Chapter 11 - Sedibeng District Municipality

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there are a further 50 hectares of developable land adjacent to the airport w hich is zoned for warehousing type uses. In the light of this and its proximity to City Deep freight terminal, the airport sees itself as becoming a regional freight and passenger hub. Traffic expansion is expected w ith the land development, and the major success of these plans w ill depend largely on being able to get a SADC Regional Operating licence w ith a reintroduction of customs and immigration facilities. One problem that the airport management complains about is the restricted road access. This is relative and despite its proximity to the regional freew ay netw ork, access from the netw ork is indirect. There is direct access from the north via the N3 to the airport but the return link is not available and has to be made by w ay of the N17 or central Germiston. Also, to take advantage of its proximity to City Deep, it w ould need improved road access across the N3. There is good freew ay connection from close to RandAirport to ORTIA and this w ould be improved further w ith the construction of the PWV13 and PWV14. Major highw ays are located to the south and west. (c) LanseriaInternationalAirport, West Rand Lanseria International Airport is a privately ow ned airport and is developing at a very fast rate and has attracted low -cost scheduled traffic aw ay from ORTIA because of the high costs of operating from there and the lack of guaranteed parking, take-off and landing slots. With a main runw ay nearly 3000 metres in length, it can accommodate mid-size jet aircraft. Traffic is growing at the airfield at a high rate. With this, pressure on the small operators to also move elsew here w ill become an issue.Lanseria has the advantage of being the only airfield besides ORTIA to have customs and immigration facilities. Lanseria has poor road access via the R512, despite its proximity to the N14/R28 Pretoria/Krugersdorp Freew ay. How ever, the R512 link to the N14/R28 is currently being upgraded by Gautrans. The airport itself is not near any large industrial areas, except Kya Sands in Randburg. (d) GrandCentralAirport, Midrand GrandCentralAirport revealed that the airport has no expansion plans. It recently lost its customs and immigration facilities and consequently lost a great deal of traffic, including all of its cross border regional traffic, and related revenue as a result – all of the lost traffic migrated to Lanseria. Grand Central has tw o major disadvantages for airport operations as follow s: • Firstly, the runw ay is 1850 metres long by 30 metres w ide cannot be extended. This is not a problem for local general aviation activities but could become so for international operations. • Secondly, road access at peak hours is constrained because of congestion on the primary and secondary highw ays in its vicinity. The Gautrain rail link is how ever constructing the Midrand Station adjacent to the property, and large-scale property development of the area by the private sector has been tabled w ith the City of Johannesburg. This w ill include major upgrades to the local road netw ork, and improved access to the N1 freew ay. With this in mind, it seems unlikely that GrandCentralAirport w ill become a competitor for overflow traffic from ORTIA and Lanseria. Regular complaints are received from neighbouring residential areas about noise but these are usually proven to be w ithin the limits of agreed operational procedures and noise standards. SDM DITP, 2008 to 2013 152 31 Aug 2010
(e) WonderboomAirport, Tshw ane Wonderboom is ow ned by City of Tshw ane Metropolitan <strong>Municipality</strong> and has ambitious plans to become a major player in terms of regional traffic and has well advanced development plans to be able to accommodate larger aircraft and increased traffic. It is planning to extend its main runw ay for this purpose. It sees itself as providing regional freight and charter passenger as well as possible regional scheduled passenger services and is w ell positioned in relation to Rosslyn and northern Tshw ane to do so.Currently, it does not have customs and immigration facilities and, to a large extent, these ambitions can only be achieved if these services are restored and it can get a SA DC Regional Operators Licence. This is a licence category which does not exist at present but is being discussed at Government planning levels. 10.2 Problem Statement There are no major airports located in <strong>Sedibeng</strong> (Lesedi, Emfuleni and Midvaal). Commercial, freight and passenger air demand is primarily accommodated in Ekurhuleni (OR Tambo International Airport, RandAirport), the City of Johannesburg (LanseriaAirport, GrandCentralAirport) and to a lesser extent in the City of Tshw ane (Waterkloof and Zw artkop air force bases, WonderboomMunicipalAirport).There is currently no strategy to establish or promote commercial air travel to and from the district municipality.As these second and third tier airports grow and in due course accommodate more flights by larger aircraft, the present clients comprising flying clubs and smaller general aviation, charter and private operators w ill be forced to find new bases. These w ill be the future tenants at the next low er tier of airports and airfields in the greater Gauteng. 10.3 Strategy (a) General Aviation General aviation plays a very important role in the overall hierarchy of airfield operations. Airfields providing for this need to be protected, further developed and new airports established as required. General aviation comprises of charter operations for passengers and freight as w ell as flying schools and private flyers of all descriptions. All of these operations are conducted on an informal basis compared to scheduled operations, but must adhere to nationalsafety procedures and communication protocols (CAA). Because of this informal operation, the practitioners prefer to operate out of small fields conveniently located and at an affordable cost. Flying clubs play a primary role in the training of pilots w ho eventually become available for commercial flights. The established airport/airfield hierarchy w ill remain. This comprises ORTIA as the main international and regional hub w ith a future international airport at the same top level. The top level is supported by Lanseria at the level of secondary international and regional hub. The third level of airfield w ould include Rand and Wonderboo m providing local and regional charter and freight services with customs and immigration facilities and accommodating s mall and medium jet aircraft. Lastly, fourth tier SDM DITP, 2008 to 2013 153 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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SDM DITP, 2008 to 2013 79 31 Aug 20
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SDM DITP, 2008 to 2013 81 31 Aug 20
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SDM DITP, 2008 to 2013 83 31 Aug 20
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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
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7.1.3 Rail Network The Midvaal area
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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
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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
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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
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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 and 164: (b) Heidelberg Airfield Heidelberg
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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
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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
Page 215 and 216: 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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