M.Comm. (Transport Economics) / In order to address the issue of who is responsible for airport development, maintenance, management and funding, a national airports policy is required. It is the opinion of the scheduled and charter airlines in South Africa that there is a lack of a formal comprehensive national airports policy and describes this problem as a major reason why there are problem areas at non-state airports with regard to management and funding. There is common concern in the airline industry in South Africa that passenger safety at airports is compromised and poses a disadvantage to both passengers and airline operators. The current policy with regard to airports in South Africa can therefore be regarded as being inadequately defined with definite shortcomings. In order to determine a policy research was undertaken to determine the current position and status of airport management, control and funding in South Africa and internationally. Shortcomings were identified and recommendations were made to address these shortcomings. The methodology followed for this study included a literature analysis of the role which aviation and airports play in the transportation system and what impact they have on economic development of a region, tourism, mobility and accessability to a region and a questionnaire survey of non-state airport operators to determine the status quo situation with regard to policy issues was undertaken. Personal interviews have also been conducted with airport operators, airline management, various local and regional authority officials. Interaction took place with the Airlines Association of South Africa (AASA) by means of a special committee. As part of the study an international overview has also been included. It became evident from the study that there are two main areas of concern where problems exist which need to be addressed namely safety and management which includes funding of non-state airports. With regard to passenger safety at non-state airports, the question which was raised in this study was whether the existing minimum legislative requirements with regard to equipment and facilities are adequate. This question was raised in view of the fact that the last amendment of the Aerodrome Regulations was in 1982 and since then there has been a substantial increase in passenger volumes as well as the introduction of much larger aircraft. To address this problem, it is recommended that the Ministerof Transport appoint a task group to evaluate the existing regulations and to make amendments where necessary. It is also recommended that once the regulations have been evaluated and amended, more emphasis is placed on enforcement of these regulations. With regard to the management and funding of non-state airports the study has shown that the authorities included in this study find it difficult to cope with the financial strain of being solely responsible for the management and funding of non-state airports in South Africa. In order to address this problem and to reach a mutually acceptable and favourable situation, three options were considered. These options were that of maintaining the status quo situation, increased involvement by the Regional Services Councils (RSC's) or Joint Services Boards (JBS's) and involvement by the recently established airports company. This study has proven that maintaining the status quo is unacceptable and that by increasing the responsibilities of RSC's and JSB's with regard to management and funding do not provide the ultimate solution to the current situation and that an alternative solution is required. It is recommended that, as is the case in other countries, the airports company become involved in the upgrading and improvement of certain major regional airports. It could in some cases result in new airports being developed. This solution does not necessarily mean that all non-state airports must fall under control of the airports company, and that all responsibility be withdrawn from the RSC's. The RSC's would maintain their regional responsibility as stated in the Regional Services Council Act of 1985 and the funding and management of only selected airports would fall under the joint responsibility of RSC's and the airports company. The selection of airports would be based on the airport's contribution to economic development and accessibility to a region, the extent of aircraft and passenger movements at the airport, and the airport's contribution to the tourism industry. This policy therefore proposes a joint venture between certain RSC's and JSB's and the airports company to finance, upgrade, maintain or even build new regional non-state airports that will benefit regions and therefore also South Africa. Co-operation between organisations similar to the airports company and nostate airports also exists in other countries. South African legislation which established the airports company appears not to preclude the proposed solution. A National Airports Policy for South Africa would therefore contain the following categories of Airports:- Major South African gateway airports (State-owned airports), managed by the airports company. Primary airports for feeder air services, managed and financed jointly by the airports company and the responsible RSC's/JSS's, or by the airports company only. Secondary airports for feeder air services, where the status quo is maintained (eg. control by regional services councils, local authorities, consortiums, mining companies, private companies, etc.). Local airports, where the status quo is maintained

Thesis (MBA)--Stellenbosch University, 2000. / This mini-project compares the Airports Company South Africa (ACSA) with three European airports i.e. Helsinki, Frankfurt and Vienna. It describes each airport in terms of its background and describes transformation efforts that have taken place to date. A literature study explores various transformation models and examines the modem role of the Human Resource Department. The final conclusion shows that Airports Company South Africa (ACSA) is not only a major league player in Africa in terms of airport management, but also a true global player in this field. This study project will, therefore, be of interest to particularly developing nations who wish to have an airport system that no longer has to be funded by state money, but rather results in a facility that generates world class service and contributes in terms of dividends and/or capital to state offers.

This Research Report is submitted in fulfilment of the requirements for the degree of Master of Science in Property Development and Management to the Faculty of Engineering and Built Environment, University of Witwatersrand, Johannesburg, 2016 / The two main traditional revenue streams for airports are aeronautical and non-aeronautical revenues. In recent times, factors such as the slowing economic growth, terrorism threats, aircraft fuel hikes and fierce airline competition have contributed in reduced aeronautical revenues. The decline in aeronautical revenues has seen a shift of focus where most international airports now pursue business strategies to increase their non-aeronautical revenues. Airports in developed countries such as Schiphol, Brisbane, Adelaide, Canberra, Perth are recorded in literature to have shifted their focus to exploit the vast undeveloped land within the airport precincts through enabling the undeveloped land to be taken up for commercial property developments. This has allowed these airports to increase their non-aeronautical revenues in light of the declining aeronautical revenues. In South Africa, Airports Company South Africa (ACSA) announced its intention in year 2010 to unlock undeveloped airport land for commercial property developments within the nine airports that it operates. At O.R. Tambo International Airport (one of airports owned by ACSA), ACSA publicly announced the availability of pieces of land within the airport which can be taken up for commercial developments by private investors. One of the pieces of land is located in close proximity to existing airport adjoining residential houses in a suburb called Bonaero Park. Authors in existing literature have discussed availability of both positive and negative proximity effects of commercial properties on adjoining residential houses. This study researched the proximity effects of one of the proposed commercial property development at O.R. Tambo International Airport (ORTIA) on the houses in Bonaero Park through analyzing houses sales data of the suburb in the period of 2006 to 2014. A pre-announcement period was defined in the study from 2006 to 2010 and a post-announcement period defined from 2011 to 2014. House sales data from both the pre-announcement and post announcement period was analysed using quantitative methodologies. Qualitative data was gathered through conducting audio recorded interviews with Estate Agents who conducted house sales in Bonaero Park. Findings of the study reveal that the at both the pre-announcement and post-announcement periods, the South African residential property market was going through a tumultuous period which revealed that the announcement by ACSA to unlock the piece of land located in close proximity to the residential houses in Bonaero Park did not produce positive or negative proximity effects. / MT2017

M.A. (Geography) / The development of a new airport usually brings with it the problem of aircraft noise pollution for land users located within about 15km of the airport boundaries. Excessive aircraft noise levels can cause health problems for residents and workers, and be responsible for a decrease in residential property values in the noise impacted areas. This dissertation reviews the problems associated with aircraft noise, examines the predicted noise impact of aircraft operations at the proposed airport at La Mercy in KwaZulu-Natal in South Africa, and concludes with recommendations for future land use around the airport. A number of relatively small urban settlements (Tongaat, Verulam, Waterloo, La Mercy, Umdloti Beach) are located around the La Mercy airport site. Almost all of the land not used for urban sett~ements is used for cultivation of sugar cane - very little land remains undeveloped. The agricultural land will probably eventually be converted to urban use, given the close proximity to Tongaat, Verulam and Durban. As such, comprehensive land use planning may still be done in order to avoid development of land for uses which will not be compatible with the anticipated aircraft noise levels. The Federal Aviation Administration's (FAA of the United States) computerised Integrated Noise Model (INM), designed to model aircraft noise impact was used to derive contours representing aircraft noise exposure around the airport. Taking factors such as airport elevation, mean temperature, runway usage, aircraft type, and flight routes into account, a set of contours unique to the airport at La Mercy were produced. By overlaying the noise contours on land use maps, land uses which would be incompatible with aircraft noise, should the airport be constructed were identified. Recommendations were then iii made on future developments in those non noise compatible areas. Much of Tongaat would be exposed to a moderate noise impact, whilst small portions receive a substantial impact. The whole settlement of Waterloo, and the southern portion of Verulam would be exposed to a severe noise impact. The central and northern portions of Verulam would receive substantial and moderate impacts respectively. Mount Edgecombe and Duffs Road would be exposed to a substantial impact, whilst the northern suburbs of Durban including Westville would encounter a moderate impact. An examination was then made of the general principles for land development - physical requirements of commercial, industrial and residential land use, and locational requirements of these land users in relation to one another. Thereafter, undeveloped land (undeveloped from an urban point of view ie. land used for sugar cane cultivation) was identified, and broad recommendations made for developing that land for urban use, taking general land use development principles into account

Thesis is submitted in partial fulfilment for the degree of Master of Science (Development Planning) to the Faculty of Engineering and the Built Environment, School of Architecture and Planning at the University of the Witwatersrand, Johannesburg, 2017 / O.R Tambo International Airport (ORTIA) holds strong prominence as Africa’s biggest airport. Additionally, the anticipated growth of aviation within Africa will further enhance its relevance. Airports in their own right are becoming city cores of which its surrounding environments (aerotropolis) attract special industries which result to a transformation of the urban fabric. Ekurhuleni has followed global trends by asserting its decision to transform ORTIA into an Aerotropolis. The legitimacy of the aerotropolis model however is being questioned for the effects on the natural environment, displacement effects and its heavy dependence on government incentives required that tend to have a bias focus on foreign investment. Ekurhuleni is confronted by unique contextual factors of inequality and spatial racial-segregation that are the result of the historical South African apartheid system. Additionally, Ekurhuleni comes from a unique premise that it is a relatively newly established city that has been formed by amalgamating nine previous towns. Irrespective of this incomparable situation of being a non-traditional metropolis, Ekurhuleni not having a traditional metropolis, notably relying on the adjacent City of Johannesburg for its identity, it has sought punch above its weight and thrive to become an airport city. This research explores the spatial impacts of O.R Tambo International Airport on Ekurhuleni Area through qualitative research methods and a review of key theories that are born from neo-liberal policies and airport orientated developments. It explores current developments with O.R Tambo International Airport and Ekurhuleni focusing on physical, economic and social spaces that are owed to the existence of the airport. O.R Tambo International Airport has had significant spatial impact on Ekurhuleni area. The spatial impacts undeniably led to positives through the conception of competitive, economically thriving and innovative environments which align to global, competitive cities. As part of the Gauteng City Region (GCR), Ekurhuleni is placing strong leverage on the existence of the airport to shape the city spatially. There is a strong focus on increasing scale and density within the immediate surrounds of the airport through development infill and replacement of single dwellings with apartments and hotels. The corridors and spines developed place focus on links to the airport as the key central point in which its development stems. The environment reveals industrial clusters which gain economically through the agglomeration effects. It is also stimulating focus on the presence of social facilities such as tourism, retail and hotels which would serve the airport. The traditionally manufacturing based economy of Ekurhuleni is integrating with knowledge economy industries which are aligned to global cities. The city is focusing on compaction with new development being mixed- use spaces connected by a multi modal transport network. These Integrated Transport Networks are concretised by recent investments into the Gautrain and the Bus Rapid Transitsystem (BRT). The previous far reaching edge cities that were the black traditional townships are being connected to the metro core through increasing available modes of public transport. There still remains the threat that airports become contributory factor to the creation of exclusionary spaces faced with environmental threats. It is noted that in an unequal society such as South Africa, areas surrounding airports may exacerbate the challenges of crime and further displacement of residents. The spatial formation process within Ekurhuleni involved multi-disciplinary actors from various industries and decision making cuts across the various spheres of government. Non-robust community engagements coupled by their lack of knowledge on the aerotropolis initiative has reflected that there needs to be a focus on the empowerment of citizens. Branding has been recognized as critical for city competitiveness. The resultant effects of Ekurhuleni being formed from a combination of towns has left it with meek and ambiguous identity. The formulation of robust branding policies and building on the strength of ORTIA brand has the potential to give Ekurhuleni’s vague character significant leverage. Overall, ORTIA’s spatial contribution has both a positive and negative spatial impacts on Ekurhuleni. ORTIA gives competitive advantage to the Gauteng City Region (GCR) and it acts as an urban development stimuli to Ekurhuleni as the GCR gateway airport. Planning can however be instrumental in remedial actions on addressing the negative corollaries caused by airports to their surrounds. Hence it is recommended that a communicative and collaborative planner; who encourages equitable capacity development practices, would be effective in managing the spatial formation process within Ekurhuleni. / MT2018

Weather-related delays in the aviation sector will always occur, however, through effective delay management and improved weather forecasting, the impact and duration of delays can be reduced. The research examined the type of weather that caused departure delays, due to adverse weather at the departure station, namely O. R. Tambo International Airport (ORTIA), over the period 2010 to 2013. It was found that the most significant weather that causes such delays are thunderstorms, followed by fog. Other noteworthy elements are rainfall, without the influence of other weather elements, and icing. It was also found that the accuracy of a weather forecast does not impact on the number of departure delays, and thus departure delays due to weather at the departure station are largely unavoidable. However, the length and impact of such delays can be reduced through improved planning. The study highlights that all weather-related delays can be reduced by improved weather forecasts, effective assessment of the weather forecast, and collaborative and timely decision making. A weather impact index system was designed for ORTIA and recommendations for delay reductions are made. / Geography / M. Sc. (Geography)