Chapter 11 - Sedibeng District Municipality

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(c) Vanderbijlpark Airport VanderbijlparkAirport is located near Bophelong, Vanderbijlpark. Access to the airport is gained from the N1 freew ay via the R57 and R553. Facilities at the airfield: • A main surfaced (asphalt) runway of 1500 metres long by 16 metres w ide; • There is a s mall terminal building located on the airfield; • There are some hangars at the airfield; • The airfield is used for private flying and some business flying. • The airfield is not licensed w ith the CAA; • The ow ner/manager of the airfield could not be confirmed; and • The airfield does not fall under air traffic control. VanderbijlparkAirport, Vanderbijlpark 10.1.4 Major Airports in Gauteng (a) OR TamboInternationalAirport, KemptonPark The Airports Company of South Africa’s (ACSA) ORTIA has a highly organised planning strategy and a team of dedicated personnel to keep the plan updated. Draft proposals for the foreseeable future and development to an ultimate capacity of 55 million annual passengers is ongoing. The critical aspects are summarised below . The passenger projections are currently running about tw o years ahead of previous predictions. The projected 2006 volume w as reached in 2004 and the current annual throughput is about 16 million passengers per year. ORTIA estimates the current capacity of the Western Precinct to be reached in about 2012 w hen the passenger throughput could reach 24 million per year. The team also estimates that the Cargo Area w ill reach saturation by the year 2010. This means that development of the SDM DITP, 2008 to 2013 150 31 Aug 2010
midfield area and its attendant access arrangements w ill have to start relatively soon. This has considerable impact on the road planning in the area. In addition, it is estimated that the capacity of the present runw ay system w ill be exceeded once the annual passenger throughput reaches 30 million. This w ill require additional runw ays to be added w ith their attendant environmental problems. Suffice it to say that ACSA’s ORTIA team is addressing all of these issues in consultation with the affected National, Provincial and Local Authorities. Nonetheless, it is noted that there w ill be considerable problems to be overcome in terms of environmental impact, land acquisition and, above all, land access. The proposed double parallel runw ay configuration and southern midfield terminal arrangements can be achieved as far as the airfield itself is concerned. How ever, access w ill be complex and w ill require considerable expansion of the road system as w ell as extension of the Gautrain rail line to serve the southern midfield terminal area. It has been pointed out by the ORTIA team that the airport itself adds approximately 10 percent to the traffic volumes of the existing road system. Nevertheless, provision of access to the airport complicates the road system considerably by requiring additional ramps w ith sub-standard weaving lengths. In addition, to provide for road capacity and flexibility of routing to the airport, additional roads w ill need to be provided as a matter of urgency. These roads include the PWV17, PWV15, PWV14, PWV13, K86 and K88. In addition, other measures such as the Gautrain and extensions to it may be considered to alleviate the pressure on the road system. It is noted that ORTIA is now located in an expanding urban area such that traffic volumes generated by other urban developments are grow ing rapidly. These could become a limiting factor in ORTIA being able to reach its full projected capacity. This could have the knock-on effect of requiring another site for a second major international airport to be found at an early date. It is clear that the traffic aspects of access to ORTIA as w ell as changes to land use in the area need an in-depth study to determine if the projected traffic can indeed be accommodated even w ith the additional roads and other measures mentioned above and discussed later. The EMM IDP suggested that a study should be launched at an early stage to identify alternative sites and to reserve the land for another future major international airport for Gauteng. The immediate implications of the phenomenal grow th being experienced at ORTIA and assuming that the present trend continues are that there are and w ill be further knock-on effects for other airfields in terms of taking up the overflow traffic. This knock-on effect extends down through the various airfields. The first of these knockon effects will probably be the relocation of all non-scheduled and low -cost airline traffic other airports (Lanseria on the West Rand) w hich is the airport in the next level of hierarchy. Lanseria is follow ed in the hierarchy by Wonderboom in Tshw ane, Grand Central in Midrand and lastly RandAirport in Germiston. The effects on each of these airfields are discussed below . (b) RandAirport, Germiston RandAirport is a privately ow ned airport situated in Germiston in the north-east quadrant of the junction of the N3 and N17 highw ays. Ambitious expansion plans exist. The airport’s ow ners are planning to sell off surplus ground as subdivided erven for the development of airport related activities such as w arehousing and cold storage facilities to accommodate perishable cargoes. In addition to the airport’s ow n land, SDM DITP, 2008 to 2013 151 31 Aug 2010
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SedibengDistrictMun icipality DISTR
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Proposed Interventions / Programmes
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Transport Element Proposed Interven
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4.3.1 Existing Gauteng Rail Netw or
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11 FREIGHT TRANSPORT 155 11.1 Backg
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FIGURES Figure 1.1 Figure 1.2 Figur
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DRAWINGS / MAPS (Included on CD acc
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1 INTRODUCTION 1.1 Interrelationshi
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• The Operating Licences Strategy
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Figure 1.3: Gauteng and SDM Jurisdi
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1.3 Institutional Overview FIGURE 1
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1.4 Intergovernmental Relations The
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2 LEGISLATIVE FRAMEWORK FOR TRANSPO
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(e) Road Traffic Act, 1989 (Act 20
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(j) Development Facilitation Act, 1
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• provide for the necessary land
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• Undertaking functions relating
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infrastructure, thereby reducing ov
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FIGURE 3.1 provides the organogram
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• Integrated Transport Systems;
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Table 3.1: Transport Objectives for
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Table 4.1: Employment Status Region
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Purpose of Trip Other Bicycle Walk
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The graph below shows the average p
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Table 4.4: Dwelling Units Name City
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4.2.3 Employment Status of Economic
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4.2.4 Employment (by Place of Work)
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Table 4.8: Informal Workers by Muni
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Table 4.9: Unemployed by Municipal
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Figure 4.3: Schematic Illustration
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Table 4.11: Rail Operational Perfor
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Figure 4.5: Percentage of Passenger
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4.3.4 Assetsand Performance The Spo
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4.3.5 Revenue Sources TABLE 4.15 li
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Table 4.21: Number of Buses and Pas
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Table 4.24: Currnet Taxi Passenger
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5 STAKEHOLDER PARTICIPATION AND TRA
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Focus Areas Issue Raised Rail Opera
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6 SPATIAL PLANNING / LAND USE 6.1 S
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6.1.2 Midvaal The MidvaalLocalMunic
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• Lethabong x01 (Quaggasfontein)
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0 - 5 year commercial and industria
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SDM DITP, 2008 to 2013 71 31 Aug 20
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SDM DITP, 2008 to 2013 73 31 Aug 20
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SDM DITP, 2008 to 2013 75 31 Aug 20
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6.3.2 Creation of a Government and
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• emphasis on the development of
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Figure 6.10 SDM DITP, 2008 to 2013
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The key issues identified through t
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In the southern parts of the study
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SDM DITP, 2008 to 2013 93 31 Aug 20
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7 DEV ELOPMENT CORRIDORS This chapt
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Corridor and surroundings. This w o
Page 113 and 114: 7.1.3 Rail Network The Midvaal area
Page 115 and 116: • The secondary road network arou
Page 117 and 118: • The R558, an east-w est link be
Page 119 and 120: 7.2.5 Framework Principles The foll
Page 121 and 122: Figure 7.3 SDM DITP, 2008 to 2013 1
Page 123 and 124: • The north-south running PWV19 w
Page 125 and 126: concerned, the Housing Master Plan
Page 127 and 128: 7.3.6 Corridor and Nodal Developmen
Page 129 and 130: 8 PUBLIC TRANSPORT PLAN This chapte
Page 131 and 132: • majority of operations are in E
Page 133 and 134: Table 8.1: Categorisation of Existi
Page 135 and 136: Figure 8.2: Proposed Gauteng Rail C
Page 137 and 138: • Monitoring and Evaluation: It w
Page 139 and 140: The future role of metered taxis an
Page 141 and 142: The creation of barrier-free enviro
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Page 145 and 146: • Business Model, i.e. empow erme
Page 147 and 148: • Road lighting: There are still
Page 149 and 150: SDM w ill fund safety campaigns and
Page 151 and 152: • keeping of records of all activ
Page 153 and 154: • Statistics. (d) Outputs SDM w i
Page 155 and 156: SDM w ill assist its Local Municipa
Page 157 and 158: None Type Routine Reseal Light Reha
Page 159 and 160: 10 AIRPORTS 10.1 Background 10.1.1
Page 161 and 162: Figure 10.1: Airports Location and
Page 163: (b) Heidelberg Airfield Heidelberg
Page 167 and 168: (e) WonderboomAirport, Tshw ane Won
Page 169 and 170: 11 FREIGHT TRANSPORT 11.1 Backgroun
Page 171 and 172: Source:Gauteng Overload Control Str
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Page 175 and 176: Management and Operations:The Overl
Page 177 and 178: also developed standard specificati
Page 179 and 180: Table 11.3: Five-Point Intervention
Page 181 and 182: Activity Areas: There are three pro
Page 183 and 184: • Undertake an assessment of frei
Page 185 and 186: • Pedestrian Safety: There is a l
Page 187 and 188: 13 WATERWAYS PLAN 13.1 Background R
Page 189 and 190: • On inland w aters a vessel may
Page 191 and 192: Description Upgrading of sew er and
Page 193 and 194: R&S-32 R&S-34 R&S-36 R&S-475 R&S-47
Page 195 and 196: ROADS & STORMWATER FLAGSHIP PROJECT
Page 197 and 198: Unfunded Projects for 2009/10 Code
Page 213 and 214: 14.2.2 Midvaal The table below cont
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14.2.3 Lesedi The table below conta
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15 TRANSPORT MONITORING AND KEY PER
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Key Policy Area Promotion of access
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Key Strategy Area Freight transport
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15.2 Problem Statement It is approp
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Distinction w ill be made betw een:
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• to promote co-operative governa
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• Engineering Services Contributi
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17 IMPLEMENTATION OF ITP 17.1 Resou
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Transport Element 4 Transport Infra
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Transport Element Proposed Interven
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Chapter 11 - Sedibeng District Municipality

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