PROPOSED EXPANSION OF
THE PIETERMARITZBURG
AIRPORT
Environmental Impact Assessment
Public Meeting
Thursday 2 February, 2017
Bisley Park Primary School
WELCOME & INTRODUCTIONS
Project
Proponent
Environmental Assessment
Practitioner
Consulting Teams� Airport Master Plan
� Techno-hub Planning
� Precinct Plan
� DBSA feasibility Study - Market road extension &
- Increased GA facilities
Local ResidentsRegulatory AuthoritiesBusiness & Industry
MEETING PURPOSE
� Update I&APs on the process.
� Present the outcomes and conclusions of the
Environmental Impact Assessment.
� Provide IA&Ps with an opportunity to question the
outcomes of the project. This understanding will inform
final comments.
AGENDA
1. Welcome and Introductions
• Introductions
• Purpose of Meeting
• Agenda
2. Overview of the Scoping and Environmental Impact Assessment (SEIA) process
• Summary of Process to date.
• Process to conclusion.
3. Project Description
� Needs & desirability
� Project description
� Alternatives
4. EIA Outcomes
� Summary of investigations
� Outcomes of assessment
• Impact Statement
5. Way Forward
THE EIA PROCESS� A process by which the environmental consequences of a proposed
project is evaluated – i.t.o. sustainability.
� Legal process
o 2014 EIA regulations promulgated in terms of National Environmental Management Act, No 107 of 1998.
� Regulatory processes
o Co-ordinate investigations and decision making
o WULA, AEL, WML
Pu
blic P
articip
atio
n P
roce
ssSCOPING PHASE
Purpose: Identify issues & alternatives for assessment in EIA Phase
Activities: Intensive consultation process
- Commenced with public notices, site notices, 1st public meeting and formal notification
of adjacent landowners and key I&APs in Nov/Dec 2015.
- 7 Focus group meetings in Jan/March 2016.
- Research and information collation/project definition/definition of alternatives
Outcome: i. Draft ESR circulated for comment
ii. Final ESR submitted to EDTEA on 18 August 2016
iii. ESR accepted and approval to proceed to EIA granted on 18 October 2016
EIA PHASEPurpose: Assess the sustainability of the project .
Activities: - Specialist studies undertaken.
- Integrated Assessment
Outcome: i. Draft Environmental Impact Report (EIR) and EMPR Circulated for comment 16
January 2016.
ii. Public Meeting – 2 February.
iii. Final EIR - submitted 22 February 2016
APPEAL
DECISION - Advertised
July 2016July 2016
107 Days
Review
107 Days
Review
December
2015
December
2015
October2016October2016
January
to
July 2016
January
to
July 2016
PROJECT CONTEXT – NEED AND DESIRABILITY
• The airport is a strategic facility in the city for business and
the community at large
• It makes a significant contribution to the city’s economy
• However, the revenue generated has not been sufficient to
cover the costs of the operations of the airport
• The municipality has been subsidizing the operations of the
airport for over 40 years
PROJECT CONTEXT – NEED AND DESIRABILITY
• The municipality implemented infrastructure improvements to
the runway, apron and terminal building
• This has resulted in a significant increase in passengers and
flights
– Revenue has increased
• However, aviation revenue is insufficient to sustain the
operation of airports
• Hence the need to promote non-aviation development – the
Master Plan arises out of this
PROJECT CONTEXT – NEED AND DESIRABILITY
• The Master Plan follows on the Aerotropolis/airport city
concept
• Development of vacant land in and around the airport is
proposed
– Light Industrial
– Technology Hub
– Commercial
– General aviation – hangars
– New access via Market Road
– New taxiway and apron
• This will hopefully improve the sustainability of the airport,
and reduce the financial dependence on the municipality
LEGAL AND POLICY FRAMEWORK
LEGISLATION REGULATIONS POLICIES
National Water Act, No 36 of 1998 (NWA) The National Environmental
Management Act, EIA
Regulations
Climate Change Policy for Msunduzi
Municipality
National Environmental Management: Waste
Act, No. 59 of 2008
The Civil Aviation Regulations Msunduzi Municipality
Environmental Management
Framework
Environmental Conservation Act (ECA), Act
No. 73 of 1989
Noise Regulations White Paper on National Civil
Aviation Policy, 2015
National Environmental Management:
Biodiversity Act No. 10 of 2004 (NEMBA)
International Civil Aviation
Organization (ICAO) codes
National Heritage Resources Act, No 25 of
1999 (NHRA)
ICAO Annex 16
Spatial Planning and Land Use Management
Act (SPLUMA), No. 16 of 2013
ICAO: Aerodrome standards Need for Rezoning
Municipal Systems Act, No 32 of 2000 (MSA)
Civil Aviation Act 13 of 2009
Constitution of South Africa, Act 108 of 1996
PROJECT DESCRIPTION – Relevant Investigations/Processes
MASTER PLAN
PRECINCT PLAN
Supports the upgrade of theAirport Precinct through a set ofdevelopment projects, urbandesigns and developmentguidelines.
DBSA FEASIBILITY INVESTIGATION
Investigate the feasibility and refine layouts, design and costing for:� Market Road extension
� New General Aviation infrastructure
EXISTING INFRASTRUCTURE
PROPOSED INFRASTRUCTURE & LAYOUT� Airside Infrastructure: Extension of the
taxiway to service an extension of the
aircraft apron.
� General Aviation: Reconfiguration of
existing hangars, and expanded facilities for
aircraft maintenance & repair.
� Terminal Building: Site allocated for future
expansion of the terminal building.
� Landside Infrastructure: Improved access
via a link to Washington and/or Market
Roads and associated link through the
Industrial Zone to Gladys Manzi Road. Site
for new parking area and drop off zone; an
industrial zone, and mixed commercial
zones.
� Technology Hub: Located between the runway and western boundary of the airport (Oribi Road)
that provides for the following zones: special sports, mixed use/commercial, mixed use
residential/hotel, aviation hub, education/techno-hub, and light industrial.
� Open Space/Conservation: Assigned to sensitive riparian systems and open space.
AIRPORT PASSENGER CAPACITY AND
PROJECTIONS
• Current capacity available (2017) - 212 056 passengers/annum
• In 2016, 123 063 passengers were recorded for scheduled
• Therefore - currently excess passenger capacity of 88 993
• 37 944 capacity required to reach 250 000 passenger/annum estimate
This amounts to approximately an additional 20% or one-fifth of the current
capacity, needed to meet the Phase 1 demand
• Currently 58 flights operating to and from PMB Airport per week (on average)
• An additional 20% capacity would translate to an additional 11 or 12 flights/week
This amounts to an additional 1 or 2 scheduled flights required to be added
per day to reach the 250 000 demand estimation
• Airlink has recently announced the introduction of a scheduled flight between Cape
Town International Airport and Pietermaritzburg Airport
• The flight additions include a daily flight to and from Cape Town International
Airport on weekdays, and a single flight on Saturday and Sundays
AIRPORT PASSENGER CAPACITY AND
PROJECTIONS
• Airlink plan to replace old technology (Avro RJ 85 ) with the Embraer EJet E170LR and
E190AR type aircraft
• Planned take place within a 2 year time frame
• Significant in terms of passenger capacity as these aircraft have capacity of
approximately 75 and 110 respectively, which in combination is significantly greater
than the ERJ 135-LR and Avro RJ 85 aircraft’s capacity of 37 and 83 respectively.
Therefore - existing scheduled flights will have a greater capacity to meet the demand
when the existing aircraft are replaced, thus potentially decreasing the need for
additional scheduled flights
• Airlink anticipated introducing the Embraer EJet E190AR type aircraft within the next
12 months in effort to phase out the Avro RJ 85 aircraft
• It is anticipated that the ERJ 135-LR aircraft will continue to be used for off-peak
scheduled flights, while the new aircraft will replace the Avro RJ 85 on the peak flights.
AIRPORT PASSENGER CAPACITY AND
PROJECTIONS
TECHNO-HUB
ALTERNATIVES
� Alternative site - No alternative site is proposed based on that
the proposed site:-
o Is owned by the Municipality,
o Is an operational and licensed airport and has been for over 75 years.
o Is zoned for Airport and associated activities,
o The costs of establishing a new airport,
o The interest from potential investors and funders in the opportunities associated with the expansion.
� Alternative Type of Activity
o Site is designed, zoned for and has a license to operate as an Airport.
ALTERNATIVES CONT`D
� Alternative design/technology
o Developers will investigate alternative technology and design to achieve a more sustainable outcome.
� Alternative No-go Option
o Considers the situation where none of the proposed development elements takes place.
� Alternative sequencing of Developments
o Timing and rollout of the various elements in the proposed plan is dependent on demand and more importantly the availability of finance
� Alternative flight path
o No alternative flight paths due to the topographical constraints.
IMPACT ASSESSMENT METHODOLOGY
IMPACT MAGNITUDE
Extent • On-site, local, regional, or national
Duration • Temporary, short-term, long-term, or permanent
Intensity Biophysical Receiving Environment: sensitivity of the resource/receptor Negligible: Non-measureable impact
• Low, medium or high
Socio-Economic Receiving Environment: ability of the communities/people affected to adapt their livelihoods
to the changes brought about by the project
• Negligible, low, medium or high
NATURE OR TYPE DEFINITION
Positive • A positive change or improvement on the baseline.
Negative • A negative or adverse change from the baseline, or the introduction of an undesirable new aspect.
Direct impact • Resulting from the direct interaction between the project’s activities and the receiving environment.
Indirect impact • Resulting from other activities that are expected to occur as an effect of the project.
Cumulative impact • Impacts which act jointly with others to affect the same components (receptors and/or resources) of the
project. This includes impacts from simultaneous and/or planned future impending third party activities).
Determine and evaluate the significance of potential impacts on identified resources
and receptors
IMPACT LIKELIHOOD
Unlikely The impact is unlikely to occur.
Likely The impact is likely to occur under most conditions.
Definite The impact will occur.
IMPACT ASSESSMENT METHODOLOGY
IMPACT SIGNIFICANCE
Magnitude Likelihood
Unlikely Likely Definite
Negligible Negligible Negligible Minor
Low Negligible Minor Minor
Medium Minor Moderate Moderate
High Moderate Major Major
Negative Ratings Positive Ratings
Negligible Negligible
Minor Minor
Moderate Moderate
Major Major
The assessments have also taken into consideration:
• Mitigation and Management measures: A pre and post mitigation
assessment is provided for each impact
• Alternatives: each impact has been assessed for the proposed
development scenario and for the No-Go option
OVERVIEW OF THE RECEIVING ENVIRONMENT
Ecological environment
� Terrestrial Biodiversity
o Vegetation
o Fauna
� Aquatic systems
o Drainage system
� Wetlands
� Socio-economic
o Regional environment
o Local environment
ECOLOGICAL ENVIRONMENT - Strategic Value
ENVIRONMENTAL CONSTRAINTS
TERRESTRIAL SYSTEMS
Vegetation Type(KwaZulu-Natal Hinterland Thornveld)
• Relatively good condition and good plant diversity
identified at the sample sites
• Fenced-in areas are in better condition compared
with the grassland areas outside of the perimeter
fence
A combined species list • Above 120 species onsite
Red List plant species • 5 Species listed as declining or vulnerable
Invasive Alien Plant Species • Range of common alien invasive species
• All require an IAPS Management programme
Medicinal plants • Three were identified
Fauna
• 17 potential faunal species of conservation concern
(millipedes, earthworms and frog species to several
bird species). Very few considered to be present.
AQUATIC SYSTEMS
Duzi River
Airport SiteN3
WETLANDS
W1
W2
W3
IMPACT ON THE NATURAL ENVIRONMENT Impact: Transformation and disturbance of natural habitat
Component Status Magnitude Likelihood Significance Confidence
- Loss of wetland and stream
habitat-ve Medium Likely Moderate Medium
with mitigation +ve Medium Likely Moderate High
- Loss of grassland and associated
red data plant and faunal species-ve Medium Definite Moderate Medium
with mitigation +ve Medium Definite Moderate High
- Increased infestation of alien
invasive plant species+ve Medium Likely Moderate Medium
with mitigation -ve Low Definite Minor High
Wetland and stream habitat impact mitigation
• Wetland and stream rehabilitation and management plan - rehabilitation of entire remaining wetland systems Amend final design of
infrastructure to limit wetland and buffer area lost
• Adherence to and management of buffers (impact buffer width of 43m for Wetland 1, 25m for Wetland 2, 26m for Wetland 3)
Loss of grassland and associated species impact mitigation
• Realignment of final designs to limit area of impact to grassland habitat (particularly prime and core habitat areas)
• Develop and implement a grassland management plan
• Search and rescue of red data species prior to construction
Alien invasive plant species mitigation
• Management
IMPACT ON THE NATURAL ENVIRONMENT Impact: Risk of erosion from uncontrolled storm-water
Component Status Magnitude Likelihood Significance Confidence
- Altered volume and intensity of
storm-water flow off increased
hardened surfaces
-ve Medium Likely Moderate Medium
With mitigation -ve Low Likely Minor High
Enhancement
• Realignment of the proposed infrastructure to accommodate the recommended buffer zones
• Development of a storm water management plan which applies sustainable urban storm water design principles, and integrates soft
options for discharging water
• Identification of sources of sewage and other discharge and application of relevant measures to address these impacts
Impact: Risk of Pollution
Component Status Magnitude Likelihood Significance Confidence
- Water quality impacts from
construction activities and risk of
spills of harmful substances such
as fuels caused by accidents.
+ve Medium Likely Minor High
With mitigation +ve Low Likely Negligible Medium
REGIONAL SOCIO-ECONOMIC ENVIRONMENT• Population And
demographics
• Economy
• Employment and labour
• Expenditure
• Infrastructure
• High number of economically vulnerable households
• Places of residence some distance from work opportunities
• High levels of unemployment
• Limited space available for industrial expansion
• The impacts of the on-going global financial crisis
• Formal employment rates too low to accommodate growing labour force (30% rate in 2015)
• Some service delivery lags due to population growth
LOCAL SOCIO-ECONOMIC ENVIRONMENT
• Economy
• Traffic
operations,
access and
safety
• Baseline
aircraft noise
• Property
values
• Heritage
resources
LOCAL SOCIO-ECONOMIC ENVIRONMENTTraffic operations, access and safety
• Congestion on several roads in
the precinct area
• Configurations of several
intersections are currently
inadequate and contributing
to queues/congestion in peak
hours
• Poor airport access is an issue
• Lack of adequate pedestrian
and safety infrastructure
coupled with high levels of
pedestrian use – particularly in
the vicinity of Oribi Village
LOCAL SOCIO-ECONOMIC ENVIRONMENTExtended Flight Path
• Baseline
aircraft noise
• Property
values
LOCAL SOCIO-ECONOMIC ENVIRONMENTHeritage Resources
PMB AeroClub
(over 60 years old)
IMPACT ON THE SOCIO-ECONOMIC ENVIRONMENT
Impact: Significance of investment in and stimulation of the economy
Component Status Magnitude Likelihood Significance Confidence
- Road network extension +ve Medium Likely Moderate Medium
with enhancement +ve Medium Likely Moderate High
- Airport landside and airside
infrastructure: Aeronautical
Activity
+ve Medium Likely Moderate High
with enhancement +ve Medium Likely Moderate High
- Airport landside and airside
infrastructure: GA Zone+ve High Definite Major High
with enhancement +ve High Definite Major High
- Airport landside and airside
infrastructure: New Business
Zones
+ve Low Likely Minor Medium
with enhancement +ve Low Likely Minor High
- Techno Hub +ve Medium Likely Moderate Low
with enhancement +ve Medium Likely Moderate Medium
Enhancement
• Refer to next slide
IMPACT ON THE SOCIO-ECONOMIC ENVIRONMENT
Impact: Direct and indirect effects on employment and income (construction
phase)Component Status Magnitude Likelihood Significance Confidence
- Road network extension +ve Medium Likely Moderate Medium
with enhancement +ve Medium Likely Moderate High
- Airport landside and airside
infrastructure +ve Medium Likely Moderate Medium
with enhancement +ve Medium Likely Moderate High
- Techno Hub +ve Medium Likely Moderate Medium
with enhancement +ve Medium Likely Moderate High
Enhancement
• Finalise and refine planning (move from high level planning)
• Investment opportunities (market and create awareness, finalise a land disposal policy, approve an incentive package
• Remove some of the uncertainty surrounding the capital funding and actively seek alternative sources of funding
• Accelerate planning approval and funding for the Market Road Extension
• Promote aeronautical and aviation related activity (raise revenue and reduce, or eventually eliminate, the Municipal subsidization
Impact: Sustainability of the airport
Component Status Magnitude Likelihood Significance Confidence
- All proposed developments +ve Medium Likely Moderate Medium
with mitigation/enhancement -ve Medium Definite Major High
Mitigation/enhancement
• Approval of a proposal to establish a separate Management Entity to take ownership and control of the Airport Precinct
IMPACT ON THE SOCIO-ECONOMIC ENVIRONMENT Impact: Traffic operations, access and safety
Component Status Magnitude Likelihood Significance Confidence
- Access +ve High Definite Major High
with mitigation +ve High Definite Major High
- Traffic Operations (flow) -ve Medium Definite Moderate High
with mitigation +ve High Definite Major High
- Safety -ve Medium Likely Moderate Likely
with mitigation +ve Medium Likely Moderate High
Impact: Impact on archaeological and heritage resources
Component Status Magnitude Likelihood Significance Confidence
- All proposed developments -ve Negligible Unlikely Negligible High
with mitigation -ve Negligible Unlikely Negligible High
Mitigation
• Protocol for the identification, protection and recovery of heritage resources during construction and operation
• Application of declaration of the Pietermaritzburg Aeroclub
Mitigation
• Proposed road network expansion (i.e. Market Road extension)
• Proposed improvements and upgrades to roads and intersection
Impact: Aircraft induced noise (baseline)
IMPACT ON THE SOCIO-ECONOMIC ENVIRONMENT Impact: Aircraft induced noise
Component Status Magnitude Likelihood Significance Confidence
- Zone 1
- (Hilton and Worlds View)-ve Low Likely Minor Medium
with mitigation -ve Low Likely Minor Low
- Zone 2
- (Clarendon and Wembley)-ve Medium Likely Moderate Medium
with mitigation -ve Low Likely Minor Low
- Zone 3
- (Pelham and Scottsville
Extension)
-ve Low Likely Minor Medium
with mitigation -ve Low Likely Minor Low
- Zone 4
- (Bisley)-ve High Likely Major Medium
with mitigation -ve Medium Likely Moderate Low
- Zone 5
- (Mkondeni and Oribi)-ve Medium Likely Moderate Medium
with mitigation -ve Low Likely Minor LowMitigation
• All possible and practical options appropriate for the Airport as guided by the ICAO ‘Balanced Approach to Aircraft Noise Management’
IMPACT ON THE SOCIO-ECONOMIC ENVIRONMENT Impact: Impact on property values
Component Status Magnitude Likelihood Significance Confidence
- Zone 1
- (Athlone and Worlds View)-ve Low Likely Negligible Medium
with mitigation -ve Low Likely Negligible Medium
- Zone 2
- (Clarendon and Wembley)-ve High Likely Moderate High
with mitigation -ve High Likely Moderate High
- Zone 3
- (Pelham and Scottsville Ext.)-ve Low Likely Minor High
with mitigation -ve Low Likely Minor High
- Zone 4
- (Bisley)-ve Low Likely Minor High
with mitigation -ve Low Likely Minor High
- Zone 5
- (Oribi)-ve Low Likely Minor High
with mitigation -ve Low Likely Minor High
Mitigation
• All possible and practical options appropriate for the Airport as guided by the ICAO ‘Balanced Approach to Aircraft Noise Management’
IMPACT ON THE SOCIO-ECONOMIC ENVIRONMENTLow Significance Impacts
Air quality • Construction activities = dust generation – need to be managed and monitored
• Disturbed/exposed areas are rehabilitated after use to prevent future dust generation
• Unlikely negative implications during operational phase (do not differ from the current context)
Bird strikes • Potential cost implications (flight delays and aircraft repairs_
• Currently have a negative economic impact
• There are informal bird management measures in place- formal management plan needed
Potential to adopt more effective management options to further mitigate future impacts
Health and
safety
• As with any development, safety and health risks (temporary or permanent influx of persons
(contractors, labour, etc.))
• Efforts should be made by local authorities and developers to prevent such impacts
Infrastructure
and services
• The proposed development anticipated to occur in phases (+-10 year period) – therefore unlikely
to be an intense influx of people and activities
• Precinct Plan includes an Infrastructure Framework - guidance based on future demands
Local
employment
• Construction and operational phases - where feasible, employment, skills development and
business opportunities are offered to the local community
• Municipal guideline - 70% of contractors and labour during the construction phase must be
sourced from the developments’ local area
Open spaces • Considered in planning going forward, particularly considering the loss of open space
• Conservation zones relating to sensitive areas and habitats have been identified for protection
• Buffer zones between residential and airport related land uses have been provided
• A significant portion of the land with the wetlands has been set aside as strategic reservation
• Open space buffer of 30m has been assigned (protect sensitive riparian systems and open land)
• Airport Precinct Plan detailed a Public Space and Landscape Framework
IMPACT ON THE SOCIO-ECONOMIC ENVIRONMENTLow Significance Impacts
Pollution • Generation of pollution (solid, natural, effluent, noise and air) is a typical implication of any new
development - potential negative impact during the construction and operational phases
• Guidelines used to manage, monitor and mitigate pollution
Traffic noise • Proposed development includes improvement and expansion to the local road network- improve
traffic flows and result in less congestion
• Additional traffic volumes likely to occur on main roads and intersections in the precinct area,
which already experience high volumes
• Noise impact is likely to remain isolated to main routes, with little to no impact on quieter
residential areas, as is the current situation
Vibration • During the construction phase - little high vibration activities anticipated (e.g. pilling or blasting)
• Movement of heavy construction vehicles isolated to main roads - will not generate additional
noticeable vibration on the receiving environment.
• Construction of facilities will occur in phases - isolated and limited in their intensity.
• Ground-Bourne vibration impacts during the operational phase deemed insignificant - movement
of aircraft and support equipment on smooth surfaces (not vibration caused)
• Numerous studies show that vibrations caused as a result of aircraft take-off and landing (low-
frequency noise energy) does not affect the structural integrity of buildings (even in cases where
audible and visual (i.e. vibration of windows) evidence)
• Noise induced vibration typically on occurs about 85dB(A) – no areas in the local area are exposed
to such levels
Visual impact • Due to the type, style and/or the location of the elements of the proposed development, visual
impacts are deemed of little concern
• Airport Precinct Plan – none of the proposed facilities will be designed above 3 stories (the mixed
used/commercial sites cannot exceed 3 stories, all other facilities are 2 or less stories)
• If rezoning is done for the airport, a visual impact assessment may be required
MANAGEMENT OF THE POTENTIAL IMPACTS
PURPOSE of the EMPR
To support the sustainable development of the proposed expansion of the airport by prescribing
management and mitigation measures to limit the negative impacts of the associated construction and
operations on the receiving environment and optimist aspects of the project
ECOLOGICAL IMPACTS SOCIAL IMPACTS ECONOMIC IMPACTS
Wetland management Noise Management Local and Regional Economy
Stormwater management Air Quality Management Sustainability of the Airport
Erosion and sediments control Heritage Resources
Management
Bird strike Management
Invasive Alien Plant Species
Management
Traffic Management
Resource Conservation Visual Impact
Waste Management Pressure on infrastructure and
services
Handling and Storage of
Hazardous substances
Open spaces
Pollution Control Local employment of labour and
contractors
Emergency Preparedness and
Response
Health and Safety
STRUCTURE OF THE EMPR - EXAMPLE• Ecological Impacts - Wetland Management
Impacts• Loss of wetland/stream habitat (and buffer) - from transformation to hardened surfaces/infrastructure.
• Loss of bio-diversity and ecological value of airport land.
Objectives• Protection of the ecological assets of Blackborough Catchment & associated wetlands.
• Sustainable protection, restoration, management and promotion of ecosystems.
Indicators• Incorporated into the final design
• Changes in wetland habitat and
water quality
Management Practices
Pre-planning and Design• Amendment of the final design of infrastructure to limit the loss of wetland and grassland
habitat
• The implementation of the recommended final buffer zones.
Responsible Parties• Resident Engineer
• Principal contractor
Construction and Operation• Rescue and relocate indigenous species, medicinal plants, floral and protected species to a
suitable habitat off site.
• Adhere to the demarcated development footprint and areas required for construction
activities.
Responsible Parties• Internal ECO, Botanist and
Ecologist
• Principal contractor and
subcontractors
Rehabilitation and monitoringCorrective action:
• Implement a wetland rehabilitation and management plan, activities include clearing aliens,
replanting of veg, clearing rubble, erosion control, etc.
Monitoring and Reporting:
• Buffer zone management.
• Add environmental issues in monthly meeting agendas.
Responsible Parties• Independent ECO
• Internal ECO
• Contractors
EMPR – ROLES & RESPONSIBILITIES
COMMENTS AND RESPONSES ON THE DRAFT EIRComment Response
1. Details of the new PMB-Cape Town
flight
- Refer to section 2.4 Airport Passenger Capacity of the
Draft EIR for flight schedule
2. Stormwater impact classified as
‘moderate’, and ‘minor’ with mitigation –
do not agree
- Requires a Stormwater Management Plan
Need for really good SuDS (sustainable
drainage system) which are upgraded during
each phase of the development
- Refer to section 6.1.2: Stormwater Management of
the Draft EMPr
- The impact rating stands on the assumption that an
effective SMP is implemented
- Have added further detail to Management Plan based
on comment (including the need for an ecologist on
the SWP planning team)
3. Issues of hail and strong winds need to
be addressed
- Consider building design
- Need an Emergency Contingency Plan which
includes these climate related threats
- Refer to section 6.1.9: Emergency Preparedness and
Responses of the Draft EMPr
- Have added to this section based on the comment and
include climate related threats
4. Will the expansion allow for landings
and take offs during misty periods?
- Refer to section 4.1: Development Context of the ESR
- Improvements to navigation aids and other landing
facilities were done in 2013
- Flight diversions decreased from 65 in 2006 to 6 in
2015 as a result
- The proposed expansion includes further upgrades
(refer to section 2.6.5: Navigation Aids of the Draft EIR)
COMMENTS AND RESPONSES ON THE DRAFT EIRComment Response
5. Minor impact on property
value in Scottsville Extension –
do not agree
- Assessments conclude that the increase/change is not of large
enough magnitude to push impact significance higher than what
it is now for the Scottsville Extension area i.e. it will remain minor
- Current levels are typically below the threshold in the SANS
guideline
- Only 2-3 more flights/day - limits the impact to approximately 2-3
minutes of a similar but likely less amount of nuisance noise
(mitigated by the use of new technology ‘quieter planes’)
- Property valuation assessment only consider the aircraft noise
impacts –the proposed development is likely to positively stimulate
of the local economy - potential to increase property values
6. Aesthetic and noise impact
of proposed link road (Market
Ext. – Washington)
- Exiting railway line runs below
ground level – will this remain
the case for the road?
- Fill in railway area?
- Trees planted impacts?
- Refer to section 5.9.3 Alternative Layout – subsection “Alternative
Access Routes” of the Draft EIR
- Prefer option – road built over existing railway line (simliar level) -
beneficial from an aesthetics, ecological, space and cost perspective
- 2nd option – road alongside railway (lower or similar level)
- Therefore anticipated that the visual impact of the new road is likely
to be low (based on high level planning information)
- Landscaping and/or walls would mitigate impacts- these will be
considered in finalising detailed planning (will given more attention
in the final EMPR)
IMPACT STATEMENT
The concluding recommendation from the EAP is that the project should be
implemented in the preferred layout
Biophysical Environment
Aquatic Environment
� None of the impacts are considered significant pre or post mitigation.
� The project mitigation provides for the improvement in the wetland and aquatic corridor – this is a significant benefit.
Vegetation
� While a considerable area of good quality grassland will be lost – the threat status of related species is not high.
� This impact is mitigated by the retention of core grassland habitat and search and rescue of NB plant species.
Socio-Economic
� The economic benefits at a local scale in terms (in terms of employment during
construction) and regional economy from the construction of the various elements is
also positive, at a significant level in certain instances.
� Importantly, the phase 1 developments will result in the airport becoming financially
sustainable, thereby alleviating the need for ratepayers to subsidize it.
� There are existing traffic congestion and safety issues. While the expansion will
exacerbate these, the recommended interventions will address the current issues -
resulting in a net positive outcome.
� Noise significantly impacts a few sensitive receptors in close proximity to the end of
the runway on the northerly departure direction. This is an existing issues. The
proposed mitigation provides for this to be addressed.
� Property values - it is only in the Clarendon/Wembley area where the impact is
considered moderate. Importantly, while the proposed mitigation does not reduce
the conclusion for this area, it does not worsen either.
Alternatives
NO-GO
The No-go alternative is not a sustainable option in terms of the socio-economic
context, because it does not generate the significant benefits for the local and regional
economy that the proposed expansion does. A continuation of the status quo will also
not address the financial sustainability of the Airport.
Furthermore, apart from a reduced impact on the grassland (and associated
biodiversity) which is regionally significant in terms of conservation value, the No-
Go alterative does not mitigate any significant issues to any level of consequence.
In fact, in several cases, the No-Go option results in the perpetuation of existing
negative issues – such as the traffic congestion and safety issues.
INFRASTRUCTURE
The preferred road alignment (Option 1) for the proposed market Road extension is
should be implemented because it is approximately R30 million cheaper than the
alternative (Option 2) which runs in parallel with the service rail line. This also reduces
the land required for infrastructural development.
Summary Statement
The positive economic impacts far outweigh any of the less
significant impacts on the receiving social, economic or biophysical
components of the environment.
In addition, the assessment has highlighted several existing issues
and provided improved understanding of these and measures for
addressing them.