PROPOSED EXPANSION OF THE PIETERMARITZBURG AIRPORT Environmental - - PowerPoint PPT Presentation

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 Residents Regulatory Authorities Business & 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

• utcomes 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 ImpactAssessment (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
• 2014 EIA regulations promulgated in terms of National Environmental

Management Act, No 107 of 1998.

• Regulatory processes
• Co-ordinate investigations and decision making
• WULA, AEL, WML

Public Participation Process SCOPING 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
• f 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 PHASE

Purpose: 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 2016 July 2016

107 Days Review 107 Days Review December 2015 December 2015

October2016 October2016

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
• peration 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 – T echnology 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 the Airport Precinct through a set of development projects, urban designs and development guidelines.

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:-

• Is owned by the Municipality,
• Is an operational and licensed airport and has been for over 75 years.
• Is zoned for Airport and associated activities,
• The costs of establishing a new airport,
• The interest from potential investors and funders in the opportunities

associated with the expansion.

• Alternative Type of Activity
• Site is designed, zoned for and has a license to operate as an Airport.

ALTERNATIVES CONT`D

• Alternative design/technology
• Developers will investigate alternative technology and design to achieve

a more sustainable outcome.

• Alternative No-go Option
• Considers the situation where none of the proposed development

elements takes place.

• Alternative sequencing of Developments
• 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
• 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.

Directimpact

• 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
• Vegetation
• Fauna
• Aquatic systems
• Drainage system
• Wetlands
• Socio-economic
• Regional environment
• Local environment

ECOLOGICAL ENVIRONMENT - Strategic Value

ENVIRONMENTAL CONSTRAINTS

TERRESTRIAL SYSTEMS

Vegetation Type

(KwaZulu-Natal Hinterland Thornveld)

• Relatively good conditionand 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 Site N3

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
• ptions 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
• perations,

access and safety

• Baseline

aircraft noise

• Property

values

• Heritage

resources

LOCAL SOCIO-ECONOMIC ENVIRONMENT

Traffic 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 ENVIRONMENT

Extended Flight Path

• Baseline

aircraft noise

• Property

values

LOCAL SOCIO-ECONOMIC ENVIRONMENT

Heritage 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 withenhancement +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 Low

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 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 ENVIRONMENT

Low 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 ENVIRONMENT

Low 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
• f 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

• perations 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/streamhabitat (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 monitoring

Corrective 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 EIR

Comment 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
• n 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 EIR

Comment 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

• f the local economy - potential to increase property values
• 6. Aesthetic and noise impact
• f 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/Wembleyarea 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 implementedbecause 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.