P.O. Box 602090 ▲Unit 4, Lot 40 ▲ Gaborone Commerce Park ▲ Gaborone, Botswana ▲ Phone (267) 390 0884 ▲ Fax (267) 390 1027 E-mail: info@satradehub.org

Desk Study: Assessment of Air Cargo & Passenger Volumes between the SADC Region

and Major Countries in Africa, Europe and America

Ian Hunt, Short Term Consultant Phil Openshaw, Short Term Consultant

Submitted by: The Services Group

Submitted to: USAID / Southern Africa

Gaborone, Botswana

May 2007

USAID Contract No. 690-M-00-04-00309-00 (GS 10F-0277P)

ii

CONTENTS LIST OF ACRONYMS USED ……………………………………………………………………iii EXECUTIVE SUMMARY ………………………………………………………………………...iv 1. INTRODUCTION …………………………………………………………………………..1

Background ………………………………………………………………………............1 Objectives of the Study…………………………………………………………............1 Study Methodology……………………………………………………………………….1 Structure of Report ………………………………………………………………………2

2. AIR PASSENGER ANALYSIS …………………………………………………………..3

Data Sources ……………………………………………………………………………...3 Air Services Agreements ………………………………………………………............3 Airlines Servicing Regional Airports …………………………………………………4 Passenger Arrivals...…............................................................................................5 Passenger Departures .....................................................................................……8 Passenger Growth Projections ………………………………………………………..9 Conclusions and Recommendations ………………………………………..............9

3. FREIGHT ANALYSIS ……………………………………………………………………12 Data Sources …………………………………………………………………………….12 International Supply Chains & Air Cargo Hubs……………………………………12 Botswana Trade Flows – Potential Air Cargo….…………………………………..13 SADC Trade Flows – Potential Air Cargo …………………………………………..16 Overall Conclusions ……………………………………………………………………17

4. WAY FORWARD ………………………………………………………………………...18 Logistics Network Design……………………………………………………………...18 Trade Facilitation………………………………………………………………………..20 “Open Skies” Policy…………………………………………………………………….20 Market Research: Import & Export Commodities…………………………………20 Developments in Regional Air Cargo Hubs………………………………………..21 Bibliography……………………………………………………………………………...22

Glossary…………………………………………………………………………………..23 APPEDNDICES …………………………………………………………………………............24

Appendix A – Scope of Work for Study …...........................................................25 Appendix B – Internet Sites Used in Study ………………………………………..28

Appendix C – Air Freedom Rights …………………………………………………...29 Appendix D – Airlines Servicing SADC International Airports …………………30 Appendix E - Air Passenger Arrivals ………………………………………………..37 Appendix F - Air Passenger Departures ……………………………………………58 Appendix G - Air Passenger Growth Projections………………………………….60 Appendix H – Trade Flows to/ex Botswana………………………………………...62 Appendix I – Export Flowers & Flower Products ex SADC…............................67 Appendix J – Export Fish & Fish Products ex SADC…………….......................69 Appendix K – Import Pharmaceuticals ex SADC……………..............................71

iii

LIST OF ACRONYMS USED

ACSA Aviation Company of South Africa ASEAN Association of South East Asian Nations BASA Bilateral Air Service Agreements CIS Commonwealth of Independent States CTIA Cape Town International Airport DIA Durban International Airport DRC Democratic Republic of Congo EDI Electronic Data Interchange EU European Union GDP Gross Domestic Product HIA Harare International Airport IATA International Air Transport Association ICAO International Civil Aviation Organisation ISO International Standards Organisation MERCOSUR The Southern Common Market NAFTA North American Free Trade Area ORTIA Oliver Reginald Tambo International Airport PDF417 Portable Document Format 417 SAA South African Airways SAD500 Single Administrative Document 500 SADC Southern African Development Community SPS Sanitary and Phyto-Sanitary SSKIA Sir Seretse Khama International Airport TKC Trans Kalahari Corridor UNWTO United Nations World Tourism Organisation USA United States of America VAT Value Added Tax VFR Visiting Friends and Relatives

iv

Executive Summary Introduction 1 General economic growth within the SADC region coupled with commercial developments has given rise to a potential opportunity to create an alternative passenger and cargo hub within the region. 2 It has been suggested that there may exist a symbiotic relationship between passenger and air cargo in that an increase in passenger movements would allow for more frequent flights and hence more cargo to be moved in the cargo holds of the planes. 3 The objective of this preliminary fact finding study, undertaken at the request of the Botswana Ministry of Works and Transport, is to assess the air traffic volumes and to statistically enumerate both cargo and passenger flows to and from the region and situate the findings within a broad concept of a cargo hub in Botswana. 4 This study presents the analysis of current and project passenger and cargo flows. It also takes into account the need to efficiently export the produce of the current and projected agricultural projects and makes recommendations as to the vision and attributes of an air cargo hub. It also looks at potential markets in terms of commodities within SADC. Passenger Analysis 5 Africa has retained the position of regional leader in arrivals according to the latest figures issued by the United Nations World Tourist Organisation (UNWTO) - (06 November 2006). The force behind this has been the growth in arrivals in Sub Saharan Africa dominated by Kenya, South Africa and Mozambique 6 International air passenger traffic within the SADC region is dominated by the passenger arrivals and departures at the two main South African international gateways – Oliver R. Tambo International Airport (ORTIA) and Cape Town International Airport. This domination is clearly evident in the number of Airlines (both Regional – SADC based and International) serving these two airfields in comparison to the remainder of SADC (41% of all airlines flying into and between the SADC States, land in South Africa alone). 7 The greatest proportion of Air Passenger arrivals into SADC as at 2005 is derived from overseas visitors (54% of the total arrivals into South African, 33% of the total arrivals into Botswana). However it is projected that this trend is going to change in the next five years where a swing in international passenger arrivals and departures from within SADC and the rest of Africa will surpass the intercontinental figures. The overall tourist figures for the region clearly indicate this domination by intra Africa and intra SADC travellers and as more relaxation by member states on air traffic rights and bi-lateral agreements comes about, the introduction of more regional low-cost airlines, and the economic upliftment of the region continues unabated (with the exception of Zimbabwe) - air travel is going to become more and more attractive thus establishing a similar trend. 8 It is anticipated that intercontinental passengers will continue to increase in line with the global projections of 4% per annum – obviously there will be a ‘spike’ in this growth trend in 2010 when South Africa is due to host the Soccer World Cup.

v

9 Notwithstanding this growth in passenger volumes, the current traffic between Botswana and the rest of the world does not support the establishment of an air passenger hub. However higher passenger volumes may be created by enticing passenger volumes from other regional airports by:

• Enhancing the travel experience and comfort of the passenger through infrastructural development at the designated airport - SSKIA (modern passenger terminal/s, with all the facilities complementing modern air travel and passenger handling)

• Developing attractive and cost effective international/intercontinental fare structures • Developing a network of efficient connecting feeder services that can handle the

demand created by the long-haul sector quickly and efficiently • An extensive and ongoing global advertising and marketing campaign equal in

stature to the present campaign of Qatar Airlines. 10 In order for Botswana to successfully develop an air passenger hub, besides the above developments and enhancements and an aggressive ‘can do’ mind set, it has to enter into less restrictive Bi-lateral Air Service Agreements with SADC member states than they have with South Africa. In addition the privatisation of Air Botswana must lead to a strong backbone operator that links Botswana and the region and is prepared to develop links to intercontinental destinations. 11 Based on this, there is a possibility that a percentage of the passenger traffic may be enticed away from OR Tambo International Airport (ORTIA). This could particularly apply to the intercontinental leisure traveller with less time constraints and with onward connections to other destinations within South and Southern Africa. The current privatisation negotiations for the take over of Air Botswana by Airlink and the revised Bilateral Air Service Agreement (BASA) between Botswana and South Africa which becomes effective from May 2007 would assist such a shift. Airlink is a successful Regional Operator with a growing network within SADC and the new BASA allows unrestricted access to all airports in either signatory country by any resident airline based in the other country. 12 However, the investment/risk profile on an initiative of this nature remains extremely high and further exhaustive study is required, particularly as to what incentives will attract passengers and what passenger market is to be targeted.

Freight Analysis 13 With respect to air cargo, the objective of this study was to analyse the cargo flows within the SADC countries and between the SADC countries and the rest of the world in order to establish the viability of an air cargo hub situated at SSKIA to service the SADC regions. 14 The current volumes between Botswana and SADC countries as well as the rest of the world are inadequate to support the establishment of a cargo hub. Trade development between Botswana and Europe should be facilitated through the continued development of the Glen Valley project and, should the Zambezi Integrated Agro-Commercial Development Project be progressed. This would provide a significant base for export by scheduled charter air freighters. There may be sufficient commodities to attract freight on the intercontinental import sector given competitiveness, quality of service, fast customs clearance times and other key service attributes. This may not be a long term sustainable option should other developing cargo centres in the region provide the same level of

vi

service or exceed it. Furthermore, those developing cargo centres may well be situated closer to their markets than the Botswana cargo centre. There do, however, appear to be some options for the creation of specialist import operations. On the SADC regional freight there does appear to be some area for growth but this is limited by the carrying capacity of the current fleet. The privatisation of Air Botswana may have an effect on this. 15 Dependent upon the ultimate logistics solution, it is probable that return freight will be required to offset the cost of the northbound freight – even if “dead legging: is involved.. This being the case, air import of high value freight needs to be sourced. Examples of this would include pharmaceuticals, computers, urgent mining spares and motor components for the automotive industry. The implications of this are that many commodities would be needed to be road freighted into the industrial heart of South Africa, and elsewhere. Hence the importance of creating almost “seamless” customs processes, without which the realisation of a central SADC air cargo inter modal facility, may not be successfully achieved. As other cargo facilities expand and are created within SADC, which are closer to their markets, the Gaborone facility will face increasing competition, even with “seamless” customs. Herein is the challenge of competitive advantage. The creation of the only European Union Certified air cargo facility in Southern Africa specialising in the export of perishable freight may provide a strategic key to the success of the operation. “Seamless” customs may provide another. Ultimately, the goal should be, through export promotion activities, to achieve a SADC market place based on the importation of key components for distribution within SADC, thereby providing a raison d’être for return freight from Europe and thus reducing the cost of exporting the Zambezi Integrated Agro-Commercial Development Project produce. One possible way of achieving this would be to offer European manufacturers’ incentives to establish themselves here such as would be found in a free trade zone. Consolidated Analysis 16 Economic growth, continued air liberalization, greater intra African travel and the introduction of lower cost airlines should result in more flights. Dependent upon the potential of SSKIA becoming an air passenger hub, the configuration of the aircraft utilised and the requirements of passenger baggage, there may be greater “belly load” capabilities. This will allow for greater development of the general air cargo traffic within SADC as well as the intercontinental traffic. The complementary and imitational relationship between passengers and air cargo will naturally remain since cargo capacity is determined by; inter alia, the passenger capacity of the plane and the passengers’ luggage. 17 It is stressed that the export of perishables from Zambezi Integrated Agro-Commercial Development Project and to an extent the Glen Valley project is not dependent upon an air passenger hub being developed as the volume is such, that it cannot be accommodated in ‘belly holds’ efficiently without compromising the cold chain. Thus a cargo facility will be required to handle full freighter aircraft to transport this product to market. 18 In order to make an air cargo a reality, a number of concurrent strategies have to be pursued as follows:

• Market research to firm up the target commodities and volumes that could use the hub;

• Trade facilitation initiatives to increase the competitiveness of the Botswana Hub and its linkages to the regional and international markets;

vii

• Logistics network design that is proactive and reactive to changing routes and pricing structures for different commodities;

• More comprehensive review of the liberalisation policy for Botswana and destination countries in order to facilitate both charter and scheduled cargo services;

• Continuous monitoring of the environment particularly the development of other hubs in the region that will compete with the proposed hub.

1

1. Introduction

1.1 Background 1.1 The Southern Africa Global Competitiveness Hub is supporting the Government of Botswana to implement various development projects and environmental management projects through a bilateral agreement between the Government of Botswana and the United States of America Embassy in Botswana. One such project is an assessment of the potential for the establishment of an air cargo hub in Botswana. The Ministry of Works and Transport and the Southern Africa Global Competitiveness Hub agreed on the scope of work for this study and selected Logistics Planning Services to carry out the assessment. The scope of work for this assessment is attached as Appendix A of this report. This report presents the findings of the assessment and recommendations for the way forward. 1.2 Study Objectives 1.2 The objectives of the study are to collect, compile, and analyze: (i) The existing and projected passenger/cargo (and type of cargo) volumes that

currently move out from various parts of the SADC region (north bound traffic); (ii) The existing and projected passenger/cargo (and type of cargo) volumes that

originates from destinations such as Europe/United States/other African countries to the SADC region (south bound traffic);

(iii) The existing and projected volumes of cargo & passenger movements within the African region; and

(iv) Outline in broad terms the vision of a cargo hub in Botswana including the

implications of the data on such a project and recommendation for the next step. 1.3 Study Methodology 1.3 This study, being a ‘fact-finding’ process, has essentially been ‘desk-study’ with the information being obtained primarily from Internet sources backed up with hard copy and through e-mail and telephonic communication with the government sources in the SADC member states. Physical visits were made to the local government agencies within Gaborone. 1.4 In an attempt to obtain comprehensive statistical information of air cargo and passenger traffic it was established through the International Air Travel Association (I.A.T.A.) in Geneva, Switzerland, that figures pertinent to the deliverables of the study were readily available for all SADC countries barring Angola and Mozambique. Regrettably, access to this database - the best and major source of International Air Passenger figures, has been precluded due to the high costs - (US$ 14,000 for the preliminary report). This has resulted in reliance on global passenger figures being gleaned from the Central Statistics Offices and National Tourism Offices and thus no indication of airlines, routing of journeys, carriers per leg or class of travel could be obtained. As noted in the report by ComMark Trust SA on the potential benefits of air

2

transport liberalization within Southern Africa these statistics are not easily obtainable in any degree of detail.1 1.5 The primary source of statistics used to undertake the air cargo investigation was from the United Nations Statistics Division (ComTrade). Data from the Customs bills of entry was not readily available from the Departments of Customs in the countries under investigation. 1.4 Structure of Report 1.6 This report consists of four sections as follows: - Section 1: Introduction – which is this section and provides a general introduction on the background of the study, the study objectives and methodology. Section2: Passenger Analysis – this section describes the analysis of the regional passenger traffic patterns and trends to determine the potential for Botswana providing a regional hub. Section 3: Freight Analysis – details the analysis of freight traffic in the region and potential development projects that would indicate the potential for an air cargo hub to service the region, based in Botswana. Section 4: Conclusions and Recommendations – this section provides the conclusions derived from the assessment and the recommended actions to be pursued after this assessment.

1 The Potential Benefits of Air Transport Liberalization in Southern Africa: ComMark Trust.

3

2. Passenger Analysis 2.1 Data Sources 2.1 This study, being a ‘fact-finding’ process, has essentially been conducted from the ‘desk-top’ with the information being obtained primarily from Internet sources backed up with hard copies and through e-mail and telephonic communication with the government sources in the SADC member states. The local government agencies within Gaborone were visited. 2.2 It was confirmed with I.A.T.A. (International Air Travel Association) in Geneva, Switzerland, that figures pertinent to the deliverables were readily available for all SADC countries barring Angola and Mozambique. Regrettably, access to this database - the best and major source of International Air Passenger figures, has been precluded due to cost - (US$ 14,000 for the preliminary report). This has resulted in reliance on global passenger figures being gleaned from Statistical and National Tourism resources and thus no indication of airlines, routing of journeys, carriers per leg or class of travel could be obtained. 2.3 As noted in the report by ComMark Trust SA on the potential benefits of air transport liberalization within Southern Africa these statistics are not easily obtainable in any degree of detail. The raw data for arrival traffic has been collated from certain Tourism sites of the destination country (South Africa, Botswana, Namibia and to a degree Zimbabwe), however obtaining accurate figures pertinent to departing passengers has proved to be more difficult and apart from South Africa (with the new Immigration Act – these figures are no longer released effective end 2005) and Botswana, these statistics are not available. Therefore due to the lack of readily available statistics for the other SADC members, the focus of this paper is predominantly on South Africa and Botswana with numbers shown for Namibia and Zimbabwe. No information is available for Angola, the DRC, Mozambique and Malawi other than very global figures from external sites (United Nations Data-Base etc) and they do not differentiate by mode of travel. The Zambian Central Statistics Office’s official website could not be accessed -nor were any responses to e-mails received. 2.4 A list of internet sites utilised is appended as Appendix B. 2.2 Air Services Agreements 2.5 In 1944, the International Civil Aviation Organisation (ICAO) was launched in Chicago to develop policy for the international aviation industry, part of which was to establish the framework for all future bilateral and multilateral agreements for the use of international air space. To date, 167 countries are signatories to the ICAO, which has as its cornerstone, the agreement that the control of airspace of every country is its sovereign right and that the administration and management of this airspace is that country’s exclusive prerogative. 2.6 In line with this sovereign right and to assist in the control and management thereof, five air freedom rights (now expanded to nine) were designed and agreed upon as the basis for future aviation/traffic right negotiations (See Appendix C – Air Freedom Definitions).The first four freedoms are regularly exchanged between pairs of countries in Bilateral Air Service Agreements (BASAs). However, although the remaining freedoms are

4

becoming more important, they are privileges that have to be negotiated on a government to government basis and can be the object of political pressures. 2.7 There has been in recent years, a global movement towards the ‘liberalisation of the skies’ in that countries have recognised that restrictive practices in disallowing foreign aircraft to utilise their airspace and land-based aviation infrastructure inhibits economic growth. African Nations, in line with this, issued the ‘Yamoussoukro Decision’ of 1999 which came into force as of August 2000 with planned full implementation by 2002. The Yamoussoukro Decision provided for a continent-wide aviation agreement to liberalise the African Skies with the aim of realizing full liberalisation by the year 2002. The main thrust of the Decision was to gradually liberalise scheduled and non-scheduled intra Africa air transport services in order to facilitate access to air transport markets in Africa. To date only Tanzania and The Gambia have committed themselves to ‘Intra – Africa open skies’ while most African states lag well behind. The SADC region is no exception to this observation with competition and capacity restrictions, low flight frequencies and high ticket prices being experienced on many routes between many SADC member states. “On two thirds of these routes, business and leisure travellers have to contend with an average of one flight every second day”2. 2.3 SADC International Airports & Airline Calls 2.8 This section provides details of: -

• The major airports of the capitals of each SADC member state, except for Botswana and South Africa, which have been expanded to include the top three gateways.

• The airlines calling on these major airports. These details are provided in Appendix D. Domestic flights are not considered as part of the analysis in this section. The airlines are categorised as SADC or “Other”. Within South Africa, the focus has been on the airports owned and managed by the Airports Company of South Africa (ACSA) as regrettably statistics are not available for the airports owned by the various Metropolises (e.g. Lanseria, Wonderboom). 2.9 From the statistics, South Africa is by far the largest international destination in the region with the Oliver Tambo International Airport (ORTIA) serving Johannesburg, being the main international gateway to Southern Africa. 2.10 Based on SADC airline calls, ORTIA is the busiest airport in the region. Regrettably Botswana does not feature very prominently with only two SADC airlines servicing the Sir Seretse Khama International Airport (SSKIA) and no international airlines calls. Harare International Airport (HIA) is still a relatively busy airport (ranking 7 out 12) and the enhancement of relations with China, could attract more passenger activity (passenger traffic from China to Zimbabwe has increased some 392% year on year 2003 to 2005). Air Zimbabwe is already flying once a week to Beijing and another weekly flight is planned to Guangzhou, Guangdong province commencing January 2007.

2 ComMark Trust – The Economic Benefits of Liberalising Regional Air Transport – A Review of Global Experience

5

2.4. Air Passenger Arrivals in SADC 2.11 This section analyses the passengers arriving in the various SADC countries by continent/country of residence/nationality and/or continent/country of departure – the base year being 2004-05. Where figures were only available for earlier years – the trend was extrapolated and applied to the global figures for air arrivals and departures for 2004/05 sourced from the various Civil Aviation Authorities. It must be noted that this analysis pertains to all passengers arriving i.e. foreign passengers and returning residents. Detailed figures were obtained from the relevant sources for Botswana, South Africa, Namibia and Zimbabwe. For the remaining SADC states, only global tourist figures were obtained and these did not differentiate the mode of travel and so were not analyzed. The detailed tables and graphs for the following analysis are attached as Appendix E. 2.4.1 South Africa

Overall Air Passenger Arrivals in South Africa 2.12 Appendix E1 shows the detailed figures of air passenger arrivals into South Africa. From these figures, the indication is that the majority of the air passenger arrivals into South Africa are resident in the SADC States and the rest of Africa. However it must be noted that returning South African residents constitutes 81% of the SADC volume, of which 54% are returning from overseas – either from business trips, holidays or visiting family and relatives (VFR) (it is estimated that there are 1.1 million South Africans residing in the UK – either young adults on the Commonwealth 2 year visa or alternatively persons who have not formally emigrated from South Africa). 2.13 An analysis of actual passengers arriving in South Africa by continent of departure as shown in Appendix E2 indicates that the largest contingent of arrivals is from Europe (49.6% of total).

Passenger Arrivals in South Africa - Split By Airport 2.14 Passenger arrivals into South Africa’s three main airports are as follows: -

• ORTIA serving the Gauteng region (equating to 79% of the total South African volume). This airport is also the main trans-continental gateway to Southern Africa - second only to Dubai in Africa and the Middle East, having overtaken Cairo, Egypt in 1996.

• Cape Town International Airport (CTIA) (20% of the volume). • Durban International Airport (DIA) (1% of the volume).

Arrivals from Europe by Country of Departure

2.15 Appendix E2 also shows the arrivals by country of departure from Europe and these indicate that the arrivals from the United Kingdom are more than double its nearest rival, Germany.

Arrivals from SADC by Country of Departure 2.16 The statistics in Appendix E2 once again show that the returning South African Residents dominate the arrivals in South Africa. This may be partly attributed to South Africans (holders of South African passports) visiting the other countries predominantly to do business and partake in leisure past times or alternatively are resident in other SADC countries and are returning to South Africa for various reasons.

6

Arrivals by Month & Origin (Seasonality) 2.17 The figures in Appendix E3 indicate the arrivals by origin throughout the year. Overall there is a definite trend for the number of transcontinental passengers to reduce towards the middle of the year – this coinciding with the summer in Europe and the winter both on the South African Highveld (very cold and dry) and in the Western Cape (Very wet and windy). Travel from within SADC and Africa is constant throughout the year indicating that the majority of travellers from these regions are here on business or other activities which are not dependant upon the weather – e.g. returning South African nationals to visit family and relatives.

Arrivals by Purpose of Journey 2.18 The figures in Appendix E4 illustrate the main activities undertaken by tourists to South Africa. (The World Tourism Organisation has defined a tourist as a person being in a foreign country other than the country of their residence for more than 24 hours for the purpose of doing business, leisure activities, on holiday or visiting friends and relations. As observed, intercontinental passengers predominantly travel to South Africa for the purpose of holidays (particularly in the summer season). The arrivals from Africa are in the main here to do business and shop. 2.4.2 Botswana 2.19 All the relevant expanded tables and graphs are to be found in Appendices E5 – E7.

Overall Air Passenger Arrivals in Botswana 2.20 Appendix E5 shows the overall air passenger arrivals into Botswana. From the figures, the indication here is that the majority of the air passenger arrivals into Botswana are resident in the SADC States and the rest of Africa. Although this can be viewed as a microcosmic of South Africa, the volume of returning Botswana residents and arriving South African residents traveling between Johannesburg and Gaborone makes up more than 88% of the total SADC traffic coming into Botswana (the air route between Johannesburg and Gaborone is the busiest sector out of ORTIA by number of aircraft movements – it is also one of the most heavily regulated sectors with only two airlines being permitted to fly this route.) 2.21 Due to the fact that there are no international carriers servicing Botswana directly through SSKIA in Gaborone and thus all Botswana residents constituting intercontinental travelers transit through Johannesburg, there are no accurate figures available to denote how many Botswana residents have actually arrived back in Botswana from places further a-field than South Africa. Due to this fact, it is impossible to calculate the true number of arrivals from their points of departure.

Arrivals by Nationality and Purpose of Visit 2.22 The statistics for Arrivals by nationality and purpose of visit are attached as Appendix E6. The arrivals based from the SADC region are the dominant group. The highest number of passengers falls under the category of ‘Visitors’ – regrettably the Central Statistics Office of Botswana do not define ‘Visitor’. However the accepted definition of a visitor from the UNWTO is – A Visitor refers to any person traveling to a place other than that of his/her usual environment for less than 12 consecutive months and whose main purpose of trip is other than the exercise of an activity remunerated from within the place visited. South Africans are the most prominent visitors to Botswana by Air and Purpose of Visit (the complete table and graph may be found under Appendix E page 37).

7

Arrivals by Month & Origin (Seasonality)

2.23 Appendix E7 indicates the arrivals by origin throughout the year. Overall the trend is dictated by the arrivals from the SADC region and contrary to the South African patterns, there are two definitive peaks – February/March and August/September. From a weather perspective - these peaks coincide with the cool months in Botswana – just prior to the onset of winter and just after. 2.4.3 Namibia 2.24 All the relevant expanded tables and graphs are to be found in Appendices E8 – E12.

Arrivals by Nationality 2.25 In terms of foreign arrivals by air, the largest market share consists of South Africans with a total of 46,749 tourists, followed by Germany and the United Kingdom with a total of 45,107 and 10,019 respectively. In terms of air arrivals from Africa, Angola is the fourth major market for Namibian tourism. Despite direct flights between Namibia and Botswana, very few nationals from Botswana visited Namibia by air. This is because many visitors use the Trans Kalahari Highway. In 2003, the total number of tourists that came through this highway was 7,346.

Arrivals by Purpose of Visit and Nationality 2.26 More visitors from European countries in addition to the USA and Australia come as holidaymakers when compared to African visitors. More than 90% of Italians, French, Swiss and Belgians came specifically for leisure. Swiss and Austrians do little business in Namibia. Of the visitors arriving by air, Angolans accounted for the largest VFR visitors. Of the European visitors, Portuguese accounted for the largest VFR and business tourists. Botswana and South Africa accounted for the largest business visitors to Namibia.

Arrivals by Nationality and Month (Seasonality) 2.27 The trend appears to be an upward increase of traffic in the later months of the year (both from Europe and Africa). October was very good month for many key European markets specifically Germany and the United Kingdom.

Arrivals by Airline and Category of Traveller 2.28 South African Airways (SAA) was the lead carrier to Namibia - of the 86,032 passengers carried on SAA, approximately 70,000 were tourists. Air Namibia accounted for a total of 73,363 the second highest after South African Airways. The pattern was the same for all type of travelers to Namibia with South African Airways leading in all the categories. British Airways performed below the German Airlines both in terms of total passengers on board as well as those classified as tourists

Arrivals by Airline and Nationality of Passenger 2.29 Air Namibia carried more passengers out of Europe and into Namibia than any other carrier. South African Airways carried the most number of passengers from Africa – the majority being South African Residents. British Airways had a very similar profile to that of Air Namibia – the difference being that the volume carried is considerably lower. 2.4.4 Zimbabwe 2.30 Unfortunately the only information that could be obtained through this study constitutes the report published by the Zimbabwe Tourism Authority for the period January to September 2004. During this period, a total of 220,992 passengers arrived in Zimbabwe

8

by air as opposed to 237,604 for the same period in 2003 (a decline of 7%). Intercontinental Air Traffic has declined by 22% over the same period year on year (114,159 for 2004 as opposed to 141024 for 2003). The percentage decline in traffic from Asia (-14%) was somewhat stabilised by a massive increase in arrivals from China (393%) – this has been brought about by Zimbabwe’s ‘Look East’ economic initiative and a massive influx of Chinese. The largest decline in actual passenger volumes was experienced in traffic from Europe (-22%) and in particular from the UK and Ireland (-33%) and Germany (-64%). Since 2001 the arrivals volume from UK and Ireland has decreased by 78%. 2.5 Passenger Departures from SADC 2.31 This section analyzes the passengers departing from the various SADC States. As these statistics are not reported under the auspice of the Tourist authorities, they can only be sourced from the demographic section of the Government Central Statistics Offices or alternatively in global passenger departure figures from the relevant Civil Aviation Authorities. As a result of this, detailed air departure figures could only be sourced from the relevant Statistical Authorities in South Africa and Botswana. It must be noted that these statistics are sourced for the Immigration Authorities at the relevant borders/airports and are either compiled electronically (as is the case with South Africa) or manually as is the case in Botswana. As a result of this, the departure figures from Botswana are sourced from the Immigration cards that all foreign nationals are required to complete on passing through Immigration control. Botswana citizens are not required to complete this formality and their passports are merely stamped – no record of this is kept. A complete set of tables and graphs may be found under Appendix F. 2.5.1 Departures from South Africa 2.32 Statistics for departures from South Africa are shown as Appendix F1. In 2005 there were slightly more air passenger departures than arrivals (+3%). Europe is the top destination for all departures from South Africa. United Kingdom remains the top destination country of choice with 834,900 passengers – 41% of the European departures and 21% of overall departures. The SADC region as an air destination represents 16% of overall departures. 2.5.2 Departures from Botswana 2.33 Appendix F2 details the departures from Botswana. In 2005 there were slightly less air passenger departures than arrivals (-2%). The SADC region is indicated as being the top destination for all air departures from Botswana – this is indicative of the amount of travel on the regional air service between Botswana and South Africa (Gaborone – Johannesburg – Gaborone.) However there is no indication as to how many of these departure passengers transit Johannesburg to destinations outside of SADC. Within SADC, the greatest numbers of departing passengers are South African nationals (32% of all departures) – not all necessarily South Africans returning to South Africa – there is a large contingent of South African nationals resident in Botswana. As with arrivals, departures to the USA ranks third in line after South Africa and Botswana residents – perhaps indicating that Botswana is a holiday destination of choice (the Okavango Swamps and Delta region) as well as indicating the presence of a large number of USA nationals residing in Botswana with the International Aid Agencies.

9

2.6 Growth Projections 2.34 The growth of international tourism arrivals is shown in Appendix G. 2.6.1 Global Growth Projections 2.35 World tourism continues to exceed expectations with international arrivals for the first eight months of 2006 up 4.5 per cent and poised to set another all-time high. This is according to the latest United Nations World Tourist Organisation (UNWTO) figures released on 06 November 2006. Growth for the whole of 2006 is forecast at 4.6 per cent. Growth is expected to continue in 2007 at around 4 per cent worldwide, which though slightly slower than in previous years, is much in line with UNWTO’s long-term forecast growth rate of 4.1 per cent a year through 2020. In the first eight months of 2006 international tourist arrivals totalled 578 million worldwide, up from 553 million in the same period of 2005. 2.6.2 Africa Projections 2.36 With an increase of 9.8 per cent for the period 2005/06, Africa once again maintains the position of the world’s regional leader. Sub-Saharan Africa, with 12.6 per cent leads the performance so far, pulled notably by South Africa, Kenya, Mozambique, Swaziland and the Seychelles. 2.6.3 South Africa and the SADC Projections 2.37 Arrivals are expected to grow steadily with an accumulated growth of 29% over the next five years (Euromonitor International 2006). It is anticipated that arrivals will peak in 2010 due to the staging of the World Cup in South Africa. 2.38 It is anticipated that although intercontinental arrivals will continue to grow at about the anticipated global rate (+4%), the force behind this upsurge is regional with more and more travellers opting to take holidays within Southern Africa as opposed to overseas. Furthermore, the improved business climate within the region, will lead to more regional business travel. The movement of traders/shoppers over regional international borders into South Africa, particularly from the states with common borders with South Africa further supports this upsurge. 2.39 Neighbouring countries such as Zambia, Botswana and Lesotho have been yielding a higher growth of travellers than the top European destinations. Increases in cost competitiveness, especially on flights, would help South Africa to achieve better results within countries that are further a field. Nevertheless, the USA has been performing well and China has great potential. 2.7 Conclusions 2.7.1 Requirements for an International Air Passenger Hub 2.40 The fundamental requirement for establishing an international/intercontinental air passenger hub/airport is high passenger volume (i.e. aircraft payloads) as this attracts reputable scheduled air service operators.

10

2.41 However this fundamental requirement can be created by enticing passenger volume from other regional airports by:

• Enhancing the travel experience and comfort of the passenger through infrastructural development at the designated airport to provide modern passenger terminal/s, with all the facilities complementing modern air travel and passenger handling;

• Developing attractive and cost effective international/intercontinental fare structures • Developing a network of efficient connecting feeder services that can handle the

demand created by the long-haul sector. • An extensive and ongoing global advertising and marketing campaign equal in

stature to the present campaign of Qatar Airlines. 2.44 Coupled to this, the attraction to air service operators can further be enhanced by developing:

• World-class ground avionic and navigation systems (Approach Radar, Automated Landing Systems).

• Complimentary infrastructural development (runways, taxi-ways and hard stands) • Enhanced aircraft ground handling infrastructure that minimises turn-around times • Full security measures for both passenger and aircraft. • Attractive air operational fees (traffic rights, landing fees, parking fees) • Sufficient and efficient fuel delivery • A policy of ‘liberalisation of the skies’ with regard air freedom rights for foreign air

operators

2.7.3 International Models 2.45 Dubai and Singapore have very successfully integrated themselves into the global aviation network as passenger hubs of choice with Doha in Qatar being the latest entrant. These hubs have been supported by strong national flag airlines of international long haul status. Further to this it must be recognised that all the above hubs sit squarely on the traditional trade routes from West to East and notably Dubai and Singapore were air technical/crew change stops for many airlines many years before they were globally accepted as international passenger hubs.

2.7.4 The Case for SSKIA 2.46 The analysis in sections 2.4 and 2.5 above relating to Botswana does not support the establishment of a hub at SSKIA (i.e. the volume is too low and thus making any service uneconomic). Furthermore Botswana does not have an intercontinental long-haul national carrier to serve the hub and would have to attract foreign operators. This could possibly have ramifications with the ‘air’ policies of any anticipated destination states (the Sixth Freedom – refer Appendix C). It will become necessary to conduct further extensive assessments of the sixth freedom policies of anticipated destination countries on the proposed hub. 2.47 Further to this, due to the present constrained and very expensive air tickets between Gaborone and Johannesburg and the relatively short road distance between the two centres (some 350 kilometres); there is the unidentifiable intercontinental Botswana resident/visitor/businessperson that presently travels to/from ORTIA, Johannesburg by road who would presumably utilise direct intercontinental flights ex SSKIA.

11

2.48 Botswana is not on natural trade route like the models described in 2.7.4 above, but there is no reason why Botswana cannot develop itself into a successful SADC Regional Hub particularly with the above infrastructural developments, less restrictive BASAs between other SADC member states than South Africa and the stated intention of the new Air Botswana partners of being the SADC Carrier of Choice. 2.49 Assuming the SSKIA was developed to have the facilities articulated in section 2.7.1 some percentage of the passenger traffic may be enticed away from ORTIA in Johannesburg. This could particularly apply to the leisure traveller with less time constraints and with onward connections to other destinations within Southern Africa. The current privatisation negotiations for the take over of Air Botswana by Airlink and the revised Bilateral Air Service Agreement (BASA) between Botswana and South Africa which becomes effective from May 2007 would assist such a shift. Airlink is a successful Regional Operator with a growing network within SADC and the new BASA allows unrestricted access to all airports in either signatory country by any resident airline based in the other country. However, the investment/risk profile on an initiative of this nature remains extremely high and further exhaustive study is required.

12

3. Freight Analysis 3.1 Data Sources

3.1 The primary source of statistics used to undertake this investigation was from the United Nations Statistics Division (ComTrade). We were unable to obtain statistics at the base level. Data from the Customs Single Administrative Document (SAD500) does contain all the ideal information with which to undertake transport related queries, such as number of shipments, origination by point of entry or exit, value, mass, commodity type and date. However, this data was not readily available. Consideration should be given to its incorporation into the SADC’s database, as the data does exist at the SAD500 level and could be a useful tool for logistics and freight operators.

3.2 International Supply Chains and Air Cargo Hubs 3.2 Air freight enables nations, regardless of location, to efficiently connect to distant markets and global supply chains in a speedy reliable manner. Thus, in the new style fast logistics era, nations with good air cargo capability have competitive trade and production advantage over those without such capability, which contributes to economic development. There is a well-established statistical relationship between air cargo growth and growth in gross domestic product as can be illustrated in the case of Hong Kong by the table below.

YEAR AIR CARGO (USD)

TRADE (USD)

AIR CARGO % OF TOTAL TRADE

1992 332654 1880248 17.7 1993 390096 2118847 18.4 1994 447627 2420722 18.5 1995 573530 2835248 20.2 1996 593810 2933499 20.2 1997 654855 3071039 21.3 1998 597002 2776741 21.5 1999 664262 2741718 24.2 2000 862160 3230651 26.7 2002 824081 3049181 27.0 2002 909815 3179936 28.6 2003 1074466 3548206 30.3

Source Airport Authority Hong Kong, 2004 3.3 In broad terms, aviation liberalization is most often characterized as some combination of liberalization of market access, provision of ancillary services (e.g. ground handling) and trade facilitation. It is essential that the air cargo sub sector of the aviation industry is liberalized in order to support competitive supply chains and spur economic development. In their analysis of “Air Cargo: Engine of economic development” the Kenan Institute of Private Enterprise examined the bilateral agreements of 63 countries. “They revealed a heavy emphasis on passenger liberalization and its hypothesized effects. For the most part they have recognized the difference, and importance, of air cargo liberalization to world trade and economic development. In particular most bilateral and multilateral agreements ignore supply chain practices that have emerged in the past 15 years (e.g. agile logistics, network optimization, time-definite service, door-to-door delivery). Even the majority of “Open Skies” agreements do not allow seventh freedom rights, domestic cabotage or wet leases from international carriers”

13

3.4 In a 2003 international survey of shippers by The International Logistics Quality Institute, 48% of 800 shippers surveyed said they are extremely concerned with customs practices. Customs can make or break time sensitive global supply chains. It is estimated that on average 20% of a goods transit time and 25% of costs are spent in/on customs clearance. Even though Customs primary purpose is to enforce controls, ineffective clearance procedures, serve as serious barriers to time critical delivery and country attractiveness for foreign investment and operations by time sensitive manufacturing industries. 3.5 Given this background it is imperative that an air cargo hub should have the following attributes:

• Free port • Reliability • Excellent connectivity • Sufficient cargo capacity • IT application • Quality service • High cargo handling efficiency • Competitive total cost • Be close to its markets • Competitiveness

3.3 Botswana Trade Flows: Potential Air Cargo 3.6 In 2005 Air Cargo volumes from Gaborone to Johannesburg were 74000 kilogrammes. This averages some 6000 per month or 205 per day. Volumes from Johannesburg to Gaberone were some 660,000 kilogrammes or 55,000 kilogrammes per month or 1835 per day. It is argued that these volumes are insufficient to support a dedicated airfreight operation. For example, the all-cargo MD-11F provides the capacity for 202,100-pound (91,670 kilogrammes) gross payloads (www.boeing.com). The total freight from Gaborone to Johannesburg could be undertaken in just over 7 trips. Thus, in order to establish the viability of an air cargo hub it is necessary to examine what commodities are being transported within the SADC and intercontinental frameworks? 3.7 In doing this analysis it is necessary to make some assumptions. The reasons for air freighting merchandise as opposed to using other forms of transport include, inter alia, the following:

• Speed and urgency • High Value and therefore cost is not as crucial • Non availability of other methods • Perishability of Cargo

3.8 In reviewing the commodity movements between the various regions concerned in this study, the following commodities have been excluded: -

• Where with a total weight moved per annum is less than 10000kgs have been excluded;

• Where the value per kg is less than $5.00 per kg and the following items, which may not be suitable for air freighting in the normal course of business.

The table below shows the commodities that have been excluded from the analysis.

14

ITEMS EXCLUDED FROM THIS ANALYSIS AS DEEMED GENERALLY UNSUITABLE FOR AIR FREIGHT

Code Description 28312 Copper matte 69891 Articles of iron or steel n.e.s 6612 Cement 2511 Paper waste and old paper 71842 Excavating, levelling, boring, etc. Machinery 7322 Buses, including trolleybuses 71932 Fork lift trucks for moving goods within plant 7125 Tractors, other than road tractors 7323 Lorries and trucks, including ambulances, etc. 7324 Special purpose lorries, trucks and vans 71993 Transmission shafts & cranks, pulleys,etc. 015 Horses, asses, mules and hinnies 7173 Sewing machines 71831 Machinery for milling grain etc. 7321 Passenger motor cars, other than buses 7317 Parts of railway locomotives & rolling stock 731 Railway vehicles 732 Road motor vehicles

3.3.1 Overall SADC-World Trade Flows 3.9 The table below shows that for the year 2003 Botswana had the second highest trade volumes with the rest of the world, after South Africa.

TRADE FLOW REPORTER TRADE VALUE 2003 TRADE VALUE 2004 TRADE VALUE 2005

Export Malawi 502,430,472 458,703,139 495,489,749Export Zambia 980,746,221 1,461,481,486 Export Tanzania 1,218,387,072 1,465,833,532 1,414,953,417Export Namibia 1,303,668,480 Export Botswana 3,801,646,079 Export South Africa 31,635,838,976 40,258,193,822 46,994,753,180Export Mozambique 1,782,995,180Export Zimbabwe 1,926,065,962 Import Malawi 785,375,762 928,658,470 1,165,191,991Import Namibia 1,427,939,072 Import Zambia 1,573,600,103 2,017,146,737 2,574,740,550Import Tanzania 2,189,483,776 2,531,186,335 2,757,219,758Import Botswana 3,964,049,894 --- Import South Africa 34,543,063,040 47,739,237,629 55,032,628,212Import Mozambique 2,408,195,247

Source Comtrade.un.org

15

3.3.2 Individual Region Analysis 3.10 Appendix H shows the details of the trade flows between Botswana and the SADC countries as well as between Botswana and the other regions of the world. The following can be concluded from reviewing Appendix H: -

Botswana/SADC 3.11 There is insufficient freight to support a scheduled service between Botswana and the following countries: Angola, DRC, Lesotho, Malawi, Mauritius, Mozambique, Namibia, Swaziland, Tanzania, Zambia and Zimbabwe. 3.12 With respect to trade flows with South Africa, as Gaborone is only some 350 km from Gauteng (the main economic region of South Africa) the inter-modal substitution factor is high. That is, the time differential between road freight and air freight may not play a significant factor in determining the choice of transport but costs will be a factor as will time delays on scheduled flights and possible delays through road based customs. However, on average some 9000 kg of fish are imported per week and this may provide an opportunity to “belly load” this commodity. On the export segment some 3200 kg of “Other parts for motor vehicles” are transported a week, on average. This may provide an opportunity to focus on “urgent spares” using belly load scheduled flights. Marketing of this sector could result in an increase in belly freight as an initial take off point to introducing a scheduled cargo service.

Botswana/European Union 3.13 The intermodal substitution is between air/road and sea /road. As this is international freight the disparate rates between sea and air may be greater. Using the Boeing MD-11 as an indicator of freight carrier and basing the value per kg at the following break points the following number of flights could be achieved, per annum: VALUE PER KG BREAKPOINT WEIGHT NUMBER OF FLIGHTS $50 and up 745937 7.6 40 and up 906381 9.3 30 and up 989908 10.14 20 and up 1639302 17.7

3.14 However, it should be noted that frequency of these flights would be such that sea freight could be a quicker alternative in many cases. There would appear to be insufficient freight to support the return sector from Gaborone to Europe. Consequently, it is felt that there is insufficient freight for a regular scheduled service.

Botswana/Rest of the World 3.15 There is insufficient freight to support a scheduled service between Botswana and the following regions: ASEAN, CIS, MERCOSUR and NAFTA. 3.3.3 General Conclusion 3.16 Given the above analysis of potential air freight trade volumes between Botswana and its trading partners, the establishment of an air cargo hub in Botswana to handle this cargo only is not a viable option. However, there do appear to be some opportunities to increase the current level of airfreight, which would appear to be based on building from a

16

“belly load” capability. From this base, potential projections and opportunities may be identified. 3.4 SADC Trade Flows: Potential Air Cargo 3.17 This section seeks to determine the potential air fright cargo that could be served by a regional hub from the SADC countries to the rest of the world. A look at the commodities moved by air in South Africa gives an indication of the type of goods that could potentially move by air into and out of the SADC region. The following table represents the income from goods transported in the South African air transport industry in 2002.

COMMODITY AIR TRANSPORT (Rand Millions)

PERCENTAGE

Livestock, Fresh Produce and crops 111 4.24Mining and Quarrying Products 51 1.95Food, Beverage sand tobacco Products 42 1.60Textile, clothing and leather Products 60 2.29Cork, Petroleum, chemicals, rubber and plastics products 4 0.15

Non-metallic products 2 0.08Base metal products 0.00Electrical machinery and apparatus, electronic, communication and transport equipment 153 5.84

Furniture 33 1.26Parcels/Containers 1610 61.47Other goods 553 21.11TOTAL 2619 100.00Source: South African Statistical Office Statistical Release P7101: The Transport Industry 2002 3.18 These statistics would indicate that there might be some potential in investigating the courier, and “fast freight” transport markets to establish whether opportunities exist for enhancement of the air freight volumes internal and external to Botswana. This would encompass discussion with the locally based freight forwarders and courier companies. 3.19 Based on the above indications, the following selected exports from SADC to the rest of the world and imports into SADC from the rest of the world. It is felt that they could be suitable as airfreight commodities. A SADC cargo centre may be in a position to capitalize on these types of commodities. This list does not attempt to be exhaustive. 3.4.1 Export Flowers and Flower Products 3.20 Due to the limited shelf life flowers and flower products, they are suitable for airfreight. Appendix I shows the details of trade value, net weight and potential MD-11 flights to carry the export commodities in this sector from all the SADC countries. Due to the potential number of flights this warrants further investigation into the creation of a SADC cargo centre. This data does not include the potential of the Glen Valley project which could yield at least a further 180000 kg p.a. in 2007 and is an export led Botswana project. Should the development of the Gaborone cargo centre proceed then consideration should be given to fast tracking the Glen Valley development.

17

3.4.2 Export Fish and Fish Products 3.21 Appendix J shows the details of trade value, net weight and potential MD-11 flights to carry the export commodities in this sector from all the SADC countries. Due to the potential number of flights this warrants further investigation into the creation of a SADC cargo centre. This data does not include the potential of any other agricultural/horticultural developments that may be under development in Botswana 3.4.3 Import Pharmaceuticals and Pharmaceutical Products 3.22 Appendix K represents the importation of Pharmaceuticals into the SADC Countries. It is not possible, without base customs statistics, to determine the method of importation (Air, Road, and Sea). It is also not possible to answer the question “If there was a cargo hub in Gaborone would you use it?” without detailed market research. These figures do, however, indicate that some 89 million kilogrammes are being transported. 3.5 Overall Conclusions 3.5.1 Based On Current Botswana Trade 3.23 As indicated in section 3.3.3, based on current volumes it would not appear that the establishment of a SADC based central air cargo hub is a viable option. 3.5.2 Based On Current and Anticipated Agricultural Developments 3.24 The development of the Glen Valley project should add additional volume to be exported to Europe. Continued growth of this project may be inhibited by a lack of direct air access to Europe. The current distribution network via Johannesburg Airport is not necessarily cold chain efficient 3.25 We believe that the implementation of the Zambezi Integrated Agro-Commercial Development Project would justify and require the establishment of a cargo hub based in Gaberone. As the project details are not in the public domain final recommendations cannot be made at this time. 3.26 These developments would provide northbound cargo. Should it be necessary to reduce costs by importing cargo on the southbound sector then analysis would need to be made in terms of imported commodities. (See Section 3.4) 3.5.3 Based On Current SADC Trade 3.27 Reference is made to section 3.4 SADC Trade Flows: Potential Air Cargo. These statistics have been correlated to number of flights that would be required to move the commodity. The analysis shows that there would appear to be freight available, both for export and import, into and out of the SADC countries which an efficient and competitive air cargo hub could take advantage of. Detailed market and logistics research is required before any volumes may be estimated.

18

4. Way Forward

4.1 Despite the general conclusions in sections 2.7 and 3.5 it is considered appropriate that further work be undertaken to formulate an appropriate strategy for the development of an air hub in Botswana. Broadly, the routes to the establishment of an air hub in Botswana can be centred around the following options: -

• Diverting air travel passengers from ORTIA to SSKIA; • Consolidating regional import and export cargo deemed to be better served by air

freight; • A combination of the above two options.

4.2 Given that there are potential agricultural/horticultural projects under consideration in Botswana that could become anchor projects for the development of an air cargo hub, it is considered that the strategy to consolidate regional import and export complemented by the cargo from the anchor projects is the option most likely to be successful. 4.3 In developing the air cargo option, there are a number of issues that need to be addressed and some can be addressed concurrently. The issues range from logistics network design (with optional routes), trade facilitation and marketing of the concept. However, design considerations need to take preference over marketing issues in the order of precedence. This is because, in approaching the market to assess their reaction, it is necessary to present the attributes of the facility and prove a strong commitment from Government to this project. The market reaction is only final when exporters and importers actually use the facility and this is where the risk is. Some immediate action can be taken to practically demonstrate commitment to this project. For example, dramatically increasing the speed of flow through the border posts, even if it is only on the Botswana side, will send a clear signal to shippers that we are serious about achieving these goals and, may, as a side benefit, increase traffic through the TKC. The following are some of the priority issues that will require attention: - 4.1 Logistics Network Design 4.4 A Logistics network for both SADC and international movements needs to be designed and constructed with all available alternatives. This is because a logistics network needs to be proactive and reactive to changing routes and pricing structures and different commodities. Both Liege and Dubai have been presented as possible route alternatives from the Botswana hub to Europe. These may have been seen as competitive – either one or the other. They may, in fact, be complimentary to each other. In other cases, the use of the other developing cargo hubs, such as Uppington, may be appropriate. The more air “highways’ that are linked into the Gaborone air cargo centre the greater will be access to more points with SADC and inter continentally. The design of this logistics network needs to consider as many alternatives as possible and to estimate those costs of such alternatives. The creation of this Logistics Network Map will involve not only detailed study, but also consultation and discussion with the appropriate entities involved. This is especially true as the indications are that export volumes from Gaberone to Europe arising from the implementation of the Zambezi Integrated Agro-Commercial Development Project and Glen Valley Project twill require one 747 freighter every two days. Obtaining the return, or southbound, loads may require interaction with other SADC cargo hubs. 4.5 The hub should have the following attributes: -

19

4.1.1 EU Certification for Perishables 4.6 Significant competitive advantage may be gained by building the facility to European Union standards for meeting the cold chain handling requirements for perishables and sanitary and phyto sanitary standards (SPS), and having it certified by the European Union. This may well be a key strategic factor for promoting the use of this facility. The standards and procedures for building and certifying this facility need to be determined. 4.1.2 Direct Flights 4.7 Direct flights to destination are preferable unless circumstances indicate otherwise. For example, it may be preferable to route horticultural produce through the Dubai Flower Centre. 4.1.3 Cost Effectiveness 4.8 The ability to achieve full loads in both directions 4.1.4 Intermodal Linkages 4.9 The facility must be networked to efficient surface transport networks with suitably designed multi-user intermodal terminals. 4.1.5 Cold Storage Facilities by Product Type 4.10 Different produce requires different handling 4.1.6 Air Cargo Liberalization 4.11 This will be necessary to assist in the free flow movement of goods and to be able to select the required and preferred carrier. 4.1.7 Customs, SPS & Other Inspections 4.12 To speed the process and add value for the importer and exporter these facilities must be in the facility. 4.1.8 Phased Design 4.13 The facility must be designed to allow for modular expansion concomitant with ability to handle demand. 4.1.9 Beneficiation Facilities 4.14 To be able to provide additional value added services, such as packaging 4.1.10 Land Availability at Sir Seretse Khama Airport 4.15 Positioning is crucial especially in terms of cold chain management 4.1.11 ISO Certification 4.16 To achieve accreditation to be viewed as conducting business to accepted

standards 4.1.12 State Of The Art Information Technology Systems 4.17 To optimize productivity and provide clients with required information

20

4.2 Trade Facilitation 4.18 The implication of a SADC hub based in Botswana based hub is that goods will move across borders by air and surface transport. It is estimated that on average 20% of a goods transit time and 25% of costs are spent in/on customs clearance3. Customs delays serve as serious barriers to time critical delivery and country attractiveness for foreign investment and operations by time sensitive manufacturing industries. Investigation into optimising the customs process such that it does not impede the transport of goods is a strategic and critical success factor in establishing a SADC cargo hub. Besides Customs other Government regulatory agencies enforce various controls on cross border movements and transit traffic. Thus the following items need to be addressed:

o Resolution of a free trade zone, possibly centred around the air cargo hub o Reduction of constraints on zero rating of VAT and Sales Tax for Export and its

implications. o Border post controls

Operating Hours Design considerations to enable quick transit including the investigation

of an express lane Use of PDF417 barcode technology to enable fast capture of data and

reduce reliance on Local and wide area networks. Use of other auto-identification techniques to speed the process. Issuance of agricultural and health permits

o Transport permits, fees and levies o Physical Barriers. For example, the Kazungula Ferry o Harmonization of vehicle mass load limits in order to optimise road routes

throughput. 4.3 “Open Skies” Policy 4.19 The level of air cargo, as opposed to passenger, liberalization needs to be investigated. If the cargo hub is to optimize resources it may need to have access to both charter and scheduled services to move goods in and out of Gaborone. 4.4 Market Research: Import and Export Commodities 4.20 This preliminary study has identified commodity movements within SADC and external to SADC. These provide possible leads in finding the major suppliers and users of these commodities in the SADC region. The opportunity is now, by a process of market research, to establish their potential usage of the air cargo hub. Consideration needs to be given as to where to strategically position the hub in terms of commodity handling for both Imports and exports. The major export commodities will be perishables. The import focus may be positioned as “general cargo” but further research into this area may indicate that specialization in a particular commodity grouping may give competitive advantage for example, the import of pharmaceuticals and the distribution thereof within SADC. Sub specialization could also be achieved with the distribution of anti-retro virals. Another example may be industry specific, such as the Rosslyn motor cluster. The balancing of export and import freight is a crucial issue in achieving competitive cost structures.

3 “Air cargo: Engine of economic development”: Kenan Institute of Private Enterprise.

21

4.5 Developments in Regional Air Cargo Hubs 4.21 There are a number of other airports currently engaged in positioning themselves as cargo centres within SADC. An example of this is Uppington airport whose facilities are superior to those of Gaberone and which is closer to the fish markets of Namibia than Gaberone. Competitive advantage is in, inter alia, closeness to market. As the economies of the region expand more cargo centres will evolve. Uppington is one and there are also developments for Durban, Port Elizabeth, Wonderboom and Harare. This concept of air facility close to production is also seen in the flower industries of Zimbabwe and Zambia. Long-term sustainability of an air cargo hub may be achieved through closeness to market. The initial potential opportunity of diverting existing cargo from, say, Johannesburg, may be lost if, for example, Wonderboom positions itself as a cargo hub. Additionally, this natural growth may foster a complimentary and wider air network enhancing communications throughout the region. As Botswana moves to set up its hub and as part of the market research activity it is important to study the developments in other regional cargo centres and their effect on future freightage needs to be undertaken.

22

Bibliography

Boeing Corporation www.boeing.com Euromonitor International www.euromonitor.com United Nations Statistics www.unstats.un.org Sadc(Southern African Development Community) www.data.sadctrade.org International Air Traffic Association https://www.iataonline.com Airports Company Of South Africa www.airports.co.za Statistics South Africa www.statssa.gov.za South Africa Tourist Authority www.southafrica.net Gauteng Tourist Authority www.gauteng.net Wikipedis Encyclopaedia www.wikipedia.org South African Airways www.flysaa.com Zimbabwe Tourist Authority www.zimbabwetourism.co.zw Zimbabwe Civil Aviation Authority www.caaz.co.zw Air Zimbabwe www.airzimbabwe.com Namibia Statistics Office www.npc.gov.na Namibian Tourist Authority www.met.gov.na Air Namibia www.namibweb.com Zambian Tourism Authority www.visitzambia.co.zm Zambian Central Statistics Office www.zamstats.gov.zm Democratic Republic Of Congo Mozambique (National Statistics Authority) www.ine.gov.mz Malawi (Central Statistics Office) www.nso.malawi.net Central Statistics Office Botswana www.cso.gov.bw United Nations World Tourism Organisation www.world-tourism.org Air cargo: Engine For Economic Development John D Kasarda and Jonathan Green, The Centre for Air Commerce “The Competitive Advantage of Nations” Michael E Porter, New York: Free Press. C1990 Liberalisation of Air Cargo Transport’ OECD, Directorate for Science, Technology and Industry, Division Of Transport, May 2, 2002

23

GLOSSARY Gross Domestic Product (GDP) The GDP of a country is defined as the market value

of all final goods and services produced within a country in a given period of time.

‘Dead Legging’ This refers to an aircraft moving from an origin to a destination with no payload (empty) in order to collect a load from the destination. That leg of the journey is “dead” insofar as the payload is concerned

Domestic Cabotage The right to operate within the domestic borders of another country.

Wet Leases A wet lease is any leasing arrangement whereby a company agrees to provide an aircraft and at least one pilot to another company

intermodal substitution The elasticity of demand between different transport modes

“belly load” This refers to the carriage of cargo on a passenger plane where cargo is loaded In the” belly” of the plane

PDF417 A Barcode Symbology – Portable Data File 417 “Open Skies” Refers to the air liberalization of air traffic

24

APPENDICES

25

Appendix A: Scope of Work for Study

Trade Facilitation and Capacity Building Scope of Work

ASSESSMENT OF CARGO AND PASSENGER VOLUMES BETWEEN SADC REGION AND MAJOR COUNTRIES IN AFRICA, EUROPE AND AMERICA

Overview The Trade Facilitation and Capacity Building project seeks to increase economic growth through enhancing competitiveness in world markets. The project includes four activity components: Capacity Building and Policy Reform for Trade and Competitiveness, Trade Facilitation, Financial Services for Trade and Competitiveness and Dialogue for Competitiveness. The Southern Africa region remains among the poorest of the world. The region accounts for less than one per cent of global merchandise trade. Aggregate GDP in the Southern African Development Community (SADC) is $188 billion in real terms, which yields a GDP per capita of approximately $1,000. Foreign direct investment flows to the region have declined over the past decade. The region’s ability to compete effectively in the global economy is constrained by a number of factors, including the trade policy environment and domestic regulatory policies that result in increased transaction costs. Trade policies remain generally mercantilist which results in anti-export bias. Constraints in trade facilitation, including customs valuation and clearances, government procedures and cross-border transport are widespread. Restrictive policies suppress foreign investment in many key service sectors. The region is characterized by a multiplicity of regional integration agreements and bilateral agreements, and is engaged in trade negotiations at the multilateral and bilateral level. These include the Doha Development Round, the EPA negotiations, the mid-term review of the SADC Trade Protocol and negotiations for a free trade agreement between the US and SACU. The African Growth and Opportunities Act (AGOA) stimulated an increase in apparel exports to the United States. The trade negotiations provide opportunities for increased economic growth providing the countries are able to compete in the global economy. The project supports the Southern African countries to transform the opportunities into results. The long term team is located in the Southern African Global Competitiveness Hub office in Gaborone and includes Deputy Chief of Party, three technical advisors, an Operations Manager and administrative staff, supplemented by a network of collaborating regional firms providing dedicated consultants in the RCSA countries. In this way, the project can effectively promote change at the national level and coordinate at the regional level. This team is supported by specialist consultants, as needed, in a wide variety of fields. Introduction General economic growth within the SADC region coupled with commercial developments has given rise to an opportunity to create a regional passenger and cargo air logistics hub within the region. This preliminary, fact-finding study is meant to assess the air traffic volumes and to statistically enumerate the patterns of both cargo and passenger flows from and to the region between major origins and destinations as well as within the region, and situate findings within the broad concept of a cargo hub in Botswana. It is envisaged that, should this preliminary study indicate that there is an opportunity for the development of such an enhanced logistics platform, then a more detailed feasibility analysis would be undertaken by interested parties with a view to utilising this opportunity to establish a air passenger/cargo hub in Botswana. III. Objective The objectives of the study are to collect, compile, and analyze:

(i) the existing and projected passenger/cargo (and type of cargo) volumes that currently move out from various parts of the SADC region (north bound traffic);

26

(ii) the existing and projected passenger/cargo (and type of cargo) volumes that originates from destinations such as Europe/United States/other African countries to the SDAC region (south bound traffic);

(v) The existing and projected volumes of cargo & passenger movements within the African

region; and

(vi) Outline in broad terms the vision of a cargo hub in Botswana including the implications of the data on such a project and recommendation for the next step,

IV. Responsibilities and Tasks (a) Passenger volumes Collect data required to analyze the current and projected passenger movements as follows:

i Number of Passengers ii Origin of passengers iii Destination of passengers iv Routing of journey v Carriers per leg vi. Class of Travel for each leg vii Seasonality of traffic

The information gathered should include all data for which either the origin or destination is in a SADC country. From this data, extrapolations should be made as to the volume and direction of traffic flow. For example, northbound traffic from SADC, or southbound traffic to SADC, or from Johannesburg International Airport (JIA), South Africa to SSKA, Botswana. (b) Freight volumes The data required to analyze the current and projected cargo volumes movements is as follows:

i Number of shipments ii Mass ( Kgs) iii Country of origin iv Country of destination v Mode of transport vi Routing vii Commodity type viii Seasonality of traffic

The information collected should comprise all data for which either the origin or destination is in a SADC country. From this data extrapolations should be made as to volume and direction of flow. For example, Northbound cargo traffic, Southbound traffic and/or SADC regional.

Data Sources Data should be accumulated from primary sources, wherever possible, and where primary data is not available, secondary source of information or alternative statistical methods should be used to collect the required information. As this is, essentially, a “fact finding study” it is possible that data may not be available in specific instances. Such cases should be highlighted and analysis should be carried out using alternative statistical/other techniques to overcome this difficulty.

27

V. Expected Deliverables

I Identify the data sources II Consult with the relevant stakeholders with regard to the

accessibility/collection of necessary information III Obtain the raw data IV Design an appropriate database and capture the data into it. V Extrapolate the data and prepare reports on passenger and cargo volumes as required VI Situate the findings within a discussion of the broad outline of a “cargo hub” in Botswana to

support export diversification

VI. Reporting Arrangements The study should be completed within a period of one (1) month from the date of commencement. Due to the urgency in completing this project as well as the brief time of one (1) month available to complete the task, no time has been factored in for feedback meetings and submission of interim reports. However, the consultants should keep the Ministry of Works and Transport/ relevant stakeholders fully appraised of the progress of the study on a regular basis. After taking into account the comments made by MWT/other stakeholders, the consultant will finalize and submit to the Ministry of Works and Transport the final report (in English, 10 copies) within one (1) month from the date of commencement of the study. In addition to hard copies, the same information should be submitted in electronic format. The consultant will report to Evans Marowa, TFCB Transport Advisor and Maxine Kennett, TFBC Director on all matters related to the project. Copies of deliverables shall be submitted as follows: emarowa@satradehub.org; mkennett@satradehub.org and rlal@satradehub.org Reports shall be developed using the project format, which will be provided upon request. Assistance in formatting reports may also be possible, but the consultant is responsible for his/her own outputs.

VII. Consultancy Qualifications

The Consultant(s) shall have the following minimum qualifications to be considered for this consultancy: 1. Educational Qualifications

Minimum of a bachelor’s degree 2. Work Experience Qualifications

At least ten years of practical experience in transport related work. Strong negotiations and communications skills and effective report writing skills. H/She should have

experience of communicating at the highest levels of government; Extensive knowledge of transport related issues. Prior experience in Southern Africa.

VIII. Level of Effort Allocation

Name Start End TotalMr. Ian Hunt November 1, 2006 December 20, 2006 18 Philip Gordan November 1, 2006 December 20, 2006 18

28

Appendix B: Websites Used in Study

Internet Site Level Of Information Obtained United Nations Data Base Excellent Airports Company of South Africa (ACSA) Excellent Statistics South Africa Excellent Tourism South Africa Excellent Gauteng Tourism Excellent Wikipedia, The Free Encyclopedia Excellent (Airport Information) South African Airways No Information Botswana Central Statistics Office Excellent Botswana Central Transport Statistics Office Fair Zimbabwe Tourism Authority Fair but incomplete Zimbabwe Civil Aviation Authority No information Air Zimbabwe No information Namibia Statistics Office Fair Namibian Tourist Authority Excellent Air Namibia No information Zambian Tourism Authority No information Zambian Central Statistics Office No information – Could Not Access Angola No Sites Democratic Republic Of Congo No Sites Mozambique (National Statistics Authority) No Tourist Statistics Malawi (Central Statistics Office) No Tourist Statistics

All Airline sites visited as per the listings in Appendix A (No passenger information)

29

Appendix C: Air Freedom Rights

• First Freedom. The freedom to over fly a foreign country (A) from a home country en-route to another (B) without landing. Also called the transit freedom.

• Second Freedom. The freedom to stop in a foreign country fro technical/refuelling purpose only. A flight from a home country can land in another country (A) for purposes other than carrying passengers, such as refuelling, maintenance or emergencies. The final destination is country B.

• Third Freedom. The freedom to carry traffic from a home country to another country (A) for purpose of commercial services.

• Fourth Freedom. The freedom to pick up traffic from another country (A) to a home country for purpose of commercial services.

(Third and Fourth Freedoms are the basis for direct commercial services, providing the rights to load and unload passengers, mail and freight in another country.)

• Fifth Freedom. The freedom to carry traffic between two foreign countries on a flight that either originated in or is destined for the carrier’s home country. It enables airlines to carry passengers from a home country to another intermediate country (A), and then fly on to third country (B) with the right to pick passengers in the intermediate country. Also referred to as "beyond right". This freedom is divided into two categories: Intermediate Fifth Freedom Type is the right to carry from the third country to second country. Beyond Fifth Freedom Type is the right to carries from second country to the third country.

• Sixth Freedom. The "unofficial" freedom to carry traffic between two foreign countries via the carrier’s home country by combining third and fourth freedoms. Not formally part of the original 1944 convention, it refers to the right to carry passengers between two countries (A and B) through an airport in the home country. With the hubbing function of most air transport networks; this freedom has become more common, notably in Europe (London, Amsterdam).

• Seventh Freedom. The freedom to base aircraft in a foreign country for use on international services, establishing a de facto foreign hub. Covers the right to operate a passenger services between two countries (A and B) outside the home country.

• Eighth Freedom. The freedom to carry traffic between two domestic points in a foreign country on a flight that either originated in or is destined for the carrier’s home country. Also referred to as "cabotage" privileges. It involves the right to move passengers on a route from a home country to a destination country (A) that uses more than one stop along which passengers may be loaded and unloaded.

• Ninth Freedom. The freedom to carry traffic between two domestic points in a foreign country. Also referred to as "full cabotage" or "open-skies" privileges. It involves the right of a home country to move passengers within another country (A).

30

Appendix D: SADC International Airports & Airlines Utilising these Airports

AIRLINE = SADC based Airline AIRLINE = International Airline

SOUTH AFRICA OLIVER R. TAMBO INTERNATIONAL AIRPORT

ORTIA (formerly Johannesburg International: JIA) The second busiest airport in Africa and the Middle East after Dubai. Total Number 49:SADC =15:Other = 34

Air Botswana Gaborone Air Malawi Blantyre, Lilongwe Air Mauritius Mauritius Air Namibia Windhoek Air Tanzania Dar es Salaam Air Zimbabwe Harare Angola Air Charter Luanda Comair Harare, Livingstone, Victoria Falls, Windhoek Hewa Bora Airways Kinshasa, Lubumbashi Linhas Aéreas de Moçambique LAM

Maputo

Nationwide Airlines London-Gatwick, Victoria Falls South African Airways Abidjan, Accra, Bangkok, Beira, Blantyre, Dakar, Dar es Salaam,

Entebbe, Frankfurt, Gaborone, Harare, Hong Kong, Kigali, Lagos, Lilongwe, Livingstone, London-Heathrow, Luanda, Lusaka, Maputo, Maseru, Mauritius, Mumbai, Nairobi, New York-JFK, Paris-Charles de Gaulle, Perth, Port Elizabeth, São Paulo-Guarulhos, Victoria Falls, Washington-Dulles, Windhoek, Zanzibar, Zürich

Airlink Manzini, Ndola, Bulawayo, Antananarivo South African Express Gaborone Swiss International Air Lines

Zürich

TAAG Luanda Wimbi Dira Airways Kinshasa Zambian Airways Lusaka Air Austral Réunion Air France Paris-Charles de Gaulle Air Gabon Libreville Air Madagascar Antananarivo Air Seychelles Mahe Island Alitalia Rome British Airways London-Heathrow Cameroon Airlines Douala Cathay Pacific Hong Kong Delta Air Lines Atlanta, Dakar [starts December 4, 2006] EgyptAir Cairo El Al Tel Aviv Emirates Dubai Ethiopian Airlines Addis Ababa Etihad Airways Abu Dhabi Ghana International Accra [starts October 30, 2006]

31

SOUTH AFRICA OLIVER R. TAMBO INTERNATIONAL AIRPORT ORTIA (formerly Johannesburg International: JIA) The second busiest airport in Africa and the Middle East after Dubai. Total Number 49:SADC =15:Other = 34

Airlines Iberia Madrid Interair Antananarivo, Brazzaville KLM Royal Dutch Airlines

Amsterdam

Kenya Airways Nairobi Lufthansa Frankfurt Malaysia Airlines Buenos Aires-Ezeiza, Kuala Lumpur Olympic Airlines Athens Rwandair Express Kigali Qantas Sydney Qatar Airways Doha Saudi Arabian Airlines Jeddah, Nairobi Singapore Airlines Singapore TAP Portugal Lisbon Thai Airways International

Bangkok [starts October 31, 2006]

Uganda Airlines Entebbe Virgin Atlantic Airways

London-Heathrow

Virgin Nigeria Lagos Yemenia Dar es Salaam, Sana'a SOUTH AFRICA CAPE TOWN INTERNATIONAL AIRPORT - CTIA

Total Number 10: SADC =04, Other = 06 Air Botswana Maun Air Mauritius Mauritius Air Namibia Windhoek South African Airways London-Heathrow KLM Royal Dutch Airlines

Amsterdam

Virgin Atlantic Airways

London-Heathrow

Lufthansa Frankfurt Malaysia Airlines Buenos Aires-Ezeiza, Kuala Lumpur Qatar Airways Doha Singapore Airlines Singapore

SOUTH AFRICA DURBAN INTERNATIONAL AIRPORT - DIA

Total Number 10: SADC =04, Other = 06 Air Mauritius Mauritius Linhas Aéreas de Moçambique LAM

Maputo

Airlink Maputo Swazi Airlink Maputo BOTSWANA SIR SERETSE KHAMA INTERNATIONAL AIRPORT - SSKIA

Total Number -02: SADC =02, Other = 00

32

South African Express Airways

Johannesburg, Cape Town

Air Botswana Harare, Johannesburg BOTSWANA FRANCISTOWN AIRPORT - FA

Total Number 01: SADC =01, Other = 00 Air Botswana Johannesburg BOTSWANA MAUN AIRPORT – MA

Total Number 02: SADC =02, Other = 00 Air Botswana Cape Town, Johannesburg Air Namibia Windhoek NAMIBIA HOSEA KUTAKO INTERNATIONAL AIRPORT – HKIA

Total Number 05: SADC =04, Other = 01 Air Namibia

Cape Town, Frankfurt, Johannesburg, London Gatwick, Luanda, Maun, Victoria Falls

Comair Johannesburg South African Airways Cape Town, Johannesburg TAAG Air Angola Luanda LTU International Airways

Munich

ANGOLA QUATRO DE FEVEREIRO AIRPORT- QFA Total Number 11: SADC =03, Other = 08

Air Namibia Windhoek Aeroflot Moscow-Sheremetyevo Air France Paris-Charles de Gaulle South African Airways Johannesburg TAAG Accra, Brazzaville, Cabinda, Harare, Houston, Johannesburg, Kinshasa,

Lisbon, London, Lusaka, Paris, Pointe Noire, Rio de Janeiro, São Tomé, Soyo, Windhoek

Air Gabon Libreville British Airways London-Heathrow Ethiopian Airlines Addis Ababa SN Brussels Airlines Brussels TAP Portugal Lisbon World Airways/Sonair Houston-Intercontinental

33

ZIMBABWE HARARE INTERNATIONAL AIRPORT – HIA

Total Number 10 SADC =08, Other = 02 Air Zimbabwe Blantyre, Beijing, Dar es Salaam, Dubai, Johannesburg, London -

Gatwick, Lubumbashi, Lusaka, Mauritius, Nairobi, Singapore Air Botswana Gaborone Air Malawi Lilongwe Comair Johannesburg Linhas Aéreas de Moçambique LAM

Maputo

South African Airways Cape Town, Johannesburg TAAG Air Angola Luanda Zambian Airways Lusaka Ethiopian Airlines Addis Ababa Kenya Airways Nairobi ZAMBIA LUSAKA INTERNATIONAL AIRPORT – LIA

Total Number 05 SADC =04, Other = 01 Air Zimbabwe Harare TAAG Air Angola Luanda South African Airways Johannesburg Zambian Airways Harare, Johannesburg, Lubumbashi Kenya Airways Nairobi DEMOCRATIC REPUBLIC OF CONGO DRC

KINSHASA INTERNATIONAL AIRPORT – KIA Total Number 12 SADC =07, Other = 05

Bravo Air Congo Bangui, Brazzaville, Cotonou, Douala, Lagos, Luanda, Pointe-Noire, Yaoundé

Bravo Airlines Bruxelles, Madrid, Paris-Charles de Gaulle Business Aviation Brazzaville, Pointe-Noire Hewa Bora Airways Brussels, Douala, Johannesburg, Lagos, Lomé South African Airways Johannesburg TAAG Air Angola Luanda Wimbi Dira Airways Brazzaville, Bruxelles, Johannesburg, Lusaka, Nairobi, Pointe-Noire Air France Paris- Charles de Gaulle Axis International Lines

Bruxelles, Douala

Ethiopian Airlines Addis Ababa Kenya Airways Nairobi SN Brussels Airlines Brussels MALAWI CHILEKA INTERNATIONAL AIRPORT – CIA

Total Number 02: SADC =02, Other = 00 Air Malawi Harare, Johannesburg South African Airways Johannesburg

34

TANZANIA MWALIMU J.K. NYERERE INTERNATIONAL AIRPORT – NIA

Total Number 17: SADC =07, Other = 10 Air Malawi Blantyre, Lilongwe Air Tanzania Comoros, Entebbe/Kampala, Johannesburg Air Zimbabwe Harare, Nairobi Linhas Aéreas de Moçambique LAM

Maputo, Pemba

Precision Air Mombasa, Nairobi South African Airways Johannesburg Zambian Airways Lusaka Air India Mumbai British Airways London-Heathrow Comores Air Services Hahaya Emirates Dubai Ethiopian Airlines Addis Ababa Kenya Airways Nairobi KLM Royal Dutch Airlines

Amsterdam

Qatar Airways Doha [starts January 9, 2007] Swiss International Air Lines

Zürich

Yemenia Sana'a MOZAMBIQUE MAPUTO INTERNATIONAL AIRPORT – MIA

Total Number 06: SADC =04, Other = 02 South African Airways Johannesburg Linhas Aéreas de Moçambique LAM

Dar es Salaam, Johannesburg, Harare

Swazi Airlink Manzini Airlink Durban Kenya Airways Nairobi TAP Portugal Lisbon

35

MAURITIUS: SIR SEEWOOSAGUR RAMGOOLAM INTERNATIONAL

AIRPORT- SSRIA Total Number 17: SADC =03, Other = 14

Air Mauritius Cape Town, Chennai, Delhi, Durban, Frankfurt, Geneva, Hong Kong, Johannesburg, Kuala Lumpar, London-Heathrow, Mahebourg, Melbourne, Milan-Malpensa, Moroni, Mumbai, Nairobi, Paris-Charles de Gaulle, Perth, Reunion Island, Rodrigues, Rome-Fiumicino, Singapore, Sydney, Zürich

Air Zimbabwe Harare South African Airways Johannesburg Austral Reunion Island Air Comores International

Moroni

Air Europe Milan-Malpensa Air France Paris-Charles de Gaulle Air Madagascar Antananarivo Air Seychelles Mahè Austrian Airlines Vienna [ends April 2007] British Airways London-Heathrow Catovair Rodrigues Condor Airlines Frankfurt, Munich Corsairfly Lyon, Paris-Orly Emirates Dubai LTU International Düsseldorf, Munich Virgin Atlantic London-Gatwick [starts November 2007

AIRPORT SADC INT'L TOTALSouth Africa - Oliver R. Tambo International Airport 15 32 47Tanzania – Mwalimu J.K. Nyerere International Airport 7 10 17Mauritius – Sir Seewoosagur Ramgoolam International Airport 3 14 17Democratic Republic Of Congo – Kinshasa International Airport 7 5 12Angola – Quatro De Fevereiro Airport 3 8 11South Africa – Cape Town International Airport 4 6 10Zimbabwe – Harare International Airport 8 2 10Namibia – Hosea Kutako International Airport 4 1 5Zambia – Lusaka International Airport 4 1 5South Africa – Durban International Airport 4 4Botswana – Sir Seretse Khama International Airport 2 2Malawi – Chileka International Airport 2 2

36

International Airlines Country Airport Ref SADC Other Total

Angola (AN) Quatro de Fevereiro Airport QFA 3 8 11 Botswana (BW) Sir Seretse Khama International

Airport SSKIA

2 2

Francistown Airport FA 1 1 Maun Airport MA 2 2 Democratic Republic of Congo (DRC)

Kinshasa International Airport KIA 7 5 12

Malawi (MW) Chileka International Airport CIA 2 2 Mauritius (MU)

Sir Seewoosagur Ramgoolam International Airport

SSRIA 3 14 17

Mozambique (MO)

Maputo International Airport MIA 4 2 6

Namibia (NM)

Hosea Kutako International Airport HKIA 4 1 5

South Africa (SA) Oliver R. Tambo International Airport

ORTIA

15 34 49

Cape Town International Airport CTIA 4 6 10 Durban International Airport DIA 4 0 4 Tanzania (TZ) Mwalimu J.K. Nyerere

International Airport NIA 7 10 17

Zambia (ZM) Lusaka International Airport LIA 4 1 5 Zimbabwe (ZW) Harare International Airport HIA 8 2 10

SADC AIRPORTS AND NUMBER OF AIRLINES PER AIRPORT

0

10

20

30

40

50

60

70

No. of A

irlines

SA -ORTIA

TZ -NIA

MU -SSRIA

DRC -KIA

AN -QFA

SA -CTIA

ZW -HIA

NM -HKIA

ZM -LIA

SA -DIA

BW -SSKIA

MW -CIA

AIRPORT NAME

SADC BASED AIRLINES INTERNATIONAL AIRLINES

37

Appendix E: Air Passenger Arrivals into SADC Countries Appendix E1: Arrivals into South Africa by Country of Residence PASSENGER ARRIVALS BY AIR INTO SOUTH AFRICA BY

COUNTRY OF RESIDENCE ARRIVALS PERCENT

EUROPE: Austria 22,145 Belgium 41,204 Denmark 22,503 Finland 8,215 France 108,237 Germany 267,014 Greece 8,749 Hungary 2,756 Ireland 38,885 Italy 55,076 Netherlands 124,402 Norway 21,655 Poland 6,912 Portugal 31,941 Russian Fed 8,895 Spain 28,891 Sweden 38,119 Switzerland 41,811 UK 564,256 Czech Republic 0 Other 20510 EUROPE 1,462,173 37.2% NORTH AMERICA: Canada 42,616 USA 243,701 Other 48 NORTH AMERICA 286,365 7.3% CENTRAL & SOUTH AMERICA: Argentina 9,332 Brazil 24,566 Chile 2,639 Mexico 3,389 Venezuela 1,073 Other 8,926 CENTRAL & SOUTH AMERICA 49,925 1.3% AUSTRALASIA: Australia 80,641 New Zealand 18,610 Other 788 AUSTRALASIA 100,039 2.5% ASIA:

38

PASSENGER ARRIVALS BY AIR INTO SOUTH AFRICA BY COUNTRY OF RESIDENCE

ARRIVALS PERCENT

China (including Hong Kong) 46,177 India 37,633 Indonesia 3,621 Japan 28,486 Rep of Korea 15,468 Malaysia 10,341 Philippines 5,067 Singapore 5,991 Rep of China (Taiwan) 13,468 Thailand 5,014 Other 15,738 ASIA 187,003 4.8% MIDDLE EAST: Israel 16,093 Saudi Arabia 3,986 Turkey 4,670 United Arab Emirates 2,576 Other 7,704 MIDDLE EAST 35,029 0.9% AFRICA MAINLAND: SADC Angola 26,382 Botswana 26,029 Dem Rep of Congo 12,466 Lesotho 6,570 Malawi 22,418 Mauritius 14,534 Mozambique 31,255 Namibia 39,673 South Africa 1,309,314 Swaziland 8,293 Tanzania 12,106 Zambia 31,710 Zimbabwe 84,103 SADC 1,624,854 41.4% REST OF AFRICA MAINLAND Egypt 3,686 Ghana 8,679 Kenya 21,652 Nigeria 30,272 Uganda 10,191 Other 46,817 REST OF AFRICA MAINLAND 121,297 3.1% REST OF AFRICA MAINLAND & SADC 1,746,151 44.4% INDIAN OCEAN ISLANDS:

39

PASSENGER ARRIVALS BY AIR INTO SOUTH AFRICA BY COUNTRY OF RESIDENCE

ARRIVALS PERCENT

Reunion 956 Seychelles 2,420 INDIAN OCEAN ISLANDS 3,376 0.1% AFRICA & ISLANDS 1,749,527 44.5% UNSPECIFIED 58,322 1.5% GRAND TOTAL 3,928,384 100.0% TOTAL INTERCONTINENTAL 2,120,535 54.0%

40

COUNTRY OF RESIDENCE Source : Statistics South Africa

ARRIVING IN SOUTH AFRICA

% OF TOTAL

Europe 1,462,173 37.2%North America 286,365 7.3%Central & South America 49,925 1.3%Australasia 100,039 2.5%Asia 187,003 4.8%Middle East 35,029 0.9%SADC 1,624,854 41.4%Rest Of Africa Mainland 121,297 3.1%Indian Ocean Islands 3,376 0.1%Africa & Islands 1,749,527 44.5%Unspecified 58,322 1.5%Grand Total 3,928,384 100.0%Total Intercontinental 2,120,535 54.0%

AIR ARRIVALS INTO SOUTH AFRICA – 2005

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

1,800,000

1

CONTINENT OF RESIDENCE

AIR ARRIVALS INTO SOUTH AFRICA - 2005EUROPE

NORTH AMERICA

CENTRAL & SOUTH AMERICA

AUSTRALASIA

ASIA

MIDDLE EAST

SADC

REST OF AFRICA MAINLAND

INDIAN OCEAN ISLANDS

AFRICA & ISLANDS

41

Appendix E2: Arrivals into South Africa by Country of Departure PASSENGER ARRIVALS BY AIR INTO SOUTH

AFRICA BY COUNTRY OF DEPARTURE ARRIVALS PERCENT

EUROPE: UK 752,330 Germany 356,008 Netherlands 165,864 France 144,312 Italy 73,432 Switzerland 55,746 Belgium 54,937 Ireland 51,845 Sweden 50,813 Portugal 42,586 Spain 38,520 Denmark 30,003 Austria 29,526 Norway 28,873 Russian Fed 11,860 Greece 11,665 Finland 10,953 Poland 9,216 Hungary 3,674 Czech Republic 0 Other 27,346 EUROPE 1,949,509 NORTH AMERICA: Canada 56,820 USA 324,925 Other 64 NORTH AMERICA 381,809 9.7% CENTRAL & SOUTH AMERICA: Argentina 12,442 Brazil 32,753 Chile 3,519 Mexico 4,519 Venezuela 1,431 Other 11,901 CENTRAL & SOUTH AMERICA 66,564 1.7% AUSTRALASIA: Australia 107,518 New Zealand 24,813 Other 1,051 AUSTRALASIA 133,382 3.4% ASIA: China (including Hong Kong) 61,567 India 50,176 Indonesia 4,828 Japan 37,980 Rep of Korea 20,623 Malaysia 13,788 Philippines 6,756 Singapore 7,988 Rep of China (Taiwan) 17,957 Thailand 6,685 Other 20,984

42

PASSENGER ARRIVALS BY AIR INTO SOUTH AFRICA BY COUNTRY OF DEPARTURE

ARRIVALS PERCENT

ASIA 249,331 6.3% MIDDLE EAST: Israel 21,457 Saudi Arabia 5,315 Turkey 6,227 United Arab Emirates 3,434 Other 10,272 MIDDLE EAST 46,704 1.2% AFRICA MAINLAND: SADC Angola 13,916 Botswana 33,744 Dem Rep of Congo 6,576 Lesotho 3,466 Malawi 11,825 Mauritius 7,667 Mozambique 16,487 Namibia 20,927 South Africa 670,639 Swaziland 4,374 Tanzania 6,386 Zambia 16,727 Zimbabwe 44,364 SADC 857,097 21.8% REST OF AFRICA MAINLAND Egypt 4,914 Ghana 11,572 Kenya 28,868 Nigeria 40,362 Uganda 13,588 Other 62,420 REST OF AFRICA MAINLAND 161,724 4.1% REST OF AFRICA MAINLAND & SADC INDIAN OCEAN ISLANDS: Reunion 1,275 Seychelles 3,227 INDIAN OCEAN ISLANDS 4,502 0.1% AFRICA & ISLANDS 1,023,323 26.0% UNSPECIFIED 77,761 2.0% GRAND TOTAL 3,928,384 100.0% TOTAL INTERCONTINENTAL 2,827,300 72.0%

43

CONTINENT OF DEPARTURE Source: Statistics South Africa

ARRIVING IN SOUTH AFRICA

Europe 1,949,509 49.6%North America 381,809 9.7%Central & South America 66,564 1.7%Australasia 133,382 3.4%Asia 249,331 6.3%Middle East 46,704 1.2%Sadc 857,097 21.8%Rest Of Africa Mainland 161,724 4.1%Indian Ocean Islands 4,502 0.1%Africa & Islands 1,023,323 26.0%Unspecified 77,761 2.0%Grand Total 3,928,384 100.0%Total Intercontinental 2,827,300 72.0%

AIR ARRIVALS INTO SOUTH AFRICA - 2005

44

EUROPEAN COUNTRIES – ARRIVALS IN SOUTH AFRICA

AIR PASSENGER ARRIVALS IN SOUTH AFRICA – EX SADC COUNTRIES

45

Appendix E3: Arrivals into South Africa by Origin & Month

AIR ARRIVALS - ORIGIN by MONTH – SOUTH AFRICA

JAN FEB MAR APR MAY JUN

TOTAL 344286 348814 341965 320919 257372 235433 EUROPE 177,907 197,267 179,407 160,727 105,789 83,326 SADC 75,032 64,393 69,149 77,098 70,477 64,367 NORTH AMERICA 28,727 25,816 31,052 27,521 29,950 34,841 AUSTRALASIA 10,586 10,441 11,299 10,357 9,245 9,482 ASIA 19,947 23,644 21,707 16,029 15,112 17,015 AFRICA 89,137 76,495 82,371 91,300 83,880 76,610

JUL AUG SEP OCT NOV DEC

TOTAL 301541 319855 308344 378640 385608 385606 EUROPE 125,176 146,144 141,644 214,232 222,109 195,780

SADC 72,948 72,739 69,144 68,596 71,285 81,884 NORTH AMERICA 39,503 37,267 30,716 29,965 29,677 36,772 AUSTRALASIA 11,708 10,582 13,667 10,317 11,362 14,336 ASIA 19,504 21,969 23,397 25,240 22,282 23,486 AFRICA 86,792 86,652 82,212 81,515 84,760 97,097

SEASONALITY Source: Statistics South Africa

0

50,000

100,000

150,000

200,000

250,000

300,000

350,000

400,000

Pax Vo

l

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov DecMonths

SEASONALITY

AUSTRALASIA 133,382 ASIA 249,331 NORTH AMERICA 381,809 SADC 857,097

AFRICA 1,018,821 EUROPE 1,949,509 TOTAL 3,928,383

46

Appendix E4: Arrivals into South Africa by Purpose of Visit

AIR ARRIVALS - ORIGIN by PURPOSE OF VISIT – SOUTH AFRICA Holiday Business

Travellers Business Tourists Shopping VFR Other

AFRICA & MIDDLE EAST 21.20% 7.20% 5.30% 33.10% 24.70% 8.50% AMERICAS 51.90% 18.80% 7.40% 0% 12.90% 9.20% ASIA & AUSTRALASIA 46.50% 23.20% 9.20% 0% 15.50% 5.50% EUROPE 69.70% 11.70% 2.60% 0% 11.50% 4.0% ALL FOREIGN TOURISTS 30% 9.10% 4.90% 27.20% 21.30% 7.60%

PURPOSE OF VISIT Source: Statistics South Africa

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

% O

F AIR

PAX

Holiday

Business

Business Tourists

Shopping

VFR

VISIT DEFINITION

PURPOSE OF VISIT

EUROPE AMERICAS ASIA & AUSTRALASIA AFRICA & MIDDLE EAST

47

Appendix E5: Arrivals into Botswana by Country of Residence

PASSENGER ARRIVALS by AIR INTO BOTSWANA BY COUNTRY OF RESIDENCE ARRIVING IN BOTSWANA

EUROPE: Austria 240 Belgium 518 Denmark 309 Finland 346 France 2051 Germany 3462 Greece 108 Hungary 108 Ireland 360 Italy 1080 Netherlands 1152 Norway 551 Poland 204 Portugal 1379 Russian Fed 120 Spain 851 Sweden 372 Switzerland 827 UK 10102 Czech Republic 156 Other 145 EUROPE 24440 NORTH AMERICA: Canada 1126 USA 16060 Other 0 NORTH AMERICA 17,186 CENTRAL & SOUTH AMERICA: Argentina 0 Brazil 0 Chile 0 Mexico 0 Venezuela 0 Other 444 CENTRAL & SOUTH AMERICA 444 AUSTRALASIA: Australia 2263 New Zealand 327 Other 16 AUSTRALASIA 2,606 ASIA: China (including Hong Kong) 1007 India 1462 Indonesia 0 Japan 288 Rep of Korea 0 Malaysia 84 Philippines 0 Singapore 84

48

PASSENGER ARRIVALS by AIR INTO BOTSWANA BY COUNTRY OF RESIDENCE ARRIVING IN BOTSWANA

Rep of China (Taiwan) 84 Thailand 84 Other 779 ASIA 3,872 MIDDLE EAST: Israel 204 Saudi Arabia 72 Turkey 0 United Arab Emirates 0 Other 0 MIDDLE EAST 276 AFRICA MAINLAND: SADC Angola 479 Botswana 36182 Dem Rep of Congo 24 Lesotho 505 Malawi 695 Mauritius 336 Mozambique 348 Namibia 2046 South Africa 48638 Swaziland 300 Tanzania 713 Zambia 1492 Zimbabwe 4314 SADC 96,073 REST OF AFRICA MAINLAND Egypt 240 Ghana 264 Kenya 1115 Nigeria 348 Uganda 479 Other 647 REST OF AFRICA MAINLAND 3,093 REST OF AFRICA MAINLAND & SADC 99,165 INDIAN OCEAN ISLANDS: Reunion 0 Seychelles 60 INDIAN OCEAN ISLANDS 60 AFRICA & ISLANDS 99,225 Unspecified GRAND TOTAL 148048 TOTAL INTERCONTINENTAL 48,823

49

COUNTRY OF RESIDENCE

Source : Central Statistics Office Botswana

ARRIVING IN BOTSWANA % Of TOTAL

Europe 24440 16.5%North America 17,186 11.6%Central & South America 444 0.3%Australasia 2,606 1.8%Asia 3,872 2.6%Middle East 276 0.2%Sadc 96,073 64.9%Rest Of Africa Mainland 3,093 2.1%Rest Of Africa Mainland & Sadc 99,165 67.0%Indian Ocean Islands 60 0.0%Africa & Islands 99,225 67.0%Grand Total 148048 100.0%Total Intercontinental 48,823

AIR ARRIVALS INTO BOTSWANA - 2005

0

10000

20000

30000

40000

50000

60000

70000

80000

90000

100000

1

CONTINENT OF RESIDENCE

AIR ARRIVALS INTO BOTSWANA - 2005EUROPE

NORTH AMERICA

CENTRAL &SOUTH AMERICA

AUSTRALASIA

ASIA

MIDDLE EAST

SADC

INDIAN OCEANISLANDS

50

Appendix E6: Arrivals into Botswana by Nationality & Purpose of Visit

BOTSWANA - TOTAL ARRIVALS BY COUNTRY OF NATIONALITY AND PURPOSE OF ENTRY – 2005 Source : Central Statistics Office Botswana

Country of Nationality

Returning

Resident

Prospective

Resident

Seeking Employ

ment

Employment

Visitor

Holiday/

Tourist

Business

In Transit

Diplomat

Student

Other

Unknown Total

Europe 15 81 75 1174 368 2263 263 428 17 17 458 230 5,388 America 8 43 39 681 127 676 50 133 18 17 191 65 3,254 Asia 13 21 3 135 79 227 46 15 6 0 97 31 1,073 Australasia 0 2 3 21 6 66 8 10 0 0 19 4 222 Middle East 0 1 0 5 1 11 1 2 0 0 5 2 48

Africa – SADC 17550 4914 1648 3217 36052 12127 7166 14070 441 187 2217

7 11307 207,835

Rest Of Africa 3 34 9 19 94 59 29 42 7 8 71 21 635 Indian Ocean Islands 0 1 1 0 0 1 0 4 0 0 2 0 13 Unknown 352 574 1237 298 4327 1259 295 197 260 43 1054 666 10,562

Total 17932 5627 2975 4870 40927 16012 7807 14768 730 255 2388

2 12262 148,048

Central Statistics Office Gaborone

12.11% 3.80% 2.01% 3.29% 27.64

% 10.82

% 5.27% 9.98% 0.49% 0.17% 16.1

3% 8.28% 100%

51

BOTSWANA – ARRIVALS BY NATIONALITY AND PURPOSE OF VISIT BOTSWANA – ARRIVALS BY NATIONALITY AND PURPOSE OF VISIT

BOTSWANA - Arrivlas by Nationality & Purpose of Visit

0

5000

10000

15000

20000

25000

30000

35000

40000

45000 R

etur

ning

Res

iden

t

Pro

spec

tive

Res

iden

t

See

king

Em

ploy

men

t

Em

ploy

men

t

Visito

r

Hol

iday

/ Tou

rist

Bus

ines

s

In T

rans

it

Dip

lom

at

Stu

dent

Oth

er

CATERGORY

Pax

Vol

UNKNOWN

INDIAN OCEAN ISLANDS

REST OF AFRICA

AFRICA - SADC

MIDDLE EAST

AUSTRALASIA

ASIA

AMERICA

EUROPE

52

Appendix E7: Arrivals into Botswana by Nationality and Month

BOTSWANA – ARRIVALS BY NATIONALITY AND MONTH OF ARRIVAL – SEASONALITY 2005

-

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

PAX.

VO

L.

January February March April May June July August September October November DecemberMONTHS

BOTSWANA - ARRIVALS BY NATIONALITY & MONTH OF ARRIVAL - SEASONALITY 2005

AFRICA - SADC EUROPE AMERICA

ASIA AUSTRALASIA MIDDLE EAST

REST OF AFRICA INDIAN OCEAN ISLANDS UNKNOWN

53

E8: Arrivals into Namibia by nationality

Source: Namibian Tourist Authority

NAMIBIA – TOTAL ARRIVALS by NATIONALITY - 2004 Nationality Europe 93,213Africa 74,483USA 8,039Australia 1,102Other Countries 17,526Total 194,363

NAMIBIA – AIR ARRIVALS BY NATIONALITY NAMIBIA - AIR ARRIVALS BY NATIONALITY

46749

45107

10019

8106

8038

7049

6095

5772

5618

3925

3448

3079

2878

2587

2548

2202

1101

1058

567

397

0 5000 10000 15000 20000 25000 30000 35000 40000 45000 50000

SOUTH AFRICA

GERMANY

UK

ANGOLA

USA

FRANCE

ITALY

OTHERS

SWITZERLAND

NETHERLANDS

AUSTRIA

OTHER EUROPE

SACADINAVIA

BELGIUM

SPAIN

OTHER AFRICA

AUAUSTRALIA

ZIMBABWE

ZAMBIA

BOTSWANA

NA

TIO

NA

LITY

PAX VOL

54

Appendix E9: Arrivals into Namibia by Purpose of Visit & Nationality

Nationality VFR Holiday Business Other Total Total 24.741 121.417 19.589 1.415 167.162

AFRICA South Africa 24.30% 44.59% 30.84% 0.26% 100.00% Angola 34.69% 55.80% 4.70% 4.81% 100.00% Botswana 6.20% 45.66% 41.93% 6.21% 100.00% Zambia 18.54% 43.95% 20.65% 16.86% 100.00% Zimbabwe 19.28% 48.65% 27.81% 4.25% 100.00% Other Africa 20.55% 50.18% 25.59% 3.68% 100.00% EUROPE Germany 10.70% 87.88% 1.00% 0.41% 100.00% UK 8.96% 80.07% 10.46% 0.51% 100.00% Italy 4.14% 94.46% 1.40% 0.00% 100.00% France 3.33% 94.24% 2.08% 0.34% 100.00% Scandinavia 9.83% 81.11% 6.22% 2.84% 100.00% Austria 10.59% 88.74% 0.67% 0.00% 100.00% Netherlands 9.83% 87.58% 1.45% 1.13% 100.00% Switzerland 8.08% 91.49% 0.21% 0.21% 100.00% Spain 5.12% 88.04% 6.27% 0.57% 100.00% Portugal 22.78% 58.80% 13.35% 5.07% 100.00% Belgium 4.87% 90.67% 4.02% 0.45% 100.00% Other Europe 6.73% 84.51% 7.20% 1.56% 100.00% OTHER FOREIGN COUNTRIES Australia 8.87% 85.24% 3.89% 2.00% 100.00% USA 11.54% 82.20% 5.12% 1.13% 100.00% Other Countries 7.01% 82.19% 10.32% 0.47% 100.00%

TOTAL 14.80% 72.63% 11.72% 0.85% 100.00%

PURPOSE OF VISIT

Purpose of Visit

72.63%

14.80%

11.72%

0.85%

0% 10% 20% 30% 40% 50% 60% 70% 80%

Holiday

VFR

Business

Other

Def

initi

on

Percentage

Source: Namibian Tourist Authority

55

Appendix E10: Arrivals into Namibia by Nationality & Month

NAMIBIA – TOURIST ARRIVALS BY NATIONALITY AND MONTH – 2004

0.00%

20.00%

40.00%

60.00%

80.00%

100.00%

120.00%

140.00% 160.00% 180.00%

Pax %

Janu Febru Marc Apri Ma Jun Jul Augu Septem Octob Novem DecemMonths

NAMIBIA -Tourist Arrivals by Nationality & Month 2004

Other Countries USA AUSTRALIA AFRICA EUROPE

Source: Namibian Tourist Authority

56

Appendix E11: Arrivals into Namibia by Airline & Category of Traveller

AIRLINE RETURNING RESIDENTS TOURISTS SAME-DAY

VISITORS OTHERS TOTAL

Air 5,663 60,846 2,543 4,311 73,363 36%South 6,752 69,944 4,006 5,330 86,032 43%British 1,022 13,050 245 1,067 15,383 8%LTU 1,182 15,650 11 196 17,039 8%

Others 825 7,672 420 852 9,770 5%Total 15,444 167,162 7,226 11,755 201,587 100%

Source: Namibian Tourist Authority

NAMIBIA - Arrivals by Airline & Catergory of Passenger - 2004

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 90,000 100,000

Air Namibia

South AfricanAirw ays

British Airw ays

LTU

Others

Airl

ine

Pax Vol.

Returning Residents Tourists Same-day Visitors Others

57

Appendix E12: Arrivals into Namibia by Nationality & Airline

NAMIBIA – ARRIVALS NATIONALITY BY AIRLINE - 2004

Source: Namibian Tourist Authority

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

90,000

PAX VO

L

Air Nam

ibia

South African Airways

British Airways

LTU

Others

Airline

NAMIBIA - Arrivals Nationality by Airline - 2004

AFRICA EUROPE AUSTRALIA USA Other Countries

58

Appendix F: Air Passenger Departures Appendix F1: Air Passenger Departures from South Africa

PASSENGER DEPARTURES by AIR - SOUTH AFRICA Source: Statistics South Africa

COUNTRY OF NATIONALITY/RESIDENCE NUMBER

Europe 2,056,511 North America 388,435 Central & South America 72,182 Australasia 165,343 Asia 276,955 Middle East 83,671 Sadc 664375 Rest Of Africa Mainland 183812 Indian Ocean Islands 7,890 Africa & Indian Ocean Islands 856,077 Unspecified 160,216 Grand Total Departures 4,059,390

AIR DEPARTURES FROM SOUTH AFRICA - 2005

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

1,800,000

2,000,000

2,200,000

1

CONTINENT OF DESTINATION

AIR DEPARTURES FROM SOUTH AFRICA -2005EUROPE

NORTH AMERICA

CENTRAL & SOUTHAMERIC

AUSTRALASIA

ASIA

MIDDLE EAST

SADC

REST OF AFRICAMAINLANDINDIAN OCEANISLANDS

AFRICA & INDIANOCEAN ISLANDS

59

Appendix F2: Air Passenger Departures from Botswana

PASSENGER DEPARTURES by AIR - BOTSWANA Source : Central Statistics Office Botswana

DEPARTING BOTSWANA

Europe 20,013 North America 16,399 Central & South America 403 Australasia 2,316 Asia 3,586 Middle East 200 Sadc 91,693 Rest Of Africa Mainland 3,121 Rest Of Africa Mainland & Sadc 94,814 Indian Ocean Islands 35 Africa & Islands 94,849 Unspecified 7,128 Grand Total 144,894 Total Intercontinental 42,917

AIR DEPARTURES FROM BOTSWANA – 2005

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

90,000

100,000

1

CONTINENT OF DESTINATION

AIR DEPARTURES EX BOTSWANA - 2005 EUROPE

NORTH AMERICA

CENTRAL &SOUTH AMERICA

AUSTRALASIA

ASIA

MIDDLE EAST

SADC

REST OF AFRICAMAINLANDINDIAN OCEANISLANDS

AFRICA &ISLANDS

60

Appendix G

61

62

Appendix H Current Trade between Botswana and Other Entities PARTNER/FLOW DESCRIPTION

No matching criteria = Where total weight moved per annum is less than 10000kgs and value per Kg is less than $5.00 per kilogram

VALUE (US $)

WEIGHT (KGS)

VALUE PER KG

Angola Exports No matching criteria Angola Imports No matching criteria DRC Imports No matching criteria DRC-Exports No matching criteria Lesotho-Imports No matching criteria Lesotho Exports No matching criteria Malawi-Imports No matching criteria Malawi-Exports Insulated wire and cable 116638 13000 8.97Mauritius-Imports No matching criteria Mauritius-Exports Tools for use in the hand or in machines 81966 13140 6.24Mozambique-Imports No matching criteria Mozambique-Exports No matching criteria Namibia-Imports No matching criteria Namibia-Exports Calf Skins and kip skins 256600 30000 8.55

South Africa-Imports Extracts, essences or conc. of tea or mate, etc. 192960 20984 9.20

South Africa-Imports Tobacco, unmanufactured 268196 32106 8.35South Africa-Imports Fish, fresh, chilled or frozen 3932561 527041 7.58

South Africa-Imports Crustaceans & molluscs, fresh, chilled, salted, dried 279539 37514 7.45

South Africa-Imports Tobacco and tobacco manufactures 413252 57824 7.15

South Africa-Imports Natural yeasts & prepared baking powders 5238894 781897 6.70

South Africa-Imports Electric power machinery and switchgear 77062 11613 6.64South Africa-Imports Fish, salted, dried or smoked 287271 45244 6.35South Africa-Imports Thyme, saffron, bay leaves & other spices 9764162 1564737 6.24

South Africa-Imports Sausages, whether or not in airtight containers 987672 164465 6.01

South Africa-Imports Meat & edible offals, nes. Dried, salted, smoked 145056 25718 5.64

South Africa-Imports Sugar confectionery & other sugar preparations 17703755 3214818 5.51

South Africa-Imports Milk & cream in solid form, blocks or powder 18059102 3341182 5.41

South Africa-Imports Non alcoholic beverages, nes 319841 61783 5.18South Africa-Imports Spices 10557956 2082356 5.07South Africa-Exports Aircraft, heavier than air 1548581 10240 151.23South Africa-Exports Internal combustion engines for aircraft 2373407 22451 105.71

South Africa-Exports Men s/boy s under garments not knitted/crochet. 1107011 28078 39.43

South Africa-Exports Mens and boys outer garments, not knitted 6225746 176639 335.25

South Africa-Exports Womens, girls & infants outer garments, not knitted 5354214 166749 32.11

South Africa-Exports Photographic equipment, n.e.s. 592403 20783 28.50

South Africa-Exports Outer garments knitted, not elastic. Nor rubbered 16100105 663282 24.27

South Africa-Exports Other telecommunications equipment 268528 11473 23.41

South Africa-Exports Footwear with soles of leather/rubber/plastic 1783247 78394 22.75

63

PARTNER/FLOW DESCRIPTION No matching criteria = Where total weight moved per annum is less than 10000kgs and value per Kg is less than $5.00 per kilogram

VALUE (US $)

WEIGHT (KGS)

VALUE PER KG

South Africa-Exports Under garments knitted, not elastic. Nor rubberised 2828789 127284 22.22

South Africa-Exports Radio broadcast receivers 232545 10716 21.70South Africa-Exports Sewing machines 574091 30487 18.83

South Africa-Exports Fountain pens, propelling pencils, penholders 434247 23897 18.17

South Africa-Exports Presses for wine making 255856 16753 15.27South Africa-Exports Printed books, pamphlets, etc 683199 45039 15.17South Africa-Exports Pumps for gases, etc. 311761 21256 14.67

South Africa-Exports Sugar confectionery & other sugar preparations 10962868 750536 14.61

South Africa-Exports Footwear with soles of other materials 171746 12695 13.53

South Africa-Exports Footwear soles & uppers of rubber or plastic material 371432 28614 12.98

South Africa-Exports Tanks, etc. for storage or manuf. use of iron/steel 324627 28105 11.55

South Africa-Exports Other printing machinery 190958 16636 11.48South Africa-Exports Pile and chenille fabrics of synthetic fibres 312899 28296 11.06

South Africa-Exports Internal combustion engines, not for aircraft 1373520 125808 10.92

South Africa-Exports Other parts for motor vehicles 1702524 166779 10.21South Africa-Exports Hand tools, etc.n.e.s. 200568 21271 9.43

South Africa-Exports Machine tools for working wood, plastics, etc. 144759 16100 8.99

South Africa-Exports Spices 91449 10598 8.63South Africa-Exports Chairs/seats and parts thereof 237931 29162 8.16South Africa-Exports Perfumery & cosmetics, dentifrices etc. 2101613 267945 7.84South Africa-Exports Electric power machinery 355396 45900 7.74South Africa-Exports Apparatus for electrical circuits 159364 20814 7.66South Africa-Exports Electric space heating equipment etc. 149235 19500 7.65South Africa-Exports Other requisites for outdoor sports 147506 19555 7.54

South Africa-Exports Machinery and mechanical appliances, nes 363214 50596 7.18

South Africa-Exports Fin.structural parts & structures of aluminium 71401 10712 6.67

South Africa-Exports Other carpets, carpeting and rugs 2315437 382526 6.05South Africa-Exports Linens and other furnishing art. Of textile 5994623 991881 6.04South Africa-Exports Other prepared or preserved meat 73826 14022 5.27

South Africa-Exports Meat in airtight containers nes & meat preptns 73930 14122 5.24

Swaziland –Imports Mixt.of odoriferous sustances used as raw.mat. 2236356 89234 25.06

Swaziland –Exports Spinning,extruding,etc.machines 262033 25165 10.41

Tanzania – Imports Crustacea & molluscs,fresh,chilled,salted,dried 122730 16092 7.62

Tanzania-Exports Bacterial products,sera,vaccines 729218 10693 68.19Zambia – Imports Medicaments 86911 12307 7.06

Zambia – Imports Cotton yarn and thread, put up for retail sale 157772 31280 5.04

Zambia-Exports There are no exports that match the criteria used

Zimbabwe-Imports Medicaments 405408 18388 22.05Zimbabwe-Imports Electric power machinery 301319 33357 9.03

Zimbabwe-Imports Knitted or crochd fabrics not elast nor rubberd 92331 10813 8.54

Zimbabwe-Imports Insecticides, fungicides, disinfectants 94632 12000 7.89

64

PARTNER/FLOW DESCRIPTION No matching criteria = Where total weight moved per annum is less than 10000kgs and value per Kg is less than $5.00 per kilogram

VALUE (US $)

WEIGHT (KGS)

VALUE PER KG

Zimbabwe-Imports Lifting & loading machinery 174575 28111 6.21

Zimbabwe-Imports Other cotton fabrics,woven,bleached,dyed,etc 316527 51866 6.10

Zimbabwe-Imports Transmission,conveyor or elevator belts/rubber 190848 33510 5.70

Zimbabwe-Exports Bacterial products,sera,vaccines 3448640 15,115 228.16Zimbabwe-Exports Fuses,primers and detonators 619345 45,292 13.67European Union–Imports Medicaments 12,531,298 120891 103.66

European Union– Imports Bandages,etc.impregnated/coated with pharm.pro. 267,028 23702 11.27

European Union– Imports Other chem.products and preparations 455,360 22479 20.26

European Union– Imports Piping & tubing of unhard.vulcanised rubber 6,504,155 18201 357.35

European Union– Imports Articles of unhardened rubber,n.e.s. 132,020 13287 9.94European Union– Imports Tube and pipe fittings of iron and steel 211,883 14397 14.72

European Union– Imports Tubes and pipes of iron or steel, welded, etc. 1,817,972 160106 11.35

European Union– Imports Parts of office machinery,n.e.s. 2,988,336 17721 168.63European Union– Imports Statistical machines cards or tapes 15,676,666 278822 56.22European Union– Imports Duplicating,addressing,etc.machines 294,522 10945 26.91European Union– Imports Machine tools for working metals 1,084,611 130771 8.29European Union– Imports Textile machinery 964,065 25926 37.19

European Union– Imports Textile bleaching,washing,dressing,etc. Mach. 316,800 21257 14.90

European Union– Imports Other food processing machines 390,948 10189 38.37European Union– Imports Other printing machinery 537,537 15839 33.94

European Union– Imports Food processing machines, excluding domestic 444,928 14863 29.94

European Union– Imports Mineral crushing,sorting,etc.machinery 1,079,153 129239 8.35European Union– Imports Construction and mining machinery, nes 615,297 120529 5.10European Union– Imports Parts and accessories of machinery, nes 1,001,040 38114 26.26European Union– Imports Pumps for liquids 393,916 16137 24.41European Union– Imports Parts 3 accessories of machine tools 690,034 31900 21.63European Union– Imports Pumps for gases,etc. 487,204 23604 20.64European Union– Imports Other non electrical machines 829,979 41195 20.15European Union– Imports Pumps and centrifuges 1,152,227 57234 20.13

European Union– Imports Machinery and mechanical appliances, nes 2,943,945 158785 18.54

European Union– Imports Powered tools, nes 1,169,081 66473 17.59European Union– Imports Heating and cooling equipment 634,442 38563 16.45European Union– Imports Transmission shafts & cranks,pulleys,etc. 591,727 35970 16.45

European Union– Imports Refrigerators not domestic & oth refrig equip. 305,798 19674 15.54

European Union– Imports Centrifuges & filtering machinery 271,106 17491 15.50European Union– Imports Machine tools for working minerals 342,535 23764 14.41European Union– Imports Air conditioning machines 148,220 16489 8.99European Union– Imports Spraying machinery 276,921 34077 8.13European Union– Imports Domestic water heaters,non electrical 84,049 10886 7.72European Union– Imports Lifting & loading machinery 875,772 137510 6.37European Union– Imports Apparatus for electrical circuits 1,049,086 45786 22.91European Union– Imports Electric power machinery 2,264,369 313371 7.23European Union– Imports Other telecommunications equipment 53,891,162 253402 212.67

European Union– Imports Electrical line telephone & telegraph equipment 2,350,165 18913 124.26

European Union– Imports Electric space heating equipment etc. 196,983 15084 13.06European Union– Imports Domestic refrigerators, electrical 232,089 37104 6.26

65

PARTNER/FLOW DESCRIPTION No matching criteria = Where total weight moved per annum is less than 10000kgs and value per Kg is less than $5.00 per kilogram

VALUE (US $)

WEIGHT (KGS)

VALUE PER KG

European Union– Imports Electric accumulators 154,374 15194 10.16European Union– Imports Other parts for motor vehicles 1,527,588 33651 45.40

European Union– Imports Bodies & parts motor vehicles ex motorcycles 947,205 31573 30.00

European Union– Imports Special purpose lorries, trucks and vans 2,486,856 163350 15.22European Union– Imports Central heating apparatus and parts 146,874 21739 6.76European Union– Imports Chairs/seats and parts thereof 114,177 18826 6.06European Union– Imports Clothing except fur clothing 569,248 13760 41.37

European Union– Imports Footwear with soles of leather/rubber/plastic 1,975,932 76614 25.79

European Union– Imports Measuring,controlling & scientific instruments 3,142,741 27796 113.06

European Union– Imports Scientific,medical,optical,meas./contr.instrum. 940,762 10191 92.31

European Union– Imports Medical instruments & app.exc.electro medical 3,590,053 83714 42.88

European Union– Imports Printed books,pamphlets,etc 5,798,378 397520 14.59European Union– Imports Articles of artif.plastic materials,n.e.s. 581,976 12519 46.49

European Union– Imports Perambulators,toys,games and sporting goods 761,884 16800 45.35

European Union– Imports Projectiles and ammunition,n.e.s. 6,886,404 270523 25.46European Union-Exports Insulated wire and cable 28568549 824948 34.63

European Union-Exports Outer garments knitted, not elast. Nor rubberd 7877748 336142 23.43

European Union-Exports Under garments knitted, not elast. Nor rubberd 2265503 107529 21.06

European Union-Exports Non alcoholic beverages,nes 63404079 8736921 7.25European Union-Exports Other prepared or preserved meat 95185 14906 6.38Asean-Imports Projectiles and ammunition,n.e.s. 3040215 54509 55.75Asean-Imports Apparatus for electrical circuits 185630 12921 14.36Asean-Imports Medicaments 845855 77303 10.94

Asean-Imports Apparel & clothing acces.,gloves,of rubber 1653281 272796 6.06

Asean-Imports Cordage,cables,ropes,twines and manufactures 197393 32680 6.04

Asean-Imports Other parts for motor vehicles 144991 27149 5.34

Asean-Exports There are no exports that match the criteria used

Cis-Imports There are no exports that match the criteria used

Cis-Exports Outer garments knitted, not elast. Nor rubberd 795971 24506 32.48

Cis-Exports Under garments knitted, not elast. Nor rubberd 218318 10617 20.56

Mercosur-Imports Outer garments knitted, not elast. Nor rubberd 795971 24506 32.48

Mercosur-Imports Under garments knitted, not elast. Nor rubberd 218318 10617 20.56

Nafta-Exports Outer garments knitted, not elast. Nor rubberd 12237098 421518 29.0

Nafta-Exports Under garments knitted, not elast. Nor rubberd 564824 27504 20.53

Nafta-Exports Mens and boys outer garments, not knitted 757684 21250 35.65

Nafta-Exports Commercial containers of glass,etc. 90682 16401 5.52

66

PARTNER/FLOW DESCRIPTION No matching criteria = Where total weight moved per annum is less than 10000kgs and value per Kg is less than $5.00 per kilogram

VALUE (US $)

WEIGHT (KGS)

VALUE PER KG

Nafta-Exports Womens, girls & infts outer garmts, not knitted 652555 14655 44.52

Nafta-Exports Uppers,legs & other prepared parts of footwear 61503 13840 4.443

Nafta-Imports Parts of aircraft,airships,etc. 9783593 12662 772.63Nafta-Imports Other telecommunications equipment 9025604 50065 180.27Nafta-Imports Internal combustion engines for aircraft 1887879 14839 127.22Nafta-Imports Statistical machines cards or tapes 1141704 24084 47.40Nafta-Imports Parts of office machinery,n.e.s. 539599 12005 44.94Nafta-Imports Armoured fighting vehicles 1320661 31270 42.23Nafta-Imports Projectiles and ammunition,n.e.s. 768931 22501 34.17Nafta-Imports Spectacles,pince nez,etc. 1199709 35723 33.58Nafta-Imports Other printing machinery 855397 29036 29.45Nafta-Imports Electric power machinery 238093 10113 23.54

Nafta-Imports Internal combustion engines, not for aircraft 2284702 121903 18.74

Nafta-Imports Medical furniture,etc.parts thereof 348396 20147 17.29Nafta-Imports Transmission shafts & cranks,pulleys,etc. 349109 23466 14.87Nafta-Imports Electrical starting & isnition equipment 190317 13395 14.20Nafta-Imports Mineral crushing,sorting,etc.machinery 128667 11540 11.14Nafta-Imports Articles of artif.plastic materials,n.e.s. 147279 17325 8.50Nafta-Imports Other requisites for outdoor sports 92677 12316 7.52Nafta-Imports Printed books,pamphlets,etc 2249027 329983 6.81Nafta-Imports Illuminating and signalling glassware 115833 17535 6.60

Source Comtrade.un.org

67

Appendix I: Export Flowers & Flower Products from SADC YEAR REPORTER COMMODITY TRADE

VALUE (US$) NET WEIGHT

(KGS) Flights

(MD-11)2003 Mauritius Bulbs,tubers,corms.etc.,chicory plant(non-food) 10,611 0 0.02003 South Africa Bulbs,tubers,corms.etc.,chicory plant(non-food) 4,963,107 0 0.02003 Tanzania Bulbs,tubers,corms.etc.,chicory plant(non-food) 5,956 15,223 0.22003 Zambia Bulbs,tubers,corms.etc.,chicory plant(non-food) 996 0 0.02003 Botswana Cut Flowers, dried flowers for bouquets, etc. 2,142 5,092 0.12003 Mauritius Cut Flowers, dried flowers for bouquets, etc. 3,838,819 379,864 4.12003 Namibia Cut Flowers, dried flowers for bouquets, etc. 1,918 424 0.02003 South Africa Cut Flowers, dried flowers for bouquets, etc. 17,916,460 5,916,734 64.52003 Tanzania Cut Flowers, dried flowers for bouquets, etc. 7,389,387 3,636,813 39.72003 Zambia Cut Flowers, dried flowers for bouquets ,etc. 7,664,889 0 0.0

2003 Mauritius Foilage,etc except flowers for ornamental purposes 175,914 19,341 0.2

2003 Namibia Foilage,etc except flowers for ornamental purposes 43 82 0.0

2003 South Africa Foilage,etc except flowers for ornamental purposes 11,960,753 4,842,154 52.8

2003 Tanzania Foilage,etc except flowers for ornamental purposes 96,716 39,801 0.4

2003 Zambia Foilage,etc except flowers for ornamental purposes 587 0 0.0

2003 Botswana Live plants nes ,roots, cuttings ,mushrooms spawn 446 900 0.0

2003 Namibia Live plants nes ,roots, cuttings ,mushrooms spawn 224,212 148,704 1.6

2003 South Africa Live plants nes ,roots, cuttings ,mushrooms spawn 11,095,035 0 0.0

2003 Tanzania Live plants nes ,roots, cuttings ,mushrooms spawn plants 6,038,779 1,108,762 12.1

2003 Zambia Live plants nes ,roots, cuttings ,mushrooms spawn 6,816,424 0 0.0

2004 South Africa Bulbs ,tubers, corms. etc., chicory plant(non-food) 5,725,973 1,970,864 21.5

2004 Tanzania Bulbs ,tubers, corms. etc., chicory plant(non-food) 14,234 36,898 0.4

2004 Zambia Bulbs ,tubers, corms. etc., chicory plant(non-food) 7,026 0 0.0

2004 Zimbabwe Bulbs ,tubers, corms. etc., chicory plant(non-food) 6,974 16,517 0.2

2004 Mauritius Cut Flowers, dried flowers for bouquets, etc. 3,420,113 347,955 3.82004 South Africa Cut Flowers, dried flowers for bouquets, etc. 21,651,676 6,024,960 65.72004 Tanzania Cut Flowers, dried flowers for bouquets, etc. 8,321,478 3,572,557 39.02004 Zambia Cut Flowers, dried flowers for bouquets, etc. 7,024,695 0 0.02004 Zimbabwe Cut Flowers, dried flowers for bouquets, etc. 16,869,858 11,752,842 128.2

2004 Mauritius Foliage, etc except flowers for ornamental purposes 207,715 18,665 0.2

2004 South Africa Foliage, etc except flowers for ornamental purposes 12,765,948 3,925,571 42.8

2004 Tanzania Foliage, etc except flowers for ornamental purposes 153,810 31,334 0.34

2004 Zimbabwe Foliage, etc except flowers for ornamental purposes 6,016 25,015 0.27

2004 Mauritius Live plants nes, roots, cuttings, mushrooms spawn 1,195 0 0.0

68

YEAR REPORTER COMMODITY TRADE VALUE (US$)

NET WEIGHT (KGS)

Flights (MD-11)

2004 South Africa Live plants nes, roots, cuttings, mushrooms spawn 14,498,412 4,385,332 48

2004 Tanzania Live plants nes, roots, cuttings, mushrooms spawn 5,812,707 875,879 10

2004 Zambia Live plants nes, roots, cuttings, mushrooms spawn 6,306,487 0 0.0

2004 Zimbabwe Live plants nes, roots, cuttings, mushrooms spawn 4,631,240 138,563 2

2005 South Africa Bulbs,tubers,corms.etc.,chicory plant(non-food) 7,220,249 1,680,726 182005 Tanzania Bulbs,tubers,corms.etc.,chicory plant(non-food) 12,057 59,800 1.02005 Zambia Bulbs,tubers,corms.etc.,chicory plant(non-food) 749 35 0.02005 Mauritius Cut Flowers, dried flowers for bouquets,etc. 3,193,324 886,880 9.72005 Mozambique Cut Flowers, dried flowers for bouquets,etc. 378,578 1,571,707 17.12005 South Africa Cut Flowers, dried flowers for bouquets,etc. 24,410,391 6,838,643 74.62005 Tanzania Cut Flowers, dried flowers for bouquets,etc. 10,367,450 2,483,147 27.12005 Zambia Cut Flowers, dried flowers for bouquets,etc. 11,536,347 2,388,842 26.1

2005 Mauritius Foilage,etc except flowers for ornamental purposes 213,107 125,343 1.4

2005 Mozambique Foilage,etc except flowers for ornamental purposes 22,842 35,874 0.4

2005 South Africa Foilage,etc except flowers for ornamental purposes 12,636,129 3,512,634 38.3

0.0

2005 Tanzania Foilage,etc except flowers for ornamental purposes 82,183 57,127 0.6

2005 Zambia Foilage,etc except flowers for ornamental purposes 5 55 0.0

2005 Mauritius Live plants nes,roots,cuttings,mushrooms spawn 4,772 2,000 0.02005 Mozambique Live plants nes,roots,cuttings,mushrooms spawn 4,617 22 0.02005 South Africa Live plants nes,roots,cuttings,mushrooms spawn 14,810,370 4,041,977 44.12005 Tanzania Live plants nes,roots,cuttings,mushrooms spawn 5,910,362 682,552 7.42005 Zambia Live plants nes,roots,cuttings,mushrooms spawn 7,507,450 1,038,832 11.3

Source Comtrade.un.org

69

Appendix J: Export Fish & Fish Products from SADC YEAR REPORTER COMMODITY TRADE

VALUE NET WEIGHT

(KGS) Flights

(MD-11)2003 Tanzania Crustaceans 15,700,664 2,874,904 31.4

2003 Tanzania Fish fillets, fish meat, mince except liver,roe 114,009,528 40,254,288 439.1

2003 Tanzania Fish, fresh or chilled, whole 1,733,320 1,935,474 21.12003 Tanzania Fish, frozen, whole 342,602 158,217 1.7

2003 Tanzania Fish,cured,smoked,fish meal for human consumption 706,613 1,767,677 19.3

2003 Tanzania Live Fish 267,411 56,988 0.62003 Tanzania Molluscs 1,831,925 1,194,387 13.02003 Botswana Crustaceans 7,477 2,184 0

2003 Botswana Fish fillets, fish meat, mince except liver,roe 7,080 972 0

2003 Botswana Fish, frozen, whole 882 515 0

2003 Botswana Fish,cured,smoked,fish meal for human consumption 22 6 0

2003 Botswana Live Fish 1,425 2,415 02003 Botswana Molluscs 94 5 02003 Mauritius Crustaceans 293,837 210,286 2.3

2003 Mauritius Fish fillets, fish meat, mince except liver,roe 118,900 56,375 0.6

2003 Mauritius Fish, fresh or chilled, whole 405,785 29,128 0.32003 Mauritius Fish, frozen, whole 39,167,120 18,968,988 206.9

2003 Mauritius Fish,cured,smoked,fish meal for human consumption 579,502 207,936 2.3

2003 Mauritius Live Fish 78,400 3,516 0.02003 Mauritius Molluscs 159,688 95,391 1.02003 Namibia Crustaceans 3,326,778 1,353,233 14.8

2003 Namibia Fish fillets, fish meat, mince except liver,roe 80,682,048 31,389,828 342.4

2003 Namibia Fish, fresh or chilled, whole 10,598,998 4,095,868 44.72003 Namibia Fish, frozen, whole 213,902,800 256,510,976 2798.22003 Namibia Fish,cured,smoked,fish meal for human

consumption 422,640 231,087 2.5

2003 Namibia Live Fish 19,887 4,361 0.02003 Namibia Molluscs 676,324 433,387 4.72003 South Africa Crustaceans 50,631,176 2,300,429 25.1

2003 South Africa Fish fillets, fish meat, mince except liver,roe 88,731,248 29,368,260 320.4

2003 South Africa Fish, fresh or chilled, whole 64,929,764 24,230,214 264.32003 South Africa Fish, frozen, whole 75,141,280 56,038,640 611.3

2003 South Africa Fish,cured,smoked,fish meal for human consumption 6,210,318 2,412,558 26.3

2003 South Africa Live Fish 210,087 39,650 0.42003 South Africa Molluscs 79,365,200 13,358,405 145.72003 Zambia Crustaceans 194 0 0.0

2003 Zambia Fish fillets, fish meat, mince except liver,roe 593 0 0.0

2003 Zambia Fish fillets, fish meat, mince except liver,roe 593 0 0.0

2003 Zambia Fish, fresh or chilled, whole 11,571 0 0.0

2003 Zambia Fish,cured,smoked,fish meal for human consumption 330,353 0 0.0

70

YEAR REPORTER COMMODITY TRADE VALUE

NET WEIGHT (KGS)

Flights (MD-11)

2003 Zambia Live Fish 436,788 0 0.02004 Zambia Molluscs 1,208 0 0.02004 Tanzania Crustaceans 12,046,715 2,786,772 30.4

2004 Tanzania Fish fillets, fish meat, mince except liver,roe 106,313,418 43,287,718 472.2

2004 Tanzania Fish, fresh or chilled, whole 2,802,042 1,928,127 21.02004 Tanzania Fish, frozen, whole 734,587 707,954 7.7

2004 Tanzania Fish,cured,smoked,fish meal for human consumption 905,124 3,851,771 42.0

2004 Tanzania Live Fish 232,917 93,006 1.02004 Tanzania Molluscs 2,557,247 1,002,864 10.92004 Mauritius Crustaceans 42,347 1,345 0.0

2004 Mauritius Fish fillets, fish meat, mince except liver,roe 3,348 3,594 0.0

2004 Mauritius Fish, fresh or chilled, whole 510,490 50,572 0.62004 Mauritius Fish, frozen, whole 38,682,386 21,520,715 234.8

2004 Mauritius Fish,cured,smoked,fish meal for human consumption 755,707 249,150 2.7

2004 Mauritius Live Fish 63,210 2,999 0.02004 Mauritius Molluscs 251,771 119,727 1.3

2004 South Africa Crustaceans 66,882,463 3,951,005 43.1

2004 South Africa Fish fillets, fish meat, mince except liver,roe 79,637,401 22,844,416 249.2

2004 South Africa Fish, fresh or chilled, whole 57,535,281 20,179,513 220.12004 South Africa Fish, frozen, whole 83,587,916 54,653,238 596.2

2004 South Africa Fish,cured,smoked,fish meal for human consumption 6,693,591 2,300,472 25.1

2004 South Africa Live Fish 154,520 14,185 0.22004 South Africa Molluscs 99,938,226 14,196,490 154.92004 Zambia Crustaceans 6,894 0 0.02004 Zambia Fish, fresh or chilled, whole 11,523 0 0.02004 Zambia Fish, frozen, whole 325 0 0.0

2004 Zambia Fish,cured,smoked,fish meal for human consumption 526,180 0 0.0

2004 Zambia Live Fish 449,998 0 0.02004 Zambia Molluscs 201 0 0.02004

Zimbabwe Crustaceans 3,839 1,796 0.0

2004 Zimbabwe Fish fillets, fish meat, mince except liver,roe 2,274,710 554,506 6.0

2004 Zimbabwe Fish, fresh or chilled, whole 23,161 7,366 0.12004 Zimbabwe Fish, frozen, whole 49,360 101,515 1.1

2005 Zimbabwe Fish,cured,smoked,fish meal for human consumption 135,815 46,276 0.5

2005 Tanzania Crustaceans 17,917,241 4,004,843 43.7

2005 Tanzania Fish fillets, fish meat, mince except liver,roe 119,741,466 39,399,530 429.8

2005 Tanzania Fish, fresh or chilled, whole 2,392,468 1,362,835 14.92005 Tanzania Fish, frozen, whole 249,607 786,031 8.6

2005 Tanzania Fish,cured,smoked,fish meal for human consumption 717,459 1,263,892 13.8

2005 Tanzania Live Fish 185,263 51,832 0.6

71

YEAR REPORTER COMMODITY TRADE VALUE

NET WEIGHT (KGS)

Flights (MD-11)

2005 Tanzania Molluscs 2,851,151 1,215,953 13.32005 Mauritius Crustaceans 49,859 14,766 0.2

2005 Mauritius Fish fillets, fish meat, mince except liver,roe 429,711 105,752 1.2

2005 Mauritius Fish, fresh or chilled, whole 1,372,719 329,715 3.62005 Mauritius Fish, frozen, whole 52,318,410 29,684,019 323.8

2005 Mauritius Fish,cured,smoked,fish meal for human consumption 564,267 226,942 2.5

2005 Mauritius Live Fish 104,963 13,421 0.12005 Mauritius Molluscs 637,316 295,939 3.22005 Mozambique Crustaceans 77,975,409 7,360,589 80.3

2005 Mozambique Fish fillets, fish meat, mince except liver,roe 1,065 820 0.0

2005 Mozambique Fish, fresh or chilled, whole 1,719,866 807,336 8.82005 Mozambique Fish, frozen, whole 1,504,074 2,505,515 27.3

2005 Mozambique Fish,cured,smoked,fish meal for human consumption 2,134,785 3,354,094 36.6

2005 Mozambique Live Fish 994 110 0.02005 Mozambique Molluscs 1,501,757 588,227 6.42005 South Africa Crustaceans 70,856,970 4,394,354 47.9

2005 South Africa Fish fillets, fish meat, mince except liver,roe 91,219,746 24,494,192 267.2

2005 South Africa Fish, fresh or chilled, whole 68,637,976 23,314,474 254.32005 South Africa Fish, frozen, whole 86,142,079 66,083,304 720.92005 South Africa Fish,cured,smoked,fish meal for human

consumption 6,858,564 2,102,415 22.9

2005 South Africa Live Fish 251,256 21,757 0.22005 South Africa Molluscs 80,237,512 13,411,070 146.32005 Zambia Fish, frozen, whole 361 205 0.0

2005 Zambia Fish,cured,smoked,fish meal for human consumption 3,063,168 1,005,312 11.0

Zambia Live Fish 355,423 25,869 0.3Source Comtrade.un.org

72

Appendix K: Import Pharmaceuticals &Pharmaceutical Products into SADC YEAR REPORTER COMMODITY TRADE

VALUE NET WEIGHT

(KGS)

2003 Botswana Glands etc, dried, organ extracts, for therapeutic use 59,793 66,851

2003 Botswana Special pharmaceutical goods 1,083,661 69,4752003 Botswana Medical wadding, gauze, dressings etc 3,201,919 255,0932003 Botswana Blood, antisera, vaccines, toxins and cultures 4,968,750 185,572

2003 Botswana Medicaments mixed together for therapeutic use, bulk 5,657,197 296,610

2003 Botswana Medicaments, therapeutic, prophylactic use, in dosage 90,036,332 5,411,144

TOTAL 6,284,745

2005 Mauritius Glands etc, dried, organ extracts, for therapeutic use 1,333 5

2005 Mauritius Medical wadding, gauze, dressings etc 1,034,326 168,9692005 Mauritius Special pharmaceutical goods 1,368,380 12,034

2005 Mauritius Medicaments mixed together for therapeutic use, bulk 1,435,219 13,202

2005 Mauritius Blood, antisera, vaccines, toxins and cultures 1,676,072 15,518

2005 Mauritius Medicaments, therapeutic, prophylactic use, in dosage 45,324,422 3,409,804

TOTAL 3,619,532

2005 Mozambique Glands etc, dried, organ extracts, for therapeutic use 5,606 761

2005 Mozambique Medical wadding, gauze, dressings etc 454,279 117,425

2005 Mozambique Medicaments mixed together for therapeutic use, bulk 1,171,742 4,865,226

2005 Mozambique Special pharmaceutical goods 3,100,501 457,3292005 Mozambique Blood, antisera, vaccines, toxins and cultures 5,392,157 68,679

2005 Mozambique Medicaments, therapeutic, prophylactic use, in dosage 25,603,724 43,397,400

TOTAL 48,906,820

2003 Namibia Glands etc, dried, organ extracts, for therapeutic use 254,557 3,709

2003 Namibia Special pharmaceutical goods 286,645 21,7002003 Namibia Medical wadding, gauze, dressings etc 1,167,800 305,641

2003 Namibia Medicaments mixed together for therapeutic use, bulk 2,001,614 181,265

2003 Namibia Blood, antisera, vaccines, toxins and cultures 4,062,629 384,582

2003 Namibia Medicaments, therapeutic, prophylactic use, in dosage 20,662,624 1,047,735

TOTAL 1,944,632

2005 South Africa Glands etc, dried, organ extracts, for therapeutic use 1,516,429 10,966

2005 South Africa Medical wadding, gauze, dressings etc 28,366,220 2,268,8822005 South Africa Special pharmaceutical goods 41,654,002 327,549

2005 South Africa Medicaments mixed together for therapeutic use, bulk 52,089,316 719,842

2005 South Africa Blood, antisera, vaccines, toxins and cultures 89,379,234 845,842

2005 South Africa Medicaments, therapeutic, prophylactic use, in dosage 955,235,902 16,916,632

73

YEAR REPORTER COMMODITY TRADE VALUE

NET WEIGHT (KGS)

TOTAL 21,089,713

2005 Tanzania Glands etc, dried, organ extracts, for therapeutic use 30,158 9,345

2005 Tanzania Medical wadding, gauze, dressings etc 1,184,870 556,2242005 Tanzania Special pharmaceutical goods 1,544,977 68,4742005 Tanzania Blood, antisera, vaccines, toxins and cultures 10,174,576 215,943

2005 Tanzania Medicaments mixed together for therapeutic use, bulk 14,155,506 158,414

2005 Tanzania Medicaments, therapeutic, prophylactic use, in dosage 78,233,862 5,433,537

TOTAL 6,441,9372005 Zambia Special pharmaceutical goods 269 69

2005 Zambia Medicaments mixed together for therapeutic use, bulk 289 122

2005 Zambia Medical wadding, gauze, dressings etc 1,398 152005 Zambia Blood, antisera, vaccines, toxins and cultures 6,011 5,771

2005 Zambia Medicaments, therapeutic, prophylactic use, in dosage 30,979 757

TOTAL 6734

2004 Zimbabwe Glands etc, dried, organ extracts, for therapeutic use 7,996 570

2004 Zimbabwe Medical wadding, gauze, dressings etc 284,284 54,924

2004 Zimbabwe Medicaments mixed together for therapeutic use, bulk 973,450 93,069

2004 Zimbabwe Blood, antisera, vaccines, toxins and cultures 4,882,880 59,432

2004 Zimbabwe Medicaments, therapeutic, prophylactic use, in dosage 7,024,793 524,616

2004 Zimbabwe Special pharmaceutical goods 7,052,435 220,094 TOTAL 952705 89,246,818

Source Comtrade.un.org