

2.1.1.
The study covers a total of eight (8no) airports located in Windhoek (Hosea Kutako
International and Eros Airports), Walvis Bay, Keetmanshoop, Luderitz, Rundu, Katima Mulilo and
Ondangwa. The study will be managed by the Namibia Airports Company (NAC), the Executing
Agency and designated infrastructure owner. The output would determine final scope of detailed
design and, in some cases, scope of works on future implementation.
2.1.2.
i)

The study components are summarised as follows:

Feasibility Studies and Basic Design of Terminal Building for HKIA

Reviewing the 2004 Feasibility Study Report to permit an updated feasibility study, design
optioneering and preliminary design to be carried out. Key Outputs: Feasibility Study Report,
Preliminary Detailed Design Deliverable, Works Implementation Programme and Engineers
Estimate.

ii)

Preparation of Environmental Master-Plan for NAC Airports (8no. Airports) ;

Performing studies and surveys in establishing balance between air-traffic and infrastructure
systems and the environment including climate change and natural resources, ecological and
social systems and wildlife, considered in unison with future airport developments. Key Output:
Conceptual Planning Report, Detailed Environmental Master Plan covering all NAC airports.
iii)

Studies for upgrading (Master Planning & Land-Use Planning) of NAC Regional Airport
(5no. Airports).

2.1.3.
Performing studies and surveys that consider all components of an efficient operational
airport based on sound engineering, economic and environmental information to create an airport
layout that optimises land-use for operational facilities while taking into account future development.
Key Output: Inception Report, Conceptual Planning Report, Draft and Final Master Plan and Future
Land Use Plan Reports.
2.1.4.
An abridged TOR is provided Annex 6. A detailed TOR will be prepared and submitted
by the Applicant prior to contract award to ensure the project complies fully with the relevant
requirements of the Banks guidelines.

3.

STUDY COST ESTIMATES AND FINANCING PLAN

3.1.

Cost Estimates

3.1.1.
The total cost of the study based on estimated fee proposals provided by consultants, net
of taxes and duties excluding contingencies, is estimated as US$947,500 (UA596,000 approx) with a
proposed local and foreign exchange cost components of US$497,000 (UA312,800 approx) and
US$450,000 (UA283,200 approx) respectively. Cost per study component, including five (5) percent
for contingency, is provided in Table 3.1 below. The corresponding preliminary cost breakdown
schedule (in USD) per study is provided in annex 4.
Table 3.1- Cost Estimate: Breakdown per Study Component
USD (million)

Consulting Services COMPONENT

FC

LC

HKIA Feasibility Study and terminal

building design
Environmental Master Plan (8no. Airport)
Master-Plan/Land Use Plan (5no. Airport)
Subtotal
Contingencies (5%)
Total

0.4
0.05
0
0.45
0.023
0.473

0.047
0.25
0.2
0.497
0.025
0.522

UA(million)

TOTA
L

FC

LC

0.447
0.3
0.2

0.252
0.031

0.947
0.047

0.283
0.014
0.297

0.030
0.157
0.126
0.313
0.016
0.328

0.995

TOTA
L
0.281
0.189
0.126
0.5961
0.030
0.625

November Rates US$1.59 = 1 UA

3.2.

Financing Plan

3.2.1.
The contribution by the fund is based on 95%:5%' split between the Bank and GRN
respectively subject to the Banks maximum contribution of UA600,000 sourced from the MIC-TAF.
The five (5) percent will be contributed by GRN/NAC from its own funds. The maximum
contribution from the fund, net of taxes and including contingencies, is estimated as UA 594,000
(table 3.2).

Table 3.2 Financing Plan

US$ (million)
FE
LC
TOTAL
0.449
0.496
0.945
0.024
0.026
0.050
0.473
0.522
0.995

Funding Source
MIC (95%)
GRN/NAC (5%)
Total

4.

PROCUREMENT

4.1.

Procurement Arrangement

UA(million)
FE
LC
0.282
0.312
0.015
0.016
0.297
0.328

TOTAL
0.594
0.031
0.625

4.1.1.
The procurement plan including type of contract, consultant selection and review
processes will be in accordance with the Banks Rules and Procedures for the Use of Consultants. The
procurement of the consultancy services will be undertaken on the basis of shortlisted firms through
expression of interest evaluated by the Executing Agency in accordance with Banks rules and
procedures.
4.1.2.
The Request for Proposals including all respective TORs will be reviewed by the Bank
prior to submission to the short-listed consultants.
Table 4.1- Procurement Arrangements (in UA)
UA(million)
Consulting Services COMPONENT
Total
Total
[ ] figure in bracket financed from MIC TAF.

Selection
0.625 [0.594]
0.625 [0.594]

Non-banking
funding
-

TOTAL
0.625
0.625

4.1.3.
The contract will be let on a Lump Sum contract basis with fixed and reimbursable
components. Table 4-1 shows the total procured amount of the study without any external funds. Any
increase in cost over and above the total estimated cost will be additional to NACs five (5) percent
contribution.
4.2.

Disbursements Arrangements

4.2.1.
methods:

The disbursement arrangements for the MIC Funds will be either of the following

The Direct Payment Method

The Reimbursement Method

The Special Account Method

4.2.2.
All disbursements will be subject to the Banks rules as set out in the Banks
Disbursement Handbook. The Banks Disbursement Rules including the rules on suspension of
disbursements will apply.

5.

IMPLEMENTATION STRATEGY

5.1.

Proposed Implementation Schedule

5.1.1.
The expected duration for the study is twelve (12) months from the date the contract
becomes effective on the basis or assumption that critical path activities commence simultaneously.
The tentative programme is shown in table 5.1 below.

Table 5.1 - Implementation Schedule

Activity
1. Board Approval of MIC Trust Fund
2. Issue of RFP to Consultants
3. Receipt/Review and Approve of Proposal
2
4. Contract Award (all components) .
5. Completion/submission of Final Environmental Master Plan
(8no. Airports) - 9 months from start date.
6. Completion/Submission of Final HKIA Feasibility, Mater Plan
& Design - 12months from start date 1
7. Completion/Submission of Final Master-Plans &Land-Use (5no.
Airports) - 12 months from start date 1
1.Critical path activities 2.Start date = date contract become effective

5.2.

Responsibility
ADB
NAC
NAC/ADB
NAC

Target Dates
June 2010
July 2010
Aug 2010
September 2010

NAC/Consultant

February 2011

NAC/Consultant

September 2011

NAC/Consultant

September 2011

Executing Agency

5.2.1.
The Executing Agency, Namibia Airports Company (NAC), will manage the delivery of
the study from inception to completion and will assign a competent senior staff member as the Project
Coordinator. The nominated person will ensure consistency and harmonisation of all the study
components, ensure compliance with project remit and will be the NAC contact person for all
correspondence with the Bank.

6.

LETTER OF AGREEMENT

6.1.1.
Upon approval of grant request, a Letter of Agreement will be drafted by the Bank
(GECL) in accordance with the format provided in Annex 3 of the Guidelines for Administration and
utilization of the Technical Assistance Fund for MIC and signed by authorised representatives of the
Bank and GRN. The latter will be a representative from the Ministry of Finance signing on behalf of
GRN. A template of the Letter of Agreement is drafted and provided in Annex 6 of this document.

7.

CONCLUSIONS AND RECOMMENDATIONS

7.1.

Conclusions

7.1.1.
In the current CSP (2009-2012), the Bank cites new strategy to address poverty,
inequality and unemployment. In addition, the CSP stipulates the enhancement strategies to be
adopted by the Bank to strengthen its position of competitiveness to expand operations in Namibia.
These complementary strategies are linked to the three major pillars identified in section 15 of the
CSP which is to enhance the competitiveness and growth of private sector (SMEs) as well as offering
diversification opportunities from mining into areas such as tourism.
7.1.2.
In spite of the poverty, inequality and employment challenges, the Bank recognises
aspects of sound governance, low crime and natural landscape as complimentary attributes that can be
leveraged. The development in the aviation sector has its lifeline in the tourism industry which
consequently provides the much needed employment and business opportunities for the population
and SMEs respectively. The impact of tourism is countrywide affecting both rural and urban
population and this assistance facilitates the means to improving the social and economic conditions
of the greater population.
7.1.3.
The proposed study, for which finance is being sought, constitutes a significant phase in
design and feasibility study that brings the enhancement programme of the airports much closer to
reality and ultimately meeting some of the countrys key objectives and that of the Bank. It also puts
the Bank in the prime position for sustainable and future investment in Namibia.

7.2.

Recommendations

7.2.1.
It is recommended that a grant not exceeding UA 594,000 from the resources of the MIC
TAF be extended to the Government of the Republic of Namibia to carry out the study described in
this memorandum.

ANNEXES

ANNEX 1 MAP OF NAMIBIA, AIRPORT LOCATION

(Indicatively Showing Airport Locations)

Ondangwa
Rundu

Walvis Bay

Katima Mulilo

HKIA & Eros

Luderitz

Keetmanshoop

This map was provided by the African Development Bank exclusively for the use of the readers of the report to which it is attached. The names
used and the borders shown do not imply on the part of the Bank and its members any judgement concerning the legal status of a territory nor
any approval or acceptance of these borders.

ANNEX 2 - PHOTOGRAPHS

Figure 1: Eros Airport: Land Use and Master Planning to optimise land use and revenue generation

Figure 2: Eros Airport: Land Use and Master Planning to optimise land use and revenue
generation

Figure 3: HKIA Existing Terminal Building (Terminal 2)

Feasibility Study/Master Planning/Design/Environmental Master Planning

Figure 4: HKIA Existing Terminal Building (Terminal 1)

Feasibility Study/Master Planning/Design/Environmental Master Planning

ANNEX 3 - IMPLEMENTATION SCHEDULE

Jun10

Board Approval of MIC Trust Fund/Letter of Agreement Signed

ADB

Target
Dates
Jun- 10

Issue of RFP to Consultants

NAC

Jul-10

Receipt/Review and Approve of Proposal

NAC/ADB

Aug-10

Contract Award (all components)

NAC

Sept-10

NAC/Consul
tant
NAC/Consul
tant
NAC/Consul
tant

Feb-11

Activity

Jul10

Aug10

Sep10

Oct10

Nov10

Completion/submission of Final Environmental Master Plan

Completion/Submission of Final HKIA Feasibility, Mater Plan &
Design
Completion/Submission of Final Master-Plans &Land-Use

----------------- ADB responsibility;

Others

(NAC/GRN/Consultant)

Dec10

Jan11

Feb11

Mar11

Apr11

May11

Jun11

Jul11

Sept11

Responsibilit
y

Sept-11
Sept-11

ANNEX 4 COST ESTIMATE SCHEDULE (IN USD)

Preliminary Cost Estimate for HKIA Feasibility Study and Basic Master Plan-Study Component 1
Cost reimbursable Travels, Misc

Professional Fee (international Consultant)

Man
days

Rate

Cost (USD)

Project Leader

15

1300

19500

Lead Airport Architect

60

1200

72000

Airport Architects

120

600

72000

Lead Airport planner

50

1200

60000

Airport Planner

120

600

72000

Lead Airport Civil/Structural Engineer

40

1200

48000

Airport Engineers

100

600

60000

Quantity Surveyor

15

600

9000

Subtotal

520

$412,500

No

Rate
USD

Cost

International air travel

10

1600

16000

Domestic travel

20

50

1000

Per diem
Misc
(reporgraphics,etc

50

100

5000

12000

12000

Sub-Total

$34,000

TOTAL

$446,500

Preliminary Cost Estimate for 8no Airports Environmental Master Plans - Study Component 2
Cost reimbursable Travels, Misc

Professional Fee (International/Local Consultant)

Man
days

Rate

Cost (USD)

Project Leader

20

1300

26000

Lead Airport/Transport Planner

40

1200

48000

Lead Environmental Specialist

50

1200

60000

Environmental Specialist - Biologist

Environmental Specialist Noise
specialist

40

900

40

Soil and Ground Specialist

No

Rate
USD

Cost

International air fares

10

1500

15000

36000

Domestic air travel

20

250

5000

900

36000

25

100

2500

40

900

36000

Per diem
Misc (reprographics,
car rentals

5000

5000

Socio-Economic Specialist

50

600

30000

Subtotal

280

$272,000

Sub-Total

$27,500

TOTAL

$299,500

Preliminary Cost Estimate for 5no. Airports Master Plans and Land Use -Study Component 3
Cost reimbursable Travels, Misc

Professional Fee (International/Local Consultant)

Man
days

Rate

Cost (USD)

Project Leader

15

1000

15000

Lead Airport Planner

30

900

27000

Airport Planners

100

450

45000

Lead Airport Architect

30

900

27000

Airport Architect

60

450

27000

Airport Infrastructure Engineer

30

450

13500

Transport Economist

60

450

27000

Subtotal

325

$181,500

No

Rate
USD

Cost

International air travel

10

600

6,000

Domestic air travel

20

250

5,000

Per diem
Misc (reprographics,
car rentals

40

100

4,000

5,000

5,000

Subtotal

TOTAL ESTIMATE COST, USD (EXCLUDING CONTINGENCIES)

$20,000

TOTAL

$201,500

$947,500

ANNEX 5 REQUEST

FORM

-2-

-3-

ANNEX 6 LETTER OF AGREEMENT

AFRICAN DEVELOPMENT BANK

13 Avenue du Ghana
B.P. 323
1002 Tunis Belvdre
Tunisie
Telephone: (216) 71 102 181
Fax
: (216) 71 333 675
Web Site
: www.afdb.org

The Permanent Secretary,

Ministry of Finance,
Private Bag 13295
WINDHOEK, NAMIBIA
Dear Mr C Schlettwin:
LETTER OF AGREEMENT: UTILISATION OF MIC TECHNICAL ASSISTANCE FUND TO
FINANCE FEASIBILITY STUDIES, DESIGN AND MASTER PLANNING OF NAMIBIA AIRPORTS
I am writing on behalf of the African Development Bank to indicate the Banks decision to provide to the
Republic of Namibia, (the Recipient) a Grant in an amount not exceeding UA 594,000 (Five Hundred and
Ninety Four Thousand Units of Account) (the Grant) from the Banks Middle Income Countries Trust
Fund. The purpose of the Grant is to finance the Namibia Airport Study activities.
The Grant is being provided for the purposes and on the terms and conditions set forth in the Attachments
hereto, and the Recipient hereby represents, by confirming its agreement hereunder, that it is authorised to
contract, withdraw, and utilize the Grant for the said purposes and on the said terms and conditions.
The provision of the Grant does not constitute or imply any commitment on the part of the Bank to assist
to finance or part finance any project developed as a result of the study for which the Grant is provided.
Please confirm your agreement with the foregoing and the conditions and terms attached hereto, on behalf
of Republic of Namibia, by signing, dating, and returning to us the enclosed copy of this letter. This
agreement will become effective on the date of countersignature by the Bank.

-1-

Yours Sincerely,
AFRICAN DEVELOPMENT BANK

Date:
Vice President, Operations
Infrastructure, Private Sector & Regional Integration

AGREE ON BEHALF OF:THE REPUBLIC OF NAMIBIA

Date:

C Schlettwin
The Permanent Secretary
Ministry of Finance

-2-

ANNEX 7 ABRIDGED TERMS OF REFERENCE FOR TECHNICAL ASSISTANCE

FOR THE ENHANCEMENT OF EXISTING AIRPORT INFRASTRUCTURE

A. GENERAL INFORMATION
1.

INTRODUCTION
1.1.
Background

1.1.1. The Government of Republic of Namibia has a vision for the future in the Vision 2030
Paper addressing medium and long term objectives as well as the policies and strategies to meet
those objectives. The transport sector is identified as critical to those visions and the Government,
in a bid to redress the shortcoming, published the White Paper on Transport Policy in 1995 and
the Third National Development Plan (NDP3) setting out recommendations for implementation.
One of the bold strategies in support of the objectives in respect of the proposed study included:
a.

b.

Review of the parastatals in the sector by commercialising functions that can be more
efficiently performed in a commercial environment.
Draw up and implement a master plan of the development for each of the regional
airports/aerodromes of the airport company Namibia Airports Company (NAC).

1.1.2. It is on the basis of the Governments vision that the NAC was formed under the Airport
Company Act, Act 25 of 1998 as an autonomous 100% state-owned entity with the Ministry of
Works and Transport as the regulatory body. The NAC is responsible for the operations and
management of licensed regional airports in Namibia.
The proposed study is endorsed by the Government of the Republic of Namibia
2.

NAMIBIA AIRPORTS COMPANY

2.1.
Introduction

2.1.1. The NAC commenced operations in February 1999 after the Airport Company Act, Act
25 of 1998 came into force. The main objectives are to ensure:

The arrival, surface movement, parking and departure of aircrafts;

The servicing of aircrafts, including the supply of fuel and lubricants;
Ground handling of aircrafts, passengers, baggage and cargo;

2.1.2. The key focus areas to achieve the above objectives:

Infrastructure development, maintenance, technology and modernisation;

-1-

Aeronautical revenue growth;

Commercial revenue growth;
Cost efficiencies and internal processes and;
Human capital development
Commercial revenue growth

2.1.3. The NAC is a member of the Airport Council international (ACI) and the International
Air Cargo Association (TIACA). The company is also committed to observe and follow the
ICAO (International Civil Aviation Organisation) conventions and practices regarding airport
operations and management.
2.2.

Governance

2.2.1. NAC functions under the Board of Directors, appointed by the Ministry of Works and
Transport in his/her capacity as the Portfolio Minister. The Board appoints the Chief Executive
Officer, CEO, tasked with managing and exercising control the company operations. The Board
formulates policies and strategies that guide the company towards attaining it vision and mission.
2.2.2. NAC recognises the need for a strategic corporate focus to better enable it to serve it
clients and improve its financial sustainability and is guided by high standard of ethics and
integrity to industry benchmarks and guidelines. It is also guided by Act 25 of 1998, the
countrys Vision 2030 and Performance Agreements with shareholders.
2.3.

Airports

2.3.1. The NAC owns and manages the operations of eight (8) airports and they are; Hosea
Kutako International, Eros, Walvis Bay, Keetmanshoop, Luderitz, Rundu, Katima Mulilo and
Ondangwa airports
2.3.2. NCAs operational partners are the international and domestic airlines and aircraft
operators, government agencies, private retailers as well as concessionaires licensed to operate at
the airport premises. NAC values the importance of developing and maintaining good
infrastructure and facilities at its airports to maintain world-class standards in line with its master
plans and the company has been undertaking several strategic infrastructure and commercial
development project with the aim of improving its overall service delivery. Projects have been
undertaken in collaboration with private developers and investors aligned with the modern
concepts of Public Private Partnerships (PPP).
2.3.3. The features of each airports and how they serve and impact the countrys economy are
described below.

-2-

a.

Hosea Kutako International Airport(HKIA)

HKIA is the only international airport situated 45km east of Windhoek, the capital of Namibia. It
complements the airport capacity of other hubs on the Southern African region. It handles over
half a million passengers annually and over fourteen thousand aircraft movement with frequent
connections to Johannesburg, Cape Town and Luanda (Angola). The schedules airlines connect
HKIA to international hubs in Europe and other regional destinations.
Recent terminal building improvement has seen the some expansion and refurbishment to
enhance customer experience such as public parking, vat refund facilities and retail outlets.
b.

Eros Airport(HKIA)

Eros airport is located in Windhoek, 5km from the business district and classified as the NACs
busiest airport in terms of aircraft movement. It is the centre of aircraft maintenance and is the
hub for general and leisure aviation serving the tourism industry. It has key facilities for aircraft
operations such as cargo handling, fire stations, ground handling as well as land for prospecting
commercial developer for hangers, warehousing and offices.
Recent works completed at the airport include: renovation of office block for customs and excise,
general upgrading of terminal building; car park facilities and construction of air cargo terminal.
Other projects are planned following the development of the mater-plan.
c.

Walvis Bay Airport

Located in Walvis Bay, 15km east of the town. The airport has undergone some upgrading in its
facilities to handle wide-bodied aircrafts with the objective of elevating the airport to
commensurate as the second international airport. Expansion of the terminal building is also
planned to coincide with the projected growth in passenger numbers. Other aviation facilities
have been upgraded with state-of-the-art landing system for flight operations given the prevailing
and persistent overcast weather conditions at its location. In a location that forms part of the
Namibias Economic Processing Zones (NEPZ), the airport is intended to be the major export
hub of fish and other resources to the rest of Africa and Europe.

-3-

d.

Ondangwa Airport

Ondangwa airport is located in the north-central part of the country with a catchment area that
includes regions of highest population density (Oshana, Oshikoto,Ohangwena, Omusati, Kunene)
and serves as the fastest air-link into southern Angola. Typical of other regional airports, there is
potential for expansion and project such as new terminal building and services, access roads and
passenger- and cargo-handling facilities, to name a few, are envisaged. Container depots are also
planned to add value by serving the existing railway interlink between Ondangwa, Oshikango
and Oshakati.
e.

Keetmanshoop Airport

The town of Keetmanshoop is some 500km from the capital Windhoek and the airport is the
home of the Namibia Aviation Training Academy (NATA). There is currently an aspiration to
make this airport the aircraft maintenance centre for Namibia given its potential capacity and
physical conditions. It has also been identified as having the potential to serve as the tourism hub
for charter operations after the proclamation of mining town such as Oranjemund and Rosh
Pinah. It also has a customs and immigration services and is able to handle cross-border traffic
into southern Namibia.
f.

Luderitz Airport

Luderitz is located on the coast and in proximity to the mines of Rish Pinah, Oranjemund and
Elizabeth Bay hence the airport has significant economic importance to the country. There has
been steady traffic growth at the airport over the years therefore required upgrading works is
required which is align with the proposed study. Other upgrading activities to enable night
operations and overcome adverse overcast weather conditions have been implemented.
g.

Rundu Airport

Rundu airport is located 5km southwest of the town of Rundu in the region bordering on southern
Angola and has the benefit of vast land setting ideal for storage facilities and unlimited potential
infrastructure development. It has excellent storage facilities for cargo to Angola and serves the
tourism industry as hub for the chartered flights for tourist and businesses attracted by the game
parks such as Khaudom, Mahango, Popa Falls and Buchman land.

-4-

h.

Katima Mulilo Airport

Katima Mulilo Airport is the gateway for the tropical Caprivi region and the home-town of the
African BIG 5 attraction. It is located close to the Zambesi River, northeast of the country, and
serves other attraction in Botswana and Zimbabwe. It also serves as a refuelling hub for air traffic
from South Africa en route to Central Africa. There is an aspiration by NAC to upgrade the
access road to the airport.
3.

THE PROPOSED STUDY

3.1.
Introduction

3.1.1. To upgrade the existing airport infrastructure to a standard that aligns with the economic
and social development in the country, taking cognisance if the environmental issues, while
generating business opportunities for all stakeholders. It is to meet future aviation demands while
providing a sustainable solution that addresses the environmental and socio-economic issues.
3.1.2. The study has three components each requiring the services of specialised consultants
which in combination provide NAC with an aggregate output to facilitate the implementation of
the enhancement programme on all eight regional airports. Although some improvements have
been made to the physical facilities, airport operations and services offered to customers,
currently falls short of meeting present and future demands as well as operational requirements
associated with increased air traffic and usage. The intended purpose of the proposed study is to
address the shortcomings and formulating appropriate solutions in aspects relevant to the
enhancement objectives.
3.2.

Study Interface

3.2.1. To ensure an integrated output, each consultant shall work very closely with key
stakeholders as deemed appropriate including the community, public and private institutions,
civil society organizations, international statutory and regulatory bodies, governmental and nongovernmental organisation etc. The views, preferences and limitations of these groups shall be
taken into account in the study.
3.3.

NAC Coordinator

3.3.1. NAC will appoint a Coordinator to oversee the study to ensure close integration and
compliance with all aspect of the study remit. The Coordinator will be NAC main contact with all
consultants and other parties involved in the Study and shall participate actively in the execution,
administration, monitoring and supervision of the activities of the study. Although it is the
responsibility of NAC to mange the interface of the studies, it is expected that respective
Consultant maintain open dialogue among all parties to ensure that fully integrated and complete
output is accomplished.
-5-

B. TECHNICAL INFORMATION
4.

THE STUDY
4.1.
STUDY COMPONENTS

4.1.1. The objective of this Study is two-fold, each to develop the relevant output of master
plans and designs to bring forth deliverables in readiness for future implementation. The
consultancy services being procured broadly cover the following:
For HKIA, follow-up on the 2004 master-plan study, expanding the scope and
updating as prescribed, in readiness for future implementation.
For other specified airports, to fully prepare master-plans for the development of
regional airports that will subsequently form the basis for future design and
implementation.

a.

b.

The scope of each service component described below highlights the key areas of interest. It is
advisable that, where necessary, clarification of the scope is sought with NAC prior to pricing
and commencement of work.
4.2.

Consultancy Services Components 1- Feasibility Studies and Basic Design of

Terminal Building for HKIA

4.2.1. The scope of services is to review the 2004 Feasibility Study Report (enclosed) prepared
by others to facilitate development of an updated study, perform design optioneering and option
selection followed by preliminary design for the upgrading of the passenger terminal complex at
Hosea Kutako International Airport (HKIA). Based on the above, the following is envisaged as
the three key activities.
a.

Investigate two design alternatives for terminal buildings and shall comprise:

b.
c.

A revision to the layout of the existing Terminal 2 (T2) and Terminal 1 (T1)
buildings connected by a new link structure the two buildings. T1 and T2 will be
designated arrival and departure building respectively.
A new T1 building and new link structure to the existing T2 building with the T2
layout upgrades to suit.

Prepare an outline design of the two alternative options described in item a) above.
Prepare preliminary detailed design of the preferred and selected option.

-6-

4.2.2. The scope excludes studies on airport infrastructure external to the terminal buildings,
such as but not limited to, flight stands, apron, runways, access roads, parking, exterior signage
and lighting. These exclusions are typically facilities specific for aircraft operations and or
facilities that have no direct passenger interface.
4.2.3. It is expected that a business plan will be prepared following completion of the study to
ascertain the financial viability of the project, if implemented, and will consequently form the
basis for developing a financing strategy for the project.
Proposed Specific Activities
4.2.4. The following are the activities proposed to execute the works: The consultant shall:
a.
b.

c.
d.
e.
f.
g.

Review the existing master-plan of 2004 and ascertain through dialogue with NAC
current development needs, objectives and trends.
Update forecast and analysis of flight traffic, passenger flow, security measures,
immigration and emigration and all other functions and activities relevant to the layout of
the terminals buildings
Prepare drawings and or sketches, as appropriate, of the design possibilities for the
terminal complex for discussion with NAC
Produce a 1:500 drawing (plans, elevation, etc.) proposals of the terminal complex
Based on the preferred/approved design, develop programme and budget for the
executing preliminary detail design.
Develop and complete the master-plan as per the programme and budget.
Develop and complete preliminary detailed design including technical specifications as
per the programme and budget.

Proposed Output
4.2.5. The output for the works shall include but not limited to:
a.
b.
c.

New Feasibility Study Report (Master-Plan),

Preliminary Detailed Design Deliverable (Drawings, Technical specifications etc) ,
Programme and Engineers Estimate for future implementation

Proposed Schedule
4.2.6. This activity is schedule for completion twelve (12) months from the date contract
becomes effective.

-7-

Proposed Resource
4.2.7. The consultant shall in general have the following expertise to carry out the services:

Project Leader ((20yrs minimum experience)

Lead Architect (15yrs minimum experience)
Architects (local and international mix)
Lead Airport Planner (15yrs minimum experience)
Airport Planner
Lead (Airport) Civil/Structural (15yrs minimum experience)
Civil/Structural Engineers
Quantity Surveyor

Unless stated otherwise, all specialists shall have at least 10years of working experience.
4.3.

Consultancy Services Components 2 -Preparation of Environmental MasterPlan for NAC Airports (8no. Airports);

4.3.1. NACs objectives is put focus on the environmental issues associated with the
development of the airport to ensure an environmentally sustainable development is achieved.
Based on the above, the consultant shall prepare a set of comprehensive Environmental Master
Plans for the eight airports in question that meets, as a minimum, the objectives below.
4.3.2. For each of the activities described below, the consultant shall include in the EMP,
proposed actions for sustainable development of the airport and implementation plans.
a.
b.
c.
d.
e.
f.
g.
h.

Consideration for the natural resources and environment in the greater airport areas
Establish a sustainable balance between air-traffic systems and infrastructure on one side
and the ecological and social systems on the other.
Improving safety through a better separation air-traffic and the surrounding nature such
as wildlife
To provide an environmental framework for future planning, development and
investments.
Proposed activities
Establish framework for the EMP with NAC
Perform desk study of all relevant documents, rules and regulations, development plans
and drawings.
Assess ALL relevant aircraft-related activities at the airports including but not limited to
fuel supply, storage facilities, fuelling procedures, noise, emissions, etc against
international, regional and national requirement.
-8-

Carry out a Strategic Environmental Assessment (SEA), a tool developed by the African
Development Bank, to ensure integration of social and economic aspects into the study
thus providing a holistic appreciation of the impact and developing alternative where
necessary
j.
Assess ALL relevant operations procedures at the airport including but not limited to
maintenance procedures, waste handling, wastewater treatment, contamination, etc.
k. Assess ALL risks associated with bird and animal strikes.
l.
Assess ALL activities associated with the runway system including but not limited to sue
of herbicides, energy usage, emission of service vehicles, surface water contaminations,
etc
m. Assess ALL relevant activities associated with the use of the Terminal Building
including, but not limited to, water supply system, energy system, waste-water and solid
waste handling systems
n. Assess ALL aspects of social impact associated with future development including but
not limited to, economic effects of the airport in the region, the impact on local
community (employment, HIV/AIDS etc), the stress effect from the noise generated by
aircraft activities
o. Assess the gender-related implication of the increased operational capacity of the
infrastructure. This will not to be limited to the implementation works but the rather the
employment opportunities generated, particularly by a potentially vitalized leisure
tourism industry.
p. Assess the threats of climatic change, near term and long term, locally and globally, of
the airports development as a result of the forecasted growth in air traffic at some
selected airport.
i.

Proposed Output
4.3.3. The output for the works shall include but not limited to:
a.
b.

A set of final and detailed Environmental Master Plans/Report covering all NAC airports
with each airport covered by a separate EMP.
Drawings, images, technical investigation data, etc.

Proposed Schedule
4.3.4. This activity is schedule for completion six (6) months from the date contract becomes
effective.

-9-

Proposed Resource
4.3.5. The consultant shall in general have the following expertise to carry out the services:

Project Leader ((20yrs minimum experience)

Lead Environmental Specialist
Environmental Specialist - Biologist with local experience*
Environmental Specialist Climate Change & Noise specialist with international and
local experience*
Soil and Ground Specialist
Socio-economic Specialist *
Airport/Transport Planner

Unless stated otherwise, all specialists shall have at least 10years of working experience.
*A minimum of 5yrs of local experience is required.
4.4.

Consultancy Services Components 3- Studies for Upgrading (Master

Planning & Land-Use Planning) of NAC Regional Airport (5no. Airports).

4.4.1. This study is to be carried out on five (5) airports; Keetmanshoop, Luderitz, Rundu,
Katima Mulilo and Ondangwa airports. The scope covers studies and surveys that consider all
components of an efficient operational airport based on sound engineering, economic and
environmental information to create an airport layout that optimises land-use and operational
facilities while taking into account future development.
4.4.2. As minimum, the activities for the preparation of the master and land-use plans for each
airport shall be based on the following key areas. Consideration for a medium and long term
planning period of twenty (20) and thirty years respectively as well as short-term intervention
needs. The latter is necessary to address immediate issues related to say operational safety in
compliance with ICAO requirements.
Familiarisation with previous master plan and land use plan as well as NAC current planning
documents and needs.
a.
b.
c.

Identifying the future and present needs of the airport users taking into account latest airtraffic and passenger movement data.
Identifying the existing infrastructure facilities against new safety standards and norms
Although not exhaustive, it is vital that the physical conditions, integrity and
functionality of all the facilities are fully appreciated and understood. In the context of
- 10 -

d.
e.
f.
g.
h.
i.
j.
k.

airport master-plan development, the following facilities are to be included in long-term

development scenario
Runways, aircraft movement areas and parking aprons
Passenger terminal building in as far as interface with external infrastructure and aircraft
operations
Cargo terminal and air traffic control buildings
Visual and non-visual navigational aids
Fire, crash and rescue services
Utility and telecommunication services
Car parking areas and road accesses
Perimeter security

Proposed activities
4.4.3. In achieving the above, the following activities are envisaged,
a.
b.
c.
d.
e.
f.
g.
h.

Confirmation with NAC on objectives, methodology, scope and programme

Collection an review of available data,
Conduct an inventory/surveys on all facilities
Air-traffic and passenger forecasting
Prepare long-term development scenarios
Prepare a schedule of short term needs
Compile concept master plan report
Develop final master plan and detailed land use plan

Proposed Schedule
4.4.4. This activity is schedule for completion twelve (12) months from the date contract
becomes effective.
Proposed Resource
4.4.5. The consultant shall in general have the following expertise assigned to carry out the
services:

Project Leader ((20yrs minimum experience)

Lead Architect (15yrs minimum experience)
Architects (local and international mix)
Lead Airport Planner (15yrs minimum experience)
- 11 -

Airport Planners
Transport Economist
Civil/Structural Engineers

All specialists shall have at least 10years of working experience in the sector and each shall have
a combination of local and international experience.
Proposed Output
4.4.6. The output for the works, including interim outputs, shall include but not limited to:
a.
b.
c.
d.

5.

Inception report
Conceptual planning report
Draft Report (including Master Plan and Future Land use plan for each airport)
Final Report (including Master Plan and Future Land use plan for each airport)
COST ESTIMATE

Each consultant shall prepare a cost estimate for their respective components of the study and
submit the cost-time-resources schedule making up the fixed cost component of the service to be
provided. Each contract shall be let on Lump Sum basis with fixed and reimbursable components.
6.

BID DOCUMENTS (DETAILED TERMS OF REFERENCE)

In addition to the cost estimate, each consultant shall supply to NAC a detailed TOR for
respective study. A draft TOR for discussion and agreement with NAC prior to finalisation and
costing may be provided, as necessary. In order to appreciate full scope of the study, it is
expected that all draft TOR are reviewed concurrently to enable NAC to ensure an integrated
scope is developed for the study.
In general, the procurement process for the study shall follow the African Development Banks
Rules of Procedures for the Use of Consultants.

- 12 -

AFRICAN DEVELOPMENT BANK

BOARD OF DIRECTORS
Resolution N B/NA/2010/15
Adopted on a lapse-of-time basis, on 20 July 2010
Grant from the Middle Income Countries Technical Assistance Fund to the Republic of
Namibia to finance part of the cost of the Feasibility studies, Preliminary design and Master
plans for the Namibia Airport

THE BOARD OF DIRECTORS,

HAVING REGARD to: (i) the Agreement Establishing the African Development Bank (the
"Bank"), in particular Articles 1, 2, 12, 14 and 17; (ii) the Financial Regulations of the Bank, in
particular Regulation 8.1; (iii) the Revised Guidelines for the Administration and Utilization of the
Technical Assistance Fund for Middle Income Countries (MIC-TAF) contained in Document
ADB/BD/WP/2005/90/Rev.1/Approved; and (iv) the Grant proposal contained in document
ADB/BD/WP/2010/115/Approval (the "Proposal");
HEREBY DECIDES:
1.

To award to the Republic of Namibia, a Grant of an amount not exceeding the

equivalent of Five Hundred and Ninety Four Thousand Units of Account (UA 594,000)
from the MIC-TAF to finance part of the cost of the feasibility studies, preliminary
design and Master Plans for the Namibia Airport;

2.

To authorize the President of the Bank to conclude a Letter of Agreement between the
Bank and the Republic of Namibia under the terms and conditions specified in the
Revised Guidelines for the MIC-TAF, and in the Proposal;

3.

The President may cancel the Grant if the Letter of Agreement is not signed within
ninety (90) days from the date of approval of the Grant;

4.

This Resolution shall become effective on the date above-mentioned.