King Shaka Airport and Dube Trade Port, La Mercy
New Airport on Track for Take Off in 2010
3 September 2008
Source: SouthAfrica.info
The all-in-one official guide and web portal to South Africa.
Construction at the new international airport at La Mercy, to the north of Durban, is making good progress since work began a year ago, the Airports Company South Africa (Acsa) says, with the airport scheduled for completion by the first quarter of 2010.
With the terminal building construction generally on programme, the slabbing and concrete pouring of the arrivals and departure levels have been completed in June. The concrete pours of the airside corridor on the arrivals and departure levels have also been completed.
The construction of the basement surface beds of the multi storey park are well on track with the pile caps, ground beam, columns and shafts almost 80% completed. The steelwork for the control tower has been completed together with the steel staircase and foundation work on the tower.
"While the construction is underway the professional teams are currently finalising the structural design including constant consultations with the design teams, architects and service providers in terms of building finishes, signage, way finding systems and lighting," read a company statement issued last week.
The construction of the 3.7km runway and associated taxiways is progressing well with cable ducts details across the runways are in the process of being set out. The designs for the Alpha, Bravo and Charlie aprons have been completed together with 75% of the bulk earth works to the alpha taxiway.
"At this stage 7 out of the 10 taxiways have been cleared and grubbed of all topsoil," Acsa says.
There are over 100 park homes which provide office and operational space for over 2 300 contractors, subcontractors and service providers, is a hive of activity on a daily basis at the site.
2010 deadline
The design team involved with the construction of the cargo facility recently visited Dubai and Frankfurt to engage in a design workshop to ensure the facility at the La Mercy site is built to specifications and conforms to the requirements to meet the deadline of 2010.
The team is currently looking at the office layout and design which will be further consulted with Air Traffic and Navigation Services before it is finally signed off. The slab of the first floor of the fire and rescue building has been cast, with the construction of the drainage and training facility about to commence.
Acsa project manager Sean van der Valk added that teams were concurrently finalising some of the specialist areas, which include electrics, IT systems, cargo handling design, baggage handling systems and air bridge design.
"These associated services are crucial to the delivery of the airport - that is essentially why we are running most of the construction phases and specialist areas in tandem," he said.
"This will assist us to synchronise the various critical path areas with design and development of the entire project."
SAinfo reporter
Rob Thorn writing in the July 2008 Umdloti Property Newsletter reports that in June 2007, Ilembe EPC Joint Venture signed the contract for the construction of King Shaka International Airport and the date for completion of the project was set for end March 2010.
Sixteen companies are involved and the current estimated cost is R7,4 billion. The biggest challenge is the fast track nature of the undertaking, with work proceeding at the rate of 7 days a week and 20 hours a day to minimise delay.
The main elements of King Shaka airport are:
Runway, taxiways and Aprons.
Terminal building.
Multi-storey parkade.
N2 Interchange.
Control Tower and offices.
Cargo building.
Crash Fire Rescue and Other Buildings.
Trade Zone.
Support Zone.
With environmental considerations being a major aspect, designs were drawn up to accommodate the existing wetlands around the site. Auditing is conducted on a monthly basis, a two-day inspection on the environmental compliance by an independent firm, which is done through INR and the University of Pietermaritzburg. Being in the area of Mount Moreland wetlands, daily monitoring of construction activities is carried out to ensure compliance with legislation and the environmental management plan.
Apart from several local KZN companies, a number of international concerns such as Alcatel, Glidepath, ICM and Thyssen Krupp are also involved.
The Terminal Building will consist of three levels:
Ground floor: Arrivals.
First floor: Departures.
Mezzanine level: Airline offices.
The Opening day capacity will be 8 million passengers per annum. The runway will be 3,7km X 60 metres - long and wide enough to handle new Airbus A380. It will have all the complexities of a modern hospital, incorporating extensive IT systems plus all the infrastructure and sophisticated systems such as security and baggage handling, together with extensive retail facilities and accommodation for all the terminal tenants.
Dube Tradeport will incorporate the new international airport, the Trade Zone (for high-value, low weight manufacturing packaging trans-shipment) and the Support Zone (which will include a hotel and conference centre). A big part of the Dube Tradeport is the cargo development. Fresh produce will now be transported by air to various destinations instead of being trucked to Johannesburg/ and OR Tambo. Future growth of the airport to accommodate a projected 45 million passengers by 2060 has been planned.
The Dube Trade Zone will be a commercial oriented real-estate development focusing on serving the needs of industry oriented to air and road logistics. It will consist of 10 hectares, comprising 44 serviced stands @ 0,5 ha each for single story building development. In addition, the Dube Support Zone will consist of an area of approximately 6,2 ha, comprising 21 serviced stands. Typical facilities supported in this zone are: Cyber Port, government support services centre, hotel, conference facilities, trade and exhibition centres and vehicle service stations.
There will also be an international courier and parcel facility designed to handle 1000 bags/parcels per hour in and out as well as a local parcel and courier facility designed to handle 400 bags/parcels per hour in and out.
Cargo capacity to process 100,000 tons per annum, with a peak of 500 tons per day, of which 25% will be allocated to perishable cargo.
A percentage of the total cost for building the new airport has been allocated for CSI (Corporate Social Investment). The focus will be on communities that live in and around the airport site. Projects that can make a difference to the local community such as HIV/AIDS, equipment, mobile clinics etc are highlighted.
Key dates for the project are as follows:
Contract awarded: 6 June, 2007
ROD issued: 23 August, 2007
Started on site: 31 August 2007.
Control Tower topped out: 30 September 2008.
Terminal Building topped out: 30 June 2009.
Runway pavement completed: 30 October 2009.
Contractual completion: 29 April 2010.
The new airport at La Mercy could be finished sooner than expected.
Ahmed Bassa, Airports Company of South Africa's (ACSA) project executive for the King Shaka International Airport and neighbouring Dube TradePort, said the R6,8-billion airport was due to be finished by April 2010, three months before the start of the 2010 Fifa Soccer World Cup. Bassa said ACSA and the construction joint venture were presently looking at an acceleration programme "to see how much quicker we can build the airport".
Time had been lost to rain, but construction could be speeded up - and the airport finished earlier than planned - if rain did not hamper work and by working smarter.
Construction started in September and Bassa said that the last large airport took 30 months to build "and we would like to beat that record".
The new airport, which would be three times the size of the current Durban International Airport (DIA), was projected to receive 7,5-million passengers by 2010 - although he believed there would be more than that.
Between 10 000 and 12 000 workers would be employed during construction and once finished, 8 000 people would get jobs at the airport (3 000 more than at DIA).
The region provided about 17 percent of the Gross domestic product (GDP) and was the fastest-growing industrial and commercial province after Gauteng, but did not yet have an airport to match that.
He said 48 000 tons of manufactured goods a year move by road from KZN to Johannesburg and are then flown out of the country, "which was criminal".
A lot of companies have had to relocate to Gauteng as a result, and now that the King Shaka International Airport and Dube TradePort was under construction, other companies said they wanted to return to the region as they would get direct access to foreign markets.
It was hoped that there would be a "significant" export of perishables to the rest of the world from the trade port in the first five years. This was already happening in Africa and 900 tons of perishables fly out of Nairobi every night, he said.
Toyota also wanted to see direct flights between Tokyo and La Mercy.
A helipad was also being built at La Mercy as wealthy tourists did not want to travel to destinations by road, he said.
This article was originally published on page 2 of Daily News on December 06, 2007
At last, Construction to Take-off – well almost.
24th August 2007. “No substantial detrimental impact on the environment” says the EIA and construction so start on (next) Friday, although there is still a 30 day window for objections and a further two month delay if appeals are received. Meanwhile surveying work has started with some site offices and staff accommodation already in place – see picture.
The EIA says barn swallows will not be affected and noise pollution will affect less people than it would if the existing airport were expanded. It seems the wealthy NIMBY (not in my back yard) population will have to come up with some solid new objections if it is to successfully halt this project because it is hard to argue about increased noise when fewer people will be subjected to it at La Mercy and especially if those who will be are also the ones who use and rely on air traffic the most. Appeals should be faxed to 012 322 0082 or posted to Private Bag X447 Pretoria 0001. Appeal questionnaires are available from pretief@deat.gov.za or hgrove@deat.gov.za
King Shaka airport - Noise will affect thousands of households
Date Posted: August 2007, By Greg Arde and Tony Carnie
At least 1 00 families will have to pack up their homes and move because of noise from the new King Shaka Airport. Another 7 500 people will have to have their houses soundproofed - and possibly move as well. A hi-tech early warning radar system will have to be installed to reduce the risk of aircraft flying into flocks of birds. Some aircraft might also be banned from flying into Durban between 10pm and 6am, and the position of the Tongaat toll plaza on the N2 freeway is likely to be shifted.
These are some of the major challenges which emerged on Thursday night following the decision to authorise construction of the new airport.
According to a written agreement signed by eThekwini Municipal Manager Mike Sutcliffe and KwaZulu-Natal Director-General Kwazi Mbanjwa, several poor and working class communities would be affected by unacceptable noise levels from jet aircraft.
The document says that 1 330 families mainly the Waterloo low-cost housing settlement would definitely have to move because they would be subjected to noise levels above 55 decibels.
Another 7 580 families, mainly in the Waterloo, Herrwood and Mount Moreland areas, were likely to be exposed to noise levels of 45-55 decibels and would therefore need special soundproofing to reduce the levels of noise.
As a further mitigation measure, the city and the province have proposed that the oldest and noisiest "Chapter Two" aircraft could be banned entirely, restricted to daylight flights or confined to runways with the lowest noise impacts.
But if these mitigation measures were not sufficient then many of these 7 580 families might also have to be relocated.
There was no clarity on Thursday on which families would be affected, although people in the area say there are clumps of houses in Phoenix, Canelands and Mount Moreland which are too close to the new airport to remain.
But there are environmental issues as well.
Some of the conditions of authorisation could be problematic, because pilots landing and taking off from the new airport will have to avoid disrupting a large colony of migrant barn swallows which roost in a nearby wetland area.
Up to two million swallows have been counted at the roosting site, creating a potential danger to aircraft movements because of the risk of bird strikes.
However, Environmental Affairs Department Director-General Pam Yako said that the risk of bird collisions was not as high as had previously been expected.
To reduce the risk to aircraft and to protect the future of these birds, all flight schedules would have to be planned around the swallows and an early-warning radar system would also be installed to monitor their movements around the airport.
Durban bird expert David Allan said he believed it could be "quite challenging" to run an international airport and cater for unpredictable bird movements.
However, Jenny Mitchell, of the Institute of Natural Resources, who was in charge of the environmental impact assessment study, said she did not foresee any significant problems because Acsa had supported the recommendations on bird-related air traffic issues.
Richard Siedle, head of the La Mercy Airport Environmental Forum, said members needed to study the record of decision and consider their options. "It has never been our intention to oppose the airport. Our objective was to ensure that the EIA (enviromental impact assessment) process was done thoroughly because there was a huge amount of political pressure which suggested that the project was a fait accompli." The forum includes residents of the upmarket Zimbali and Mount Edgecombe gated estates.
Construction Could Start in 2 Weeks
BY RENISHA MAHABEER of North Coast Courier, June 15th 2007.
Construction of the new King Shaka International Airport could begin next month if all goes to plan. Airports Company South Africa (ACSA) is currently waiting for a positive record of decision for the environmental impact assessment report.
KwaZulu-Natal MEC for economic development and finance Zweli Mkhize confirmed that ACSA would have to wait just two more weeks for the decision. Once the decision has been received construction of the airport and the Dube Tradeport can begin.
ACSA signed the construction contract with Ilembe Consortium – the winner of the bid – on June 6 at the ACSA offices in Johannesburg. The Ilembe consortium is made up of twenty construction companies, which include Group Five, WBHO and Total Facilities Management Corporation as well as a few KwaZulu-Natal-based construction companies.
Final Comments on the Draft EIA Report
We understand that the EIA has now been submitted to the Dept. Environmental Affairs and Tourism (DEAT) with or without these final comments which were submitted after the final consultative meeting on the Draft EIA on 24th May 2007. The comments are a refined version of the arguments, objections and reservations that have been raised before.
Submitted to:
Institute of Natural Resources
P O Box 100396
SCOTTSVILLE 3209
ATTN : JENNIFER MITCHELL
Dear Madam
DRAFT EIA REPORT FOR KING SHAKA AIRPORT/DUBE TRADEPORT,
MAY 2007 : COMMENTS
Following the final consultative meetings on the EIA Report for the proposed development of King Shaka/Dube Tradeport held on Thursday, 24 May, we would like to summarize major concerns in addition to those made during the EIA process.
1. EIA REPORT
We are concerned that neither the Specialist Studies nor Draft EIA Report contain an I&AP Comments & Responses document as well as proposed interventions. We believe this needs to be addressed before the Final EIA Report is sent to DEAT for comment.
2. NOISE POLLUTION
It is evident that noise pollution will be very serious for a number of communities in the area.
There is currently no legislation in place in KZN to control levels of noise that communities will be subjected to, in consequence of which, the INSTITUTE OF NATURAL RESOURCES (INR) have adopted international guidelines issued by the World Health Organization (WHO). These guidelines make it clear that aircraft noise levels above 55dB will cause problems for communities and whilst single event noise contour charts show which communities will be affected by noise at this level, INR have also provided charts showing noise levels of 70dB which the INR report states is a level "at which aircraft noise typically disrupts conversation, TV viewing and telephone usage, when indoors with the windows open." For the many of us who enjoy outdoor living, it will clearly be even worse and affect an even broader community.
INR's report provides Noise Contour charts that show the number of jet aircraft flight events (of all aircraft types) that will create 70dB across a geographical area, seriously affecting the following areas: Ballito, Herrwood, La Mercy, Mount Edgecombe, Mt Moreland, Ottawa, Phoenix, Salt Rock, Tongaat, Umhlanga, Verulam, Waterloo and Zimbali.
Of these the report shows that :-
Mt Moreland and Herrwood will be blighted by sound levels in excess of 85 dB, with 80 flights per day projected at 70 dB.
Mount Edgecombe and Zimbali will suffer sound levels of around 75/80 dB, with 30 flights per day projected at 70 dB;
Waterloo, a community of some 6000 houses and estimated population of over 24000 residents will suffer noise levels in excess of 85 dB, with around 50/60 flights per day projected at 70dB.
With similar figures to Waterloo the potential development to house some 100,000 people in Cornubia will be jeopardized.
Whilst it is possible to relocate the residents of Mt Moreland and Herrwood, it is clearly impracticable to relocate Waterloo residents. We do not believe mitigating procedures of soundproofing can be achieved for low cost housing.
Without comments being available in the Scoping Report from eThekwini Municipality and other relevant authorities we are unable to judge how they plan to deal with this major issue as they clearly have a Duty of Care to protect these communities.
3. DIMINUTION OF PROPERTY VALUES
The specialist study on Diminution of Property Values that is likely to occur in the area shows that properties subjected to jet aircraft noise of 70 dB will have their properties devalued by an average of 13.3%. We are concerned that those areas which will be most affected have not been properly advised.
4. ROAD SYSTEM UPGRADE AND CONGESTION.
We are concerned about traffic congestion that will take place on the strategic approach roads to the airport. We all know how congested the N2 is already during rush hour traffic. The other main approach road is the R102, which is equally congested. The traffic report proposes that the N2 be widened to 8 lanes and the R102 will have to undergo a major reconstruction to cope with the increased traffic. We were informed at the Final Scoping Meeting that no work is planned on upgrading the N2 access roads BEFORE the proposed airport is built. Traffic congestion to and from the airport could well be a nightmare until proposed road upgrades are done.
5. ROAD TRANSPORTATION OF AIRCRAFT FUEL
The Traffic Report states that the N2 will be used for transporting aircraft fuel by bulk freight road tankers from SAPREF Refinery to La Mercy, a distance of some 50 Km. There are serious environmental and traffic hazards associated with this means of transportation. The additional cost of road transportation contemplated, estimated at 1 Billion Rand per annum, compared to the existing pipeline supply of aircraft to DIA, also needs investigation.
6. TOURISM
Contained on Durban's North Coast, between the Ohlanga and Tongaat estuary and river catchment areas lies 20 kilometres of warm Indian Ocean, beach and rare coastal vegetation, including the Hawaan, Peace Cottage, Herrwood and Westbrook Beach forests containing Durban's last remaining prime coastal eco-tourist destination. The area's strong and growing economy is heavily dependent of local and foreign eco-tourist business with tourists deeply appreciative of the beauty and tranquillity of one of the last remaining natural environments on this coast. It is, therefore, concerning that, at the last public meeting, INR stated that Tourism would be seriously affected by the proposed King Shaka/Dube Tradeport and industrial use in the area. As confirmed in their Specialist Report findings, the air and water in this sensitive environment will be blighted forever by pollution from both the jet aircraft noise and toxic waste, seriously affecting adjoining rivers, estuaries, ocean resorts and beached on Umdloti Beach, La Mercy, Westbrook Beach and Zimbali with serious implications for the future of eco-tourism.
7. POLLUTION OF ESTUARIES
We are concerned that INR's report confirms that there will be no mitigation to stop toxic heavy metals such as cadmium, chromium, lead and copper draining from the Airport site and entering the Tongaat and Mdloti River systems which will pollute our lagoons and beaches and affect our Blue Flag and eco-tourism potential.
8. UPGRADING OF DIA
It is clear that the DIA can be upgraded to cope with passenger flows expected for the Soccer World Cup in 2010, and beyond, without the need to upgrade the existing road access system. INR have been requested to provide cost estimates for the upgrade of DIA to 2010/15 and 2025/30, said to be the ultimate expansion possible. We need these figures to compare with the cost of building a new airport at La Mercy.
Our request to DEAT, per our letter 25 January 2007, requesting the Business Plan for the proposed new airport has gone unanswered so no meaningful comparison between upgrading DIA and building a new airport at La Mercy can be made. INR have indicated that the latest estimate for building the new airport is to the order on R6billion. This, however, does not include the cost of supporting infrastructure such as road system upgrades, mentioned in Para 4, which could add billions of rand costs to eThekwini Municipality and, therefore, its ratepayers.
9.IMPLEMENTATION OF INR RECOMMENDATIONS
We are concerned that there is no guarantee that the many recommendations made by INR in their final EIA Report will be adopted by DEAT. One of these recommendations is the decision to use WHO's guidelines concerning noise pollution. Without adequate legislation communities will be vulnerable to adverse noise pollution without any recourse should DEAT decide not to adopt the WHO guidelines.
In conclusion our Forum feel strongly that a Record of Decision should NOT be made until such time as these and other important concerns have been addressed.
Yours faithfully
RICHARD SIEDLE
SECRETARY
DRAFT ENVIRONMENTAL IMPACT REPORT:
3rd MAY 2007
The Draft Environmental Impact Report on Dube Tradeport was released yesterday and comments have to be submitted by 25th May 2007. A public meeting to discuss this will be held at the Umdloti Conference Centre on 9th May 2007 at 18h00.
Be at the meeting to have your say…. But, be prepared and informed!!!........... Go to this fantastic and informative website for all the details on the draft EIA and also visit the home page to register your interest, view the Masterplan for 2010 and 2060, download the Dube Tradeport Implementation Presentation (3.3MB) and watch Thabo’s speech in parliament on the Dube Tradeport.
LA MERCY AIRPORT ENVIRONMENTAL FORUM
PRESS RELEASE February 16, 2007
Last Thursday, Feb 15, at the behest of the La Mercy Airport Environmental Forum a meeting was held at Durban International attended by representatives of Air Traffic Navigation Services (ATNS), ACSA, Dube Tradeport, INR and the Forum Also in attendance were representatives of the Lake Victoria Conservancy, Mt. Moreland and Moreland Properties.
The purpose of the meeting was to discuss issues surrounding the flight paths for the proposed airport and their effect on the noise levels to enable a new noise study to be done for the EIA. After much discussion it was agreed that before any Airspace proposal was sent to the National Airspace Committee (NASCOM) serious consultation would take place with the Forum and the suggestions and concerns of the Forum and others would be included in that proposal. The feeling and agreement now reached is to have an inclusive process and solve our problems before they get to the licensing authorities. For the Forum this is great news and marks a departure from the previous confrontational approach.
It has also been agreed that an independent consultant will be appointed to take a fresh look at the possibility of Durban International being upgraded as a solution for the perceived expansion problem, the Forum looks forward to meeting with the consultant with a view to making a positive input.
AIRPORT GROUNDED
Niren Tolsi from Mail and Guardian 26 Jan 2007
An unresolved 1999 appeal to the KwaZulu-Natal
premier’s office by a local council opposed to the re-zoning of its land
will further stall construction starting on the proposed R2,5-billion King Shaka International Airport at La Mercy, north of Durban. This could jeopardise its
completion in time for the 2010 World Cup.
The objection was laid against a directive from the Town and Regional Planning
Commission by residents of Mount Moreland, an area situated on the edge of the
proposed airport site. They oppose the rezoning of what was largely
agricultural land.
While the commission dismissed the objection, giving the go-ahead for the
agricultural land to be rezoned for the construction of the airport, it also
directed the council to “zone the whole of the Mount Moreland area to a special zone which will admit the use of ‘airport
warehousing’”.
The council subsequently lodged an appeal with the premier’s office,
citing among other reasons “having to incur considerable costs in
employing planning consultants, architects and the like to implement the
directives” and submitting that it was not a legitimate expense to be
borne by the council.
The appeal asserts that the “burdening of the [council] with expenditure
of this nature is beyond [its] budgetary and financial constraints”.
A high-placed source within the municipality confirmed this week that, almost
eight years later, there had been no indication from Premier S’bu Ndebele’s
office regarding the resolution of the appeal.
Ndebele pledged in September last year that construction of the airport and
neighbouring Dube Tradeport would begin in March this year to ensure the
completion of the airport by October 2009. The airport will be built, owned and
operated by the Airports Company South Africa while development of the Dube
Tradeport, estimated to cost around R3-billion, is being facilitated by Dube
Tradeport, a section 21 company set up by the provincial government. The
transport and trade hub is expected to take between 32 and 34 months to
complete.
According to Gavin Benjamin, deputy head of development planning at the eThekwini Municipality, rezoning “if it is non-contentious, and there are no big
issues, usually takes from six to nine months. But if there are issues around
traffic congestion, EIAs [Environmental Impact Assessment reports] and public
issues, rezoning can take anything from nine months to a year.”
A series of other contentious issues is also likely to affect the rezoning
process as well as the actual start of construction.
Next Monday, Grinaker-LTA’s legal challenge over the tender process for
the construction contract of the airport will be heard in the Pietermaritzburg
High Court. Grinaker-LTA led the Indiza Group Consortium’s tender for the
contract and was shortlisted together with the Illembe Group Consortium headed
by Group Five and Wilson Bailey, which was eventually announced as the
preferred bidder.
“We found the tender process to be flawed up to this point and are
challenging the outcome,” said Dennis Gammie, financial director of
Aveng, Grinaker-LTA’s parent company. It has been previously reported
that Grinaker-LTA has alleged that details of its bid had been revealed to its
rival.
Rohan Persad, chief executive of Dube Tradeport, said the company was
unperturbed about the court challenge because of the “rigorous”
tender process. According to Persad, the biggest concern was the process of
compiling and collating EIA reports and their presentation to the public for
comment.
Some reports have already been open to public scrutiny, but Persad said there
were currently “14 different specialists” at work. The EIA has to
be approved by the department of environmental affairs before construction can
begin.
Of major concern for conservationists is the future of the millions of barn
swallows that roost at Mount Moreland during their yearly migration from
European winters. Studies are ongoing into the impact of noise pollution and
airplane flight patterns on their roosting.
Ted Vickers, of the Lake Victoria Conservancy, said he was “not trying to
stop the development, but wanted the swallows to be recognised, and their
roosts protected and maintained”.
Persad said a “worst-case scenario would see the construction beginning
in June this year”.
Ndebele’s spokesperson, Jeff Hassan, said that as far as the
premier’s office was concerned, construction was still scheduled to begin
in March.
LA MERCY AIRPORT ENVIRONMENTAL FORUM
representing : Mt Edgecombe Country Club, Tongaat Civic Association, Umdloti Ratepayers & Residents Association, Umdloti Coastal conservancy, Umhlanaga & La Lucia Ratepayers Association, Dolphin Coast Residents & Ratepayers Association, Zimbali Estate Management Association
PRESS RELEASE
The long awaited Noise Specialist Study and the Traffic Study were presented last Thursday, and what a disappointment they proved to be! The Noise study affects us all directly and I as the Chairman of the La Mercy Airport Environmental Forum couldn't wait to see the results of what I believed to be a comprehensive and carefully done study in which the Forum had participated, well....
The first problem that I have is that it is written in scientific language that precludes us laymen from actually understanding what its all about; we certainly don't have time to go and get the necessary degree to help us here! The second problem is that we, the specialist and his team and the INR in the shape of Jenny Mander, spent a very early morning on the 11th December measuring the actual noise of aircraft taking off at peak hour from Durban International at various points along the flight path only to find that none of that information had been used in the study! This information, if it were used, would clearly show that given the proposed flight paths, Verulam, Phoenix, Mt. Edgecome to the South and Tongaat, Ballito and most importantly Zimbali in the North will be seriously affected. The last issue that I have is that it seems the Specialist Mr Goldschagg hasn't really taken a drive around the area as it seems he didn't know that there was a crocodile farm right in the northern flight path or that the Victoria Hospital would be affected. He also didn't seem to know just how many schools would be affected.
All in all a most unsatisfactory effort that would need to be revisited and certainly would require a lot more effort before it can be taken seriously. In the Forum's response to the Draft Scoping Report, it was made clear that until the final flight paths were designated, no definitive reply could be made to this study. I'll leave you all to draw your own conclusions.
The traffic study is a competent document that basically tells us what we all expect and that is that there is going to be a lot more traffic along all of the roads that lead to the proposed Airport. If you dig a little further the scary bit comes into play and that is its going to cost One Billion Rand a year to move the fuel at night along our roads. In our response to the Draft Scoping Report we raised this issue and asked who will foot this bill? Well, I have been told that it will just be passed on to us the consumer, so in addition to having the noise and the extra traffic we'll also have to pay a Billion Rand a year for this privilege!
The Water Resource Study is the next on the list, lets hope that it will be a little more layman friendly.
Terry Bengis
CHAIRMAN
tel : 073 175 4617
e-mail : terry@bengis.co.za
Description of the results of maximum noise level aircraft measurements made near Durban International Airport on 11 December 2006.
On the request of Mr T Bengis, maximum noise level (LAmax) measurements were made of a variety of aircraft taking off from Durban International Airport.
The purpose of the measurements was to facilitate a comparison to be made at corresponding locations around the proposed King Shaka International Airport. The LAmax noise descriptor was requested since this corresponds to the maximum noise level of the different aircraft movements which were heard at these locations on the day.
Four noise measurement points around DIA were requested (Figure 1):
2nm south of the DNV beacon directly under the flight path,
2nm south of the DNV beacon and 1000m west of the flight path,
4nm south of the DNV beacon directly under the flight path,
4nm south of the DNV beacon and 1000m west of the flight path,
These noise measurement locations were then plotted onto corresponding positions around the proposed King Shaka International Airport (Figure 2).
Figure 1: Noise measurement points around DIA
Figure 2: Noise measurement locations around the proposed King Shaka International Airport
The results of the measurements are presented in Tables 1 and 2. Table 1 contains simultaneous LAmax noise measurement results at 2 nautical miles south and 2 nautical miles south and 1000m west. Table 2 contains simultaneous LAmax noise measurement results at 4 nautical miles south and 4 nautical miles south and 1000m west
Table 1 is examined first. Between the times of 06:52 and 08:09, seven aircraft departures were measured simultaneously at the 2 nautical mile and 2 nautical mile and 1000m west positions. With the exception of the aircraft at 08:09, all the aircraft were noisier at the two nautical mile location than the two nautical mile and 1000m west location.
Only two aircraft of the same type flew over during the measurement period namely a Boeing 737-800. At the 2 nautical mile measurement point there was a difference of 6dBA LAmax and at the 2 nautical mile and 1000m west measurement point, a difference of 1dBA LAmax was recorded.
The noisiest aircraft were a Boeing 737-200 and an MD80. These are older aircraft classified according to ICAO Chapter 2 noise certification.
Table 1: Simultaneous LAmax noise measurement results at 2 nautical miles south and 2 nautical miles south and 1000m west
|
TAKEOFF FROM DIA RUNWAY 24 - 11 DECEMBER 2006 |
||||
|
Time |
Aircraft Type |
LAMAX Level, 2 NM South of DNV |
|
LAMAX Level, 2 NM South of DNV and 1000m West. |
|
06:52 |
737_400 |
82 |
|
78 |
|
06:57 |
MD 80 |
91 |
|
83 |
|
06:59 |
Jetstream 41 |
75 |
|
67 |
|
07:05 |
737_800 |
85 |
|
79 |
|
07:13 |
737_200 |
90 |
|
84 |
|
07:50 |
A319 |
80 |
|
75 |
|
08:09 |
737_800 |
79 |
|
80 |
In Table 2, there is no clear difference in simultaneous noise measurements between the two noise measuring points. This can be ascribed to the fact that most of the aircraft were turning to the north east and were passing between the noise measuring points depending on where the turn commenced. Comparisons can be made between two aircraft types. The Boeing 737-800 had a difference of 2dBA at the two nautical mile measuring point and 4dBA at the four nautical mile and 1000m measuring point. The Boeing 737-400 had a difference of 2dBA at the two nautical mile measuring point and 5dBA at the four nautical mile and 1000m measuring point.
Table 2: Simultaneous noise measurement results at 4 nautical miles south and 4 nautical miles south and 1000m west
|
TAKEOFF FROM DIA RUNWAY 24 - 11 DECEMBER 2006 |
||||
|
Time |
Aircraft Type |
LAMAX Level, 4 NM South of DNV |
|
LAMAX Level, 4 NM South of DNV and 1000m West. |
|
08:45 |
737_800 |
77 |
|
76 |
|
08:55 |
737_800 |
75 |
|
80 |
|
09:00 |
MD 82 |
81 |
|
86 |
|
09:09 |
A319 |
75 |
|
77 |
|
09:12 |
737_200 |
86 |
|
80 |
|
09:14 |
737_400 |
76 |
|
81 |
|
09:16 |
737_400 |
78 |
|
76 |
In summary, a range of 67dBA LAmax to 91dBA LAmax was recorded for all aircraft types at the four measuring points. This range of values can be attributed to many factors including but not limited to: aircraft type, aircraft weight (which is partially responsible for climb performance), engine power settings, pilot technique and atmospheric conditions.
Ilembe Consortium the preferred bidder for the contract.
Jani Meyer - Sunday Tribune
AS the construction sector is gearing up to reopen after its
annual Christmas break, the proposed construction of the airport at La Mercy -
bedevilled by controversy and delay - is bound to be in the spotlight again,
with scores of issues to be resolved for the airport to be operational in time
for the 2010 Soccer World Cup.
The preferred bidder for the construction and maintenance of the King Shaka Airport was announced in mid-December last year, amid claims of leaked tender
information and threats of legal action.
On December 18 the Airports Company of South Africa (Acsa) and the Dube
Tradeport - a section 21 company set up by the KwaZulu-Natal government to
facilitate the airport's development - announced that the Ilembe Consortium,
led by Group Five, had been elected as the preferred bidder for the contract.
A few weeks earlier rival bidder, the Indiza Group (Indiza), comprising
Grinaker-LTA, the Bambata Consortium and others, was informed that, because of
alleged non-compliance with essential minimum requirements, its bid would not
go forward for a detailed evaluation.
Ilembe and Indiza were named as the preferred bidders in the Request for
Proposal by KwaZulu-Natal Premier S'bu Ndebele in September last year, after
Transport Minister Jeff Radebe stepped in to fast-track the project for 2010.
Indiza was informed before the official announcement on December 7 that it had
fallen out of the race. A series of communications, including lawyers' letters,
between the Dube TradePort and Indiza followed.
The Indiza Group claimed that details of its bid had been provided to its
competitor, and that its bid had not been properly considered. It also said
there had been a serious breach of procedure by Dube TradePort.
At the time, Dube TradePort would not comment other than Joanne Winter, from
Dube TradePort's Procurement office, saying that it was policy not to comment
on the process or on individual bid submissions. However, in corresponding
letters to Indiza it accused the consortium of "deliberately submitting a
non-compliant bid".
Appeal
When the preferred bidder was announced, the Indiza Group released a statement
that it would appeal to the minister of transport, who has jurisdiction over
airports, about Indiza's exclusion.
The Indiza Group, which includes a large team of specialists and sub-
contractors, including Siemens and NACO-SSI, said Dube TradePort's decision to
enter into negotiations with the Ilembe Consortium as preferred bidder was
without a fair comparison of the tender price and other key technical and
commercial issues of Indiza's proposal.
In its statement, Indiza said it was restricted by way of a signed
confidentiality agreement from disclosing details, but the grounds provided by
Dube TradePort for evaluating one proposal only were "not justified for a
project of this magnitude and importance, and are disputed".
The group said the preparation of the Indiza proposal was done at substantial
cost and effort by all parties involved and all that it wanted was for its
proposal to be fairly evaluated against the other proposal.
"The conduct of Dube TradePort in excluding Indiza is unlawful, contrary
to the agreed process, and against the public and national interest. It is also
contrary to Indiza's right to a fair administrative process," says
Grinaker's Neil Cloete.
Chief Executive Officer of Aveng (the holding company of Grinaker), Carl Grim,
said this week that the request had been delivered to the minister. Grim said
the consortium had confirmation from the ministry that the appeal had been
received, but with no further reply.
Apart from the airport's construction, some other issues to be resolved include
the relocation of millions of barn swallows that roost in a swamp at the end of
the proposed runway, as well as the relocation of at least 100 families living
at Mount Moreland.
The plight of the swallows has attracted international attention, with the
UK-based Royal Society for the Protection of Birds calling for the scrapping of
the proposal, and the site to be turned into a protected area.
Comments and proposals on the Environmental Impact Assessment Scoping Report
are expected to be released this month. The Department of Environmental Affairs
and Tourism has to approve the assessment before construction of the
multibillion-rand project can get off the ground.
jani.meyer@inl.co.za
Airport construction to begin in March 2007
The development of the new King Shaka airport at La Mercy is set to go ahead on a tight schedule that leaves very little room for error or objection.
This week the provincial government and the Airports Company of South Africa (Acsa) announced at a media briefing that construction at the site would begin in March next year and would be completed in time for the Soccer World Cup.
The "master schedule" assumes that the Environmental Impact Assessment (EIA) will be accepted by the Department of Environmental Affairs and Tourism and rubber stamped in time for the March 7 deadline for the start of construction.
A plan for expanding parking areas at Durban International Airport has also been cancelled.
Acsa board member, Sipho Sithole, said phases two and three of the extension of parking facilities at Durban International would not go ahead as the new King Shaka airport was expected to be up and running in 2010.
The future of the Virginia Airport is also in the balance, although the subject is not covered in the draft scoping report and operators at the airport have not yet been consulted.
Rohan Persad, CEO of Dube Tradeport, said the eThekwini Council, which owns the Virginia Airport, said it would handle the matter.
Future
Airport manager, Glen Bryce, said operators were concerned about their
future, and had not yet been consulted. Bryce said about 30 companies, 15
aviation centres and seven flight schools operated from Virginia.
Bryce said the Wings Club Forum, representing Virginia operators, had requested a meeting with Jennifer Mander from the Institute of Natural Resources (INR). The INR prepared the scoping report for the development of the airport and the Dube Trade Port.
The report was released on Monday, August 21, and interested and affected parties will have six weeks to comment on the findings.
Despite the tight schedule, NRI granted a two week extension for responses to the La Mercy Environmental Forum.
Although the report highlights the impact of, among other issues, noise levels, the developers are upbeat that there are no real concerns that could stop the development.
KwaZulu-Natal Premier S'bu Ndebele said negotiations on the details regarding the land, procurement, commercial, technical and legal issues were at an advanced stage.
"All regulatory approvals are also simultaneously under way, including the Environmental Impact Assessment . . . All iss-ues identified by the EIA process can be managed and mitigation measures will be put in place to address them," said Ndebele.
eThekwini mayor, Obed Mlaba, said it was a 40-year-old project so "why worry about the EIA".
From Sunday Tribune written by jani.meyer@inl.co.za
UMDLOTI COASTAL
CONSERVANCY
PO Box 81 Umdloti Beach 4350
Institute of Natural Resources
P.O. Box 100396, Scottsville, 3209
Tel 033-346 0796
Fax 033-346 0895
12th October 2006
Attention Jenny Mander
Emailed: mander@ukzn.ac.za
DUBE TRADEPORT EIA DRAFT SCOPING REPORT :
PUBLIC COMMENT
Thankyou for the above Draft Scoping Report to which we comment as follows. We look forward to receiving the Final Scoping Report including IAP's Comments and Response Document and Specialist Reports which will allow us to submit more informed comment.
We welcome the Scoping Report's recommendation for a full EIA and that each area of concern, identified by IAP's and others, will be assessed with results published in a series of Specialist Reports by the professional team of people named at the recent public meetings. We are concerned however that all these professional personnel have not been included in the above draft Scoping document to enable full and public scrutiny prior to any reports being published. Please would you confirm the professional teams names and circulate as soon as possible to all IAP's.
We confirm as follows the current and previous concerns relating to the above draft documentation, to be included in above IAP's Comments and Response Document, and hopefully answered fully by the Specialist Reports :
TRAFFIC
Traffic is currently a major congestion problem in the area which will be exacerbated by tankers and vehicles associated with airport and other industrial uses in the area. Again, this will deter people from investing in residential development and tourism in the area. Continued use of the current Durban Airport site would continue to contain Durban's heavy traffic to that area.
What costs will Dube Tradeport contribute to the immediate upgrading of the already congested N2 and M4 motorways?
IMPACT ON NATURAL RESOURCES
The airport and surrounding industrial use will create noise and pollute natural air and water resources impacting on surrounding human settlement from Umhlanga to Ballito. Also the incalculable impact on our river systems and natural animal and bird wildlife habitats, including the 1 to 2 million migratory swallows which will obstruct aircraft and navigation systems, is a matter for serious concern. This concern includes water run off and sand extraction impacts to all river systems in the region which could seriously affect the supply of sand to our already depleted beaches (as shown by recent high seas) and affect our residential and tourist market.
What financial contribution will Dube Tradeport make to the Government of South Africa and its people for immediate remedial mitigation measures for filtering mechanisms and wetland rehabilitation and for sound insulation measures for schools, hospitals and residential buildings affected by aircraft flightpaths?
DEPLETING NATURAL RESOURSES AND MATERIAL SUPPLY
Lack of water, electricity and cement supply in the Country is a concern. As confirmed by Durban and DWAF, water supply from the Hazelmere Dam is already stretched to supply water from Umhlanga to Ballito exacebated by the fact that the Dam also faces a severe reservoir restriction from silting.
What costs will Dube contribute to DWAF and the people of eThekwini for the immediate upgrading of the water supply and new dam to be built in the Tugela Basin?
ENDANGERED RED DATA SPECIES ATTRACTION
Preliminary specialist reports note that there are rare bird and animal species within the proposed Dube Tradeport area which carries the highest concentration of endangered species in the Durban area. This is currently a rare and unique attraction for Durban residents, visitors and eco tourism industry in the area. The Dube Tradeport and industrial impact on this natural phenomenon must be very carefully thought out.
AIRCRAFT FLIGHT PATHS
The flight paths of the jets will be over existing and proposed residential areas both to the North, South and East of the airport. This will be hugely disruptive and it is worrying that noise specialists are using mitigated noise contours based on SANS 10117 i.e. 12 hour day divided by the amount of planes estimated to fly within the same period
It is more appropriate that the people are told directly how loud each jet aircraft will be as shown on a single event flight contour which will show the full sound range and impact of each jet aircraft on the land below (impacting an area far larger than that indicated by SANS 10117) and how many times an hour these aircraft will fly over them.
No mention is made of when there is a holding pattern etc., as experienced in adverse weather conditions and peak times, etc. or that Dube will also be the local air force landing base for fighter jets.
Some of the Province's most valuable land for developing peoples homes lies directly in the flight paths.
WHAT EMPLOYMENT BENEFITS?
Apparently existing staff at the current Durban airport will be given preference for work opportunities at the new Dube Tradeport then :
How many existing staff employees can afford to move?
If most, if not all the staff move over, where do the new jobs come in?
Specialists need to report accurate and verifiable figures relating to current and future employment in the area.
AIRPORT / DUBE INDUSTRIAL POLLUTION WILL DRIVE TOURISM+ INVESTMENT AWAY
The proposed airport, Dube Tradeport and surrounding industrial area will dominate and completely 'ring bark' Durban with industrial and associated heavy transport use, including fuel transport. This will extend from the South
Industrial Basin westwards to Pinetown / New Germany and up the north coast exposing all Durban to airborne noise and industrial pollutants which physically and aesthetically render all areas, including airports, unattractive.
This will make Durban even more unattractive to its residents, tourists and associated investment. Under these circumstances no amount of local jobs will make industrial areas attractive to tourism or its residents and Durban could well become a larger South Durban Basin or Richards Bay area and just as difficult to promote as a tourist destination.
Airports like railway stations are only transition points. This means R2.5 billion rand will be spent on a ' waiting lounge'. There are no circumstances where any airport can be 'disguised' to become an attractive tourist 'product' as the draft document appears to promote.
FINANCIALLY DISASTEROUS
The removal of the airport from its current location could be financially disastrous, risking both Durban and KZN's future viability with regards to its current economic relationship with Durban South / Pinetown / Pietermaritzburg and Gauteng 'corridor'. This corridor is one of the most active in the southern hemisphere and is attracting huge government rail investment. Strategically, industrial areas (and airports) are consolidated as close as physically possible with supporting industries for survival economics i.e. where it is currently positioned. From an economic planning perspective the geographical relationship between the current harbour/airport/industrial area is regarded internationally as unique and exceptionally economically beneficial.
IS DUBE TRADEPORT DEVELOPMENT SUSTAINABLE ?
We do not believe it is sound developmental practice to have artificial time frames set in place for projects of this size. Creating a 2010 project completion time frame means insufficient time is allowed for major studies to be carried out which may undermine the KZN Province and South African Government principles of sustainable development. This may mislead this Province into an unsustainable development such as the Coega Harbour in the Eastern Province which is costing the people and present Government unnecessary millions.(ref Judge Ronnie Pillay Commission)
A proper study based on the viability of the developments function, including its accessibility and location (as opposed to purely project based) might reveal that a proposal by the past apartheid government to locate an airport outside eThekwini's 'urban edge' at La Mercy, away from the main industrial heartland area of south Durban, is not only inappropriate but may also jeopardise investment in Durban's northern burgeoning tourist /residential market.
Is the total south, west and now north 'industrialisation' of Durban appropriate , i.e. similar to South Durban Basin and Richards Bay, which also has difficulty in attracting people for local and international residential investment and promotion of Tourism ?
COEGA HARBOUR MISTAKE
Coega Harbour has had no anchor tenant for 8 years. This is considered a financial disaster and a classic example of bad planning where public money was, and still is, being poured into an industrial 'dream' by an apparent self interested group (ref 108 million rand skimmed off provincial coffers- Judge Pillay Commission). With no apparent holistic planning or assessment of how this harbour development would impact on the surrounding city ports of Port Elizabeth and East London, this development has become an unmitigated financial disaster for the area. The amount of public funds being pumped into the scheme via IDZ's, grants and tax breaks to make the area attractive to overseas buyers is scandalous. Financial and Government institutions are still unable to forecast when South Africa will ever see any financial return from this mismanaged investment.
As 'unsustainable' Coega continues to demand national government financial assistance 'to make it work' so Port Elizabeth and East London continue to suffer from lack of required investment.
Closer to home, Durban's homeless people are effectively being asked to put their homes on hold and instead 'bail out' uShaka Marine World for R35 million rand and Remant Alton Land Transport for R20 million rand.
KZN can't afford to make a similar mistake and commit South Africa and its people to a 2.5 billion rand 'misplaced' airport based on political expediency and more incredibly no business plan which may cost closer to 4 billion at completion. Recently it appears even ACSA couldn't justify the economics of Dube without government financial intervention.
PUBLIC SCRUTINY
In order to withstand public scrutiny, the scoping documentation should ensure that the EIA will contain professional independent specialist reports that include in detail what plans and funds are being made available and from where for the development of Dube Tradeport, including what detailed infrastructure costs will be charged to eThekwini / Provincial / National Government and the people of South Africa.
It should be noted that large scale projects / transactions such as Coega and South Africa's 'arms deal', have nearly doubled and quadrupled earlier estimates. As a result both are subject to forensic audits and under severe public scrutiny with the main question being what actual benefit has there been to jobs and South Africa's economy?
Also to consider is that benefits to the people of South Africa supposedly derived from the 'large project' driving component of ASGISA is under severe scrutiny and 'so called' benefits seriously questioned (ref Harvard / Stellenbosch University Report commissioned by the South African Government)
With large logistical 'scale economics' difficulties, EIA specialists may only be able to report 'mitigated costs' which may help kick start the development but which could eventually force the Government / KZN / ACSA to stop the project due to financial difficulties.
It is entirely possible that the rough estimate of 2.5 billion rand for Dube Tradeport could be closer to 4 or 5 billion nearer completion, especially when eThekwini's additional infrastructure costs to facilitate a brand new industrial area and airport in a 'green field' site are considered.
Due to the complication and difficulties of such a large project, including its forced timeframe of 2010 and La Mercy's questionable (without infrastructure) location, it is conceivable that the idea of a new airport and industrial area set in this highly sort after residential area is totally wrong.
Durban and South Africa cannot afford this mistake.
RETAIN DURBAN INTERNATIONAL AIRPORT
The current airport will accommodate the emergency landing of the new A380 which together with the new parking garage will be ready for 2010. If and when tourist figures or trade require, DIA will expand to a full international airport. If the location is regarded as being more valuable for another use (needs very careful evaluation) then a site on the major Durban / Pietermaritzburg / Gauteng corridor would be considered essential. Clear unassailable financial motivation is required for any relocation to be entertained - this is currently not even remotely forthcoming in the above documentation.
For the economic reasons mentioned above Durban International Airport should remain where it is and be extended to facilitate tourists and whatever export 'fruit and veg' and other market there may be by 2010.
ALTERNATIVE SAFARI GAME PARK USE OF DUBE TRADEPORT SITE.
To take advantage of the existing quiet 'green lung' characteristic of the area and enhance Durbans international tourist image and trade to the many existing and newly planned hotels, guest houses, lodges, bed and breakfast establishments and restaurants, the uShaka site could become the centre of a massive 25 thousand hectare game safari park reserve. This site would be at least 10 times bigger than the current Tradeport site and a major perimeter link up of all the open green areas between the perimeter towns and villages of Verulam, Hazelmere Dam, Ndwedwe, Tongaat, Zimbali, Westbrook Beach, La Mercy, Umdloti, Peace Cottage, Hawaan Forest, Mount Edgecome and Waterloo.
With minimum infrastructure cost these towns and villages would immediately become viable economic 'pearls' on the perimeter of the safari game park allowing the historically local disadvantaged people, become automatic custodians of a new uShaka tourist game park 'mecca'.
The perimeter distance of this game park would interweave and interact with all the above existing historic village town infrastructure and be a 100 kilometre long 'pearl necklace', equating to a quarter of KZN's total coastline. This would stimulate existing and new areas of growth facilitating a wide range of agriculture, I.T., cottage industries for tourist markets etc. This would open up areas and opportunities for consolidating construction within the above existing infrastructure and historic areas for guest homes, houses, hotels, lodges and restaurants with appropriately small scaled new 'african' architecture uniquely derived from the intrinsic value of the area. This would breathe life back into the old 102 road network and historic Verulam / Tongaat temple route and its buildings and revitalise the area for residents, visitors and tourism alike.
The potential for employment through rehabilitation of the area to various tourist attractions and functions would be stunning. By leaving the central area open for game and tourist 'wilderness' trails (high in international demand and value) Durban would at long last be creating 'a natural tourist product', which together with it's beaches would attract and retain a huge local and international tourist market here in Durban, especially during Conference Centre conventions etc. Currently guests leave Durban by bus, plane and car to all other parts of the country and continent where the 'african wild animal and indigenous experience' is being successfully grown and sold.
The rest of the world is also fast developing it's own artificial 'african' experience - witness Australia, UK, Canada, America game reserves, even Western and Eastern Province are forging ahead while KZN simply allows a potential valuable natural asset, so desperately wanted by the international tourism market, to slip away.
Moreland Estates and farmers in the area would benefit from major releases of land for a game reserve similar to that being achieved in the new Madikwe corridor north of Pilansberg. Already their tourist figures are challenging those of the Kruger National Parks and is breathing new life into Sun City.
What about Sibaya? - will tourists be attracted to a Casino and hotel site hemmed in on all sides by commercial and residential office type development and the N2 and M4 motorways packed with heavy industrial and fuel bearing articulated vehicles servicing a new airport and industrial 'tin shed' industry buildings.
Or should the 'King Shaka' area be indigenously rehabilitated for a totally unique 'african' program for game development, as mentioned above, to perhaps include game auctioning - the Hlululwe/Umfolosi game auction is internationally recognised for one week a year - and develop the protection of rare animal species, increase wild animals and birds in the area (most rare red data species are already there) and relocate the Umgeni Bird Park to produce an overall 'tourist product' to challenge any metropolitan safari game park in the world to become an internationally recognised icon alongside Ushaka Marine World to retain Durban as a premier international tourist destination. This would also provide much needed education for the future generations in the process.
A new airport 50 kilometers from the current Durban International Airport won't make any difference to Durban, KZN or South Africa economy except make air travel and transport costs more expensive and take away the opportunity for many people be housed - sacrificed on the altar of a 2.5 billion / 5 Billion rand departure lounge!
Yours faithfully
Wade Holland
Chairman
cc La Mercy Environmental Forum