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First PPP Prison in SA for benefit of local economy and community
Opened in July 2001 southeast of Bloemfontein on the Dewetsdorp road, the Mangaung Maximum Security Prison (MMSP) is the first Joint Venture prison contract awarded in South Africa, i.e. the first Public/Private Partnership (PPP) Prison, as such the 3000-bed facility being operated by GSL Solutions (South Africa) (previously known as Group 4) constitutes truly an unique and pioneering enterprise.
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From the outset, the SA Government, who is the main partner in this joint venture, stipulated that the contract be so executed that it would benefit the immediate surrounding economy and previously disadvantaged communities, to the maximum possible extent, according to set criteria.
Ongoing benefits
In order to understand the full extent of the ongoing benefits generated through this unique project benefits it is necessary to review first the background.
The original contracting entity, called Bloemfontein Correctional Contracts (BCC in short), consisted of GSL, Murray & Roberts, Fikile Projects (BEE), Ten Alliance Investments (BEE) and the Ikhwezi Community Trust (BEE) all having a 20% shareholding. Although the Government's contractual requirements was for black owned and operated companies to hold a minimum of 40% of the equity, the company was so structured to exceed Government's target by 20%.
During the design and construction phase it was evident that empowerment was paramount. Not only were BEE companies part of the design team, but were also involved in the professional services, such as electrical engineering, mechanical engineering and civil & structural engineering.
For the construction phase the Government set a target that which meant that Murray & Roberts were responsible for allocating 25% of the construction work to local affirmative business enterprises, affirmable business enterprises and previously enterprises. In terms of this target, R82 million had to be spent on these enterprises and this target was exceeded by R12 million, with R94 million being spent on these historically disadvantaged enterprises. In this process 58 local affirmative business enterprises, 25 affirmable business enterprises and 11 previously disadvantaged enterprises were employed.
In addition, R10.7 million was spent on local labour employed for construction purposes. These people were trained through a Small Contractor Development Programme for SMME's. The site was registered as a training site with the Building Industries Training Board, for on the job training for various trades. Both the development programme and the skills training are accredited courses and at the end of the project certificates were handed out to all who had successfully completed these courses.
It should be noted that during the construction of the prison, it was GSL's responsibility to advertise in the local press for the various staff required, to appoint them and then train the 500 successful candidates. We recall here that following the advertisements in the local press, a total of 26 000 applications were received. It was a requirement in the contract documents that a substantiated percentage of those appointed by GSL should be from the local community. Currently more than 80% of the staff employed, is from historically disadvantaged background and close to 30% is females.
The prison has now been operating for three years and the impact that this has had on the Bloemfontein local economy, is quite significant. GSL spends over R100 million per year in the local economy and this includes salaries to staff that are subsequently spent in their local communities.
Targeted procurement goals
Government also set requirements and targets to enhance procurement through PDI suppliers. The requirements and targets are referred to as “Targeted Procurement Goals” in the contract.
As part of these requirements, GSL is required to purchase a percentage of the prisons' day-to-day requirements from previously disadvantaged suppliers. The company currently utilizes various PDE and ABE empowered suppliers and has spent over R38 million on procurement of goods through historically disadvantaged enterprises in the first two years.
Social responsibility programme
GSL also has a social responsibility programme, which has resulted in the following benefits being passed on to the local communities:
· Over 19 tons of vegetables was donated from the prison gardens to charities in the Mangaung and Bloemfontein area, (charities like soup kitchens, underprivileged schools and people with disabilities)
· R42 274 was donated to the following charity organisations in Bloemfontein:
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Karabo Bahumi - Bahumi Construction
After having won a construction tender, she was initially granted a R370 000 bridging loan. Having completed her projects successfully and her repayment record impeccable, Karabo in 2003 obtained a R4 million bridging loan from the FDC to complete a construction contract to the value of R14,5 million. She continues to go from strength to strength |
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Hilda Losabe Hilda's Tent Hire, Bloemanda, Mangaung
The FDC has granted a business loan to Hilda's Tent Hire for the expansion of a thriving tent hire and catering business based in Bloemanda, Mangaung, to add on catering equipment and other requisites needed to properly serve funerals, weddings, graduations and other feasts in the sprawling Mangaung townships. The expansion of the business has maintained the five existing jobs, while creating another four job opportunities. |
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Tsohang le Iketsetseng - Ikgotmotseng, Soutpan
The FDC provided a lifeline for the small community of Ikgomotseng, Soutpan, in the Western Free State by granting a loan to the Tsohang le Iketsetseng Trust to finance bath salt production, primary agriculture and livestock farming. As such it helped in sustaining employment for 35 people and creating 15 additional jobs. Tsohang le Iketsetseng supplies the South African Salt Corporation with an average 32 500 kilograms of raw salt every month, aiming at a projected profit of more than R80 000 in the current financial year. |
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Betty Khiba - KLP Distributors, Botshabelo
Betty Khiba obtained a business loan from the FDC in April 2002 to expand her dressmaking business - and has not looked back since. KLP Distributors, is a two-pronged garment and dressmaking business producing knitted and sewn garments according to orders and specifications. The phenomenal growth of her company inspired Khiba to relocate to larger premises in the FDC's industrial park in Orange Street, Botshabelo. From a backyard shack at her home with two machines, the business has progressed to 42 sewing machines, employing 32 workers. |
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Buyelwa Khethelo - Rhythm & Blues, Mangaung
Buyelwa Khethelo has obtained a loan of almost R1 million from the FDC to effect expansions of 10 additional rooms and offices to increase the capacity of her guesthouse, Rhythm & Blues, in Mangaung, Bloemfontein. Originally established as a pub and restaurant, Buyelwa converted her double-storey house in the township into a B&B that provides accommodation and catering to domestic and international visitors. The business maintains 9 jobs, which include 3 cleaners and 4 waiters. Buyelwa exhibited the business at the World Travel Market in London in 2002 and has linked up with local shuttle services to provide local tour operators with spin-off business. |
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Fikile Mngomezulu - Petsana Funeral Services, Frankfort
“The funeral undertaking business is male-dominated and, as a woman, business rivals and bank managers continuously challenge my intelligence, commitment and integrity”, says Fikile Mngomezulu, owner-manager of Petsana Funeral Services at Frankfort. Servicing the towns of Petrus Steyn, Reitz, Tweeling, Heilbron, Frankfort, Villiers, Cornelia, Vrede and Sasolburg. Fikile provides clients with a one-stop service, from undertaking to catering, while also manufacturing tombstones. She has 13 permanent employees. The FDC has provided key financial assistance towards making this business an outstanding success story. Mngomezulu is also Chairperson of the Women Empowerment Committee and President of the Women Chamber in the Free State. A word on Effective Communication
Who's responsibility is it anyway?
Upholding the essentials of sound financial administration and public accountability
On 16 September 2004 the Provincial Public Accounts Committee of the Free State Legislature (PROPAC) under the Chairmanship of Mr. Abrie Oosthuizen held an award ceremony at Bloemfontein to acknowledge and award the provincial department and the local authority with the best performance in financial management and accountability during the 2003/2004 financial year. PROPAC has set criteria according to which province government departments and local authorities were evaluated during committee sittings at the end of 2003.
A new corporate identity!
At a Council meeting on 3 August 2004, MANGAUNG Local Municipality officially approved and introduced its new Corporate Identity.
Only national monument at Smithfield
This old house at Smithfield renovated into a guesthouse is the only declared national monument in the town, the town's rich history notwithstanding. So says Mr. Robert Jewell, owner of the Artists' Colony Guesthouse at 3 Church Street, Smithfield.
Free State Provincial Treasury introduces Supply Chain Management
At a gala function on 10 September 2004 at Kopano Nokeng, Bloemfontein, the Free State Provincial Treasury officially launched the introduction of Supply Chain Management (SCM) as a key element to modernize financial management in the public sector in the province. Seeking to modernize procurement and asset management practices in the public sector, SCM has basically three objectives:
Elaboration by MECThe background of SCM and its introduction was explained as follows by the MEC for Finance, Mr. Frans Morule, at the official launch : “Ever since the introduction of the Public Finance Management Act (PFMA), it became increasingly clear that the (then) existing procurement and asset management practices were not geared to deliver on the expectations of the PFMA, due to inter alia: • Very time-consuming cumbersome processes; • Long chains of authority that needed to be adhered to; • Fragmented procurement practices that neither promoted preferential procurement practices, nor economies of scale arising from bulk buying; • The inability to procure immovable property through the logis provisioning system; • The absence of appropriate cost-benefit methodologies to inform procurement decisions; • The difficulty of catering for Private Partnership (PPP's) through the old procurement methods; • Difficulties that arose in properly costing assets, due to previous procurement, storage and disposal practices. “This previous state of affairs did little to foster expertise within Departments, because procurement decisions were not always solely the responsibility of an Accounting Officer accountability was eroded with regard to fiduciary responsibilities, financial administration and asset and liability management. Thus the introduction of SCM not only return accountability for the utilization of public resources to the Accounting Officer as envisaged in the PFMA, but also sets the framework for much better business processes relating to procurement and asset management. "As such it allows for the effective and efficient linkage of the following processes, namely : • Demand management; • Acquisition management; • Logistics management; • Disposal management; • Risk management; and • Performance management “The system therefore allows for life-cycle costing comparisons with utilization over the life span of assets, which will enable Accounting Officers to reflect assets on financial statements in line with Generally Recognized Accounting Practices (GRAP) requirements. The introduction represents an implement further step in the Government's public service transformation agenda and, more specifically, the modernization of financial management practices to ensure the fostering of a performance-based system, focusing on outputs, outcomes and measurable performance objectives so as to maximize the capacity of Government for service delivery. “The principles of SCM sets a clear framework with regard to who must do what, when and how. As such, it strengthens the accountability of Accounting Officers with regard to the effective and efficient management of public resources. This is so, because SCM offers Accounting Officers the opportunity to utilize best-practice business solutions in the execution of matters relating to procurement and asset management practices. As such, it offers an ideal avenue for the implementation of government policy with regard to Black Economic Empowerment and related matters, within a transparent, cost-effective environment. “In addition, SCM removes the possibility of Executive Authorities and members of the general public influencing procurement decisions of Accounting Officers, thus enabling Accounting Officers to manage their affairs more effectively within an open and transparent accountability and performance framework. “In conclusion, I wish to emphasize SCM forms official government policy as it constitutes and extension of the PFMA. It is thus not up to Departments to decide whether they implement SCM or not - all Free State Government Departments must be SCM compliant by now and failure to implement SCM policies constitute an act of financial misconduct and will be treated as such. “Lastly, it is important to appreciate that it is the respective Accounting Officers who take final responsibility for all matters relating to Supply Chain Management and that the Act leaves no room for and overarching evaluation board or committee such as the former Central Provincial Evaluation Committee (CPEC) to exist. “Allow me to use this platform to solicit the support of all Departments towards the effective and efficient implementation of SCM in this Province, to ensure that we improve our business processes around matters relating to SCM, whilst at the same time using it as a powerful instrument to give effect to the policies and priorities of this Government with regard to matters such as Black Economic Empowerment, development of SMME's and the advancement of vulnerable groups in society,” Mr. Morule said. Viewpoints from CEOTo this, the CEO of the FS Provincial Treasury, Mr. Donald Barlow, elaborated as follows at the official launch provided the following enlightening viewpoints :“Despite what some of us might think, I want to put it on record that whilst the introduction of SCM is an all-important step it is not rocket science, because the objectives of SCM to enhance the cost-effectiveness of government operations and endure the attainment of government's objectives with regard to Black Economic Empowerment, etc, are ideals cherished by all right-thinking South Africans. “Indeed the processes that SCM seek to formulize should have been practiced one way or the other already as part of the necessary ingredients of public accountability. To this end, the introduction of SCM should be welcomed as it offers an ideal platform to ensure the introduction of uniform processes that meet the test of sound business practice. Consequently my plea is that we should not use the introduction of SCM only to argue for more funding or as an excuse not to do what is otherwise expected of respective Departments in terms of their operational service mandate. To those bureaucratic dinosaurs who continue to use every instance of public service transformation to argue how more and more complicated it gets to deliver effective public services, I want to say that they should remember that the wheel that squeaks the loudest, is usually the first to be discarded and that the fish who keeps opening his mouth too wide, is usually the first to get caught ! “In my mind, the essential difference between ordinary and extraordinary will always remain that little extra. I have also discovered that the surest place where you can always find a helping hand is at the end of your own arm ! “Let us, therefore, not be intimidated by what need to be done to effect the implementation of SCM, but let us all take hands to support each other and not miss the opportunity to reap the benefits of SCM because it looks too much like hard work”, Mr. Barlow said. Wêrelderfenisgebied moontlik in Vrystaat
Die kanse lyk goed dat die derde gebied wat in Suid-Afrika tot Wêrelderfenisgebied verklaar gaan word, in die Vrystaat sal wees oftewel Vrystaat / Noordwes in die vorm van die Koepel Gebied naby Parys en Vredefort.
Making a case for a airport at Matjhabeng
The discovery of gold in the northwestern Free State in the mid-20th century gave rise to the establishment and rapid development of the city of Welkom and other satellite towns on what was to become known as the Free State Goldfields. This propelled the region towards the end of the previous century into the biggest regional contributor to the Free State GGP. With the decline in the mining sector, the regional economy was forced to start shifting from a gold mining-based one to a multi-sectoral driven economy.
Broadening the economic baseAs important contributors to the GGP of the region like manufacturing, trade and construction all declined with the demise of the mines, the Matjhabeng Local Council introduced a Five Sector Strategy to diversify the economy and create jobs to replace the massive losses over the past years, says the Executive Mayor of Matjhabeng, Mr Serake Leeuw. The five sectors were selected as the most likely sectors in which Matjhabeng could reach high levels of success and are strongly inter-related and dependent on one another.Leeuw explains that although The Five Sector Strategy is not regarded as the only road to economic recovery, it is seen as a sure way to turn the economic tide in the region. It is firmly believed that the Free State, like other provinces e.g. Eastern Cape with the Coega Harbour development, needs a “Big Bang Project” calculated intervention by either Government or the private sector to establish a major catalyst in the region that will not only bring sustainable growth, but which will stimulate other economic sectors to grow. It is reasoned that the economies of Matjhabeng and the Free State cannot grow sufficiently without such direct interventions because of the following: • The Free State has a small population of only 2,9 million people, thus representing a small market to the global world. • More than 66 % of the population earns less than R1 000 per month - expandable capital is therefore limited. • The economy is driven by primary sectors and government services, which is not what is needed for strong future economic growth. • The Matjhabeng local economy is very dependent on mining (± 58 %) whilst most industries rely on mining support. Consequently the five economic sectors to be involved in the Matjhabeng region are: A distribution hub for Southern Africa, which includes an international cargo airport, the redirected N1 road to pass through Matjhabeng and improved rail connections. Alternative agricultural products that will be processed before being exported to world markets and after being grown through intensive methodologies. A gold jewellery hub to add value to gold, precious and semi-precious stones. An unique brand of tourism applications. • Events tourism, e.g. Phakisa, golfing destinations, air shows, steam train rides. • Mining-orientated tourism, e.g. underground visits, underground wine cellar/restaurant, retailing of jewellery, etc. • Game farms/zoological gardens. • Tourism routes, e.g. Thabong township, ethnical tourism, etc. Training and support centre: Uniquely structured to train for needs in all the other sectors. Cllr Ben Montshioa, member of the Mayoral Committee responsible for Economic Development and Spatial Planning, points out that the Five Sector Strategy aims at: • Changing the economic structure of the Free State Province positively by adding the Distribution Hub as a characteristic of the Province • Diversifying a narrow economic base. • Change the image of the Matjhabeng region into a positive investor-friendly and result-driven region. • Industrial development within each of the five sectors as a result of planned initiatives. • Creation of jobs and opportunities for all inhabitants to realize their own personal economic dreams. Executive Mayor Leeuw strongly puts it that in this strategy the establishment of an International Cargo Airport is seen as the main catalyst project to change the mindset of investors and local businessmen alike. It would change the image of the total Free State as it would become known as a distribution point in all of Southern Africa - something that is not what the Free State is known for at the moment. Moreover, as an international port of entry, the airport opens up the opportunity for the development of an Industrial Development Zone (IDZ). Such a zone is to be marketed properly to attract investors, as well as manufacturers that will produce for the export market whilst enjoying specific privileges in terms of tax and labour laws. With all of this the direct job creation possibilities become high on the airport and within the IDZ - which is crucial for future growth and prosperity. Sectoral spin-offsAs regards, the proximity to a dedicated international cargo airport, Councillor Montshioe argues that it would open up job creation and growth opportunities for the other four sectors:• The agri-sector will diversify into alternative, high value and exportable products, e.g. flowers, vegetables, paprika, table grapes, etc. These are all labour intensive products and therefore thousands of jobs in a large area of the Free State can be created. • The tourism sector can also grow and develop e.g. the mass production facilities for gold jewellery will become a tourist/buyer destination bringing regular visitors/business people into the region whilst finished products are flown out safely. • Event tourism such as Phakisa will rely on both freight and passengers for the duration of events. Charters for game farm-related activities such as hunting, bird watching etc. will bring in visitors easily, thus creating jobs in the industry. The same goes for other activities such as golfing weekends, mining tourism and related activities. • Training and support functions are multitudenal as all aspects of the other economic sectors need training programmes and opportunities. • In all sectors the full spectrum of development would be implemented: Producers for a specific product, manufacturers/investors/processors, and a stable market abroad or in South Africa and full export opportunities. Over and above all of this, the distribution sector creates a wide variety of opportunities to entrepreneurs in various sub-sectors: • Accommodation for tourists, businessmen and truck drivers. • Restaurants, catering, retail opportunities to the distribution sector. • Repair-, maintenance, fuel supply, spare part and tyre supply becomes necessities. • Security at various points and different purposes will be of paramount importance. • Cleaning and maintenance of aircraft. • Training opportunities for various aspects of airport management and operations. • Garden services • Security services In summary Leeuw stressed the following outcomes as of crucial importance: • The distribution hub is the single entity that can replace a large part of the losses due to mine closures and downscaling as it has a wide range of applications and resource bases. • It would require major intervention from Government both in terms of the regulated environment and possibly financial contributions. • The airport is regarded as the one single element that would bring the intended and expected forward thrust to turn the economic future of the Free State as a Province. • To give purpose and direction to all these efforts, a cargo airport forum as well as a N1-Forum have already been established under the chairship of Cllr Montshioa and representatives from Council, organised business and community organizations What a cargo airport entailsUntil a few years ago the concept of a dedicated cargo airport was almost unknown and most of the existing cargo airports are situated on old military airports no longer needed for military purposes. Victoria Cargo Airport in the Basque Province of Spain and Liége Cargo Airport in Belgium are prime examples of such developments. The primary functional characteristic of such an airport is to handle all aspects and types of cargo and those cargo facilities must be state of the art. This is the lesson learned by the delegation from Matjhabeng to Europe in 2001 under the then chairperson Cllr Zwelli Thuthani. Since cargo airports have only limited passenger functions, not much attention is given to these facilities and they are usually limited in terms of scheduled flights, being more dependent on charter aircraft operations. Still most of these airports do make sure that passengers are comfortable, handled properly and safely and offer basic facilities such as restaurants, lounge areas, shops and ablution facilities. However, all of this do not match up with expectations at a Charles de Gaulle Airport or at one of the latest Japanese airports where five star qualities are of paramount importance. Due to its international status such airports have to comply with all the strict safety standards as set out by the International Civil Aviation Organisation (ICAO), which mean the most up to date ILS equipment (Instrument landings), all required fire fighting and medical facilities, secure permiter fence, strict security measures and of course specialized infrastructure. Therefore in its basic form, a cargo airport will consist of the following : • Runway-designed to ICAO-standards which in the case of the Matjhabeng Cargo Airport should be 4542 metres long and 45 metres wide, with a further 15 metre tarred shoulders and a pavement strength of CAN of 82. • Taxiway - 23 metres wide and 182.5 metres between the centre of the runway and taxiway. • Apron - large and strong enough to handle at least 6 aircraft simultaneously. • Control tower - all regulated equipment for ILS night flying and air traffic control. • Warehousing - dry and cooled facilities to be expanded as the need arises. Critical that this must be state of the art for safe and fast handling. • The linkage with the IDZ-area - which as a huge security area is of the utmost importance. • Office facilities for personnel, safety officers and cargo handlers. • Fire fighting and medical building. • Limited passenger facilities. Baggage handling, restaurant, lounge, step-in facilities, ablution facilities. • Office/Retail space to be rented to car hire charter operators, government officials (customs), etc. • Parking facilities for cars. • Excellent road connections to highways. • Rail connections mainly for freight distribution. • Trucking facilities is usually outside the Airport, but waiting areas for loading etc. must be provided. • Excellent communication facilities and back-up power supply. • Specialist facilities, e.g. veterinary services and live animal handling. Newly developed cargo airports such as Don Quijote in Ciadad Real Spain are becoming more attractive and people-friendly, as well as upper-class in appearance, due to growing competition. The Matjhabeng Airport should thus be of high quality and comfort, but be more functionally-orientated than breathtakingly attractive, according to Cllr Montshioa. All planning should take further expansions into consideration and it is foreseen that with ample examples to study Matjhabeng Cargo Airport would be absolutely state of the art and be maintained as such. Why Matjhabeng?When first discussing the possibility with aviation experts, cargo handlers or airline managers,the question automatically arises: Why in Matjhabeng? Not known to the world as a flying destination or even being a recognized airport site in South Africa, this, according to Cllr Ben Montshioa is a logical question for the following reasons: • Cargo airports established themselves at a radius of 150 - 300km away from the main passenger hubs of a specific country. Examples are Victoria in Spain ± 350km from Barajas Airport at Madrid; Don Quijote in Ciadad Real ± 250km from Madrid; Vatry in France 150km from Charles de Gaulle outside Paris; Ostend in Belgium ± 120km from Brussels; East Midlands ± 250km from Heathrow outside London. • Matjhabeng fit into that 250 - 280km radius from Johannesburg International (JIA) but also with this very distinct advantage: It is to the south of Gauteng and thus between Johannesburg and the other main cargo hub, Cape Town. It is also on route to Durban, East London and Port Elizabeth. It can draw much of the cargo currently being driven past Matjhabeng to JIA and can draw easily dedicated cargo away from a congested Johannesburg region. It is therefore centrally located to all metropolitan areas in South Africa, something that rivals like Mafikeng, Polekwane and Nelspruit are not. • The basic principle of a cargo airport is speed and service to cargo freighters which can worldwide not be given to freighters on major airports due to the preference that passengers enjoy. This first dedicated cargo airport in South Africa will provide such a high level of service at better rates that cargo airlines and cargo charters will switch their dedicated freighters to such a facility. • There is a perception that a cargo airport must be able to function on the cargo generated around it (0-100km radius). Although important to enlarge your cargo volumes with own cargo, the concept of a cargo airport revolves around dedicated freighters (60-125 tons) coming in from all over the world to bring cargo to Southern Africa. From here it is distributed by air, road or rail depending on destination and type of cargo. The cargo airport would receive on the same principle all cargo from Southern Africa that goes out by dedicated freighters. The Cargo Airport should therefore, for intents and purposes, become a cargo hub for Southern African just as JIA is for passengers. • South African cargo volumes is currently fairly low if measured against other American and European countries and is divided between belly cargo (70%) (in passenger planes) and dedicated freighters (30%). The dedicated freighter and air cargo in general is however the fastest growing segment in aviation as speed and costs are the most crucial aspects for companies. The Matjhabeng Airport would compete in the dedicated freighter market and would not disturb passenger schedules or markets at all. • With the upgrading of the R30/R34 between Kroonstad and Bloemfontein to be known as the N1 in future, Matjhabeng would no longer be sidelined in terms of the national economy. It would be directly accessible to road, rail and air transport and is located outside the Johannesburg International and Mangaung airspace areas. • Various aviation experts gave the preferred site (current Welkom Airport) a 100% pass rate in terms of safety and other aviation criteria. Decicion-making process towards final approvalThe ultimate approval being sought by any institution wishing to establish an international airport in South Africa rests with National Cabinet, says Matjhabeng Executive Mayor Serake Leeuw. National Government has appointed a committee comprising of various Government Departments to establish a terms of reference for international licence applications. Departments such as Transport, Trade and Industry, Home Affairs, Defence Force, SA Police, Foreign Affairs, etc. all have to make inputs as to their requirements for such facilities to be established. The mandata of this committee has, however, yet not been finalised and it is therefore difficult to predict the exact path that an application will have to go through. Meanwhile Leeuw indicates what has been done up to now: • The board of directors of the FGF Development Centre formulated a proposal and recommended it to both Matjhabeng Local Council and Lejweleputswa District Council. Both of them endorsed and recommended the project without delay. • The proposed airport was subsequently taken up in the Free State Development Plan as a flagship project. • The next step was to solicit the support of the Provincial Government as this is needed to obtain approval from National Government: • A successful presentation was made to the MEC for Public Works and Transport, Mr Seiso Mohai, whom have now officially informed Matjhabeng that the project presentation has been placed on the agenda of the Provincial Economic Cluster Committee. • Should the Cluster Committee give the project the green light, it would be presented to the Free State Executive Council for a final decision. • Should this be positive, the MEC for Public Works and Transport would then probably lead a delegation to the National Minister of Transport to make a presentation. • As soon as the Terms of Reference on Licence Applications for International Airports becomes in force, the recommended route is to be taken to lodge a formal application to the National Cabinet for approval. • Depending on the outcome of the Terms of Reference, a final feasibility study and environmental impact study will have to be prepared at a specific phase of the approval schedule. This is the point where consultant firms or consortiums will have to be appointed to look at the tendering, construction and operational phases. • As the airport goes hand in hand with an Industrial Development Zone, which is to be considered by the Department of Trade and Industry, the whole process could be adjusted to be driven by a task team of Trade and Industry with support from Matjhabeng. All efforts are being made to streamline and fast-track the process as the window of opportunity for Matjhabeng is closing fast. What is now needed, is a joint effort by the local and district municipalities, the business fraternity, community leaders and ordinary citizens to drive the process towards its logical conclusions. According to Leeuw, as never before the people of Matjhabeng and the Free State need to stand together to make this golden opportunity come to realisation. Feasibility and business planFollowing a comprehensive study tour in Europe in January 2001, a two volume pre-feasibility study was prepared by Vela VKE, which in turn was followed by an International Cargo Airport and IDZ 2004 Action Plan document. This document addresses in a concise way the action plan around the establishment of an IDZ for the Matjhabeng region. The Pre-feasibility Study consists of two volumes: • Part One addresses: Critical Design Parameters • Part Two: The Implementation Plan Part One focus on topics like the goals and objectives of the airport study, institutional aspects and legislation. It looked into airfreight analyses for South Africa before concluding with a detailed section on all technical aspects of such an airport, including design criteria, air control aspects, environmental requirements, cost estimations and preliminary layout plans. Part Two focuses on trends in Government policy regarding spatial development initiatives, industrial development zones, licensing procedure trends in airfreight and logistics and airport driven urban development. Based on all this, a business model was developed and an implementation plan suggested. The Business Plan made it very clear that the project should not be viewed as an airport but as the establishment of an air logistics hub. The development of the Industrial Development Zone is therefore of cardinal importance as real estate development forms the backbone of industrial development in this hub. The management and operational aspects of the airport have, however, not yet been clarified and a variety of options needs to be duly contemplated. The development of the airport might either be done through the structure prescribed or an independent company could be formed to put the whole concept together, source financing and build the airport. As to financing, it would depend on what route is to be followed. As was done for Coega, Government (through DTI) may provide the infrastructure while a private management company can operate the facility. It is also possible to put the plan together and sell it off to an interested party. It may even come to a calling of interested investors to form a company, to finance the project and own and manage it. Don Quijote Airport in Spain is a totally privately developed airport, while Vatry in France is funded by regional and local government. The business model also includes various income streams to be established at the airport: • Landing and apron fees. • Parking of aircraft mothballed for a period of time. • Rentals for office and warehouse space. • Selling of land for development into an IDZ. • Maintenance of aircraft. • Cleaning and catering services for airplanes. • Selling of aviation fuel. • Training facilities and courses. The business model further indicates that the development costs for the airport will be between R300 - R400 million and is so low due to: • The project being an expansion of the current airport site already belonging to the Matjhabeng Council. • The flat topography of the area rendering any costly earthworks unnecessary. • Availablity of bulk services from nearby. • Readily availability of construction materials for the runway. The quoted project cost covers all relevant aspects and needed to start competively, with further growth to be either privately financed by participating companies or done through the owner/operating company. Hens Report 2004Following the initial initiatives to establish an international cargo airport at Welkom, the reasoned opinion of an internationally renowned aviation expert was sought in the peson of Ton Hens, having more than 41 years relevant experience and currently a member of the Netherlands Management Cooperation Programme (NMCP). As a result, Hens visited South Africa twice, the last time earlier this year. Having had the opportunity to study various airports in South Africa and talking to key roleplayers in the air cargo industry as well as various roleplayers abroad, Hens of his own accord became a strong campaigner for a cargo airport to be located at Matjhabeng. The most important findings of the Hens report are: • Matjhabeng has an ideal locality for such an airport as it fits well within the parameters of the European model (250-280 km radius from JIA) is between Cape Town and Johannesburg and well-situated towards all the other metropoles in South Africa. The preferred site of the current Welkom Airport is deemed very good and the proximity to the upgraded R30 (New N1 route) is excellent. • Hens fully endorses the push-pull effect of cargo to and from the intended airport and also believes that as a Southern African logistics and cargo hub it should attract dedicated freighters with best service and fees. • The SA air cargo market is currently carrying on average 240 300 000 tons annually, of which 68% is belly cargo driven (in passenger planes) and 32% dedicated freighter orientated. As elsewhere in the world, this is the fastest growing sector in aviation and volumes are expected to grow considerably over the next 10 years. • The influence of chartered cargo flights must not be underestimated. Although not on a fixed schedule, they do perform well all over the world and in this regard South Africa is fulfilling a pivotal role vis-à-vis Africa. Ad hoc Charters are flying to and from South Africa to transport seasonal produce, heavy machinery and equipment, perishables, horses, motorcars and spare parts. • A total of 40 key decision-makers in the cargo transfer process were approached to obtain their views on a dedicated cargo airport at Matjhabeng and the overall result was a positive attitude and full support. Amongst the stakeholders questioned were Airports Company South Africa, Department of Transport, Civic Aviation, South African Revenue Services, South African Airways Cargo Management, various cargo airlines (e.g. Martinair, CargoLux), cargo handling agents, shipping companies, cargo brokers and trucking companies. • In terms of the expected cargo volumes that can be attracted to the Matjhabeng Cargo Airport, a conservative approach was followed and in terms of scheduled flights it was estimated that a once a week 747 freighter in year 1, two weekly in year 2 and three to five in year 3 is possible. That does not include any charter flights and if these estimates are deemed low, this is how all cargo airports started out. For instance, Liege started with only 353 tons for 12 months, but within six years it was doing 280 000 tons annually. The level of service is the most important factor that makes an airport grow, with operational management holding the key. • The Hens report concluded by stipulating a number of justifying reasons why Matjhabeng should develop such an airport:
In conclusion, the Hens Report strongly urges the people of Matjhabeng and the Free State to leave no stone unturned in ensuring that the facility co Free State, SA and Nepad to benefitFree State and Lejweleputswa There are numerous benefits on various levels for the Free State as a Province and for a sub-region like Lejweleputswa/Matjhabeng in particular, should this development come to Matjhabeng and the Free State Province. For the Free State Province as such the following benefits would accrue. • The province would receive overall official recognition as the distribution hub for air cargo in Southern Africa • This would lend a new dimension to the province as regards credibility and marketability for other initiatives in terms of economic development and upliftment. • Many development projects and initiatives can benefit from the establishment of such a distribution hub. Not only would such a facility open up the Free State directly to the world, but it would bring the province in line with globalization and export trade. • Across the Free State new and alternative products, in various economic sectors, will receive tremendous stimulus from this project. • It would boost direct foreign investment in the province. • The establishment of a distribution hub would be an integral link in the proposed Spatial Development Initiative (SDI) for the Free State running from Sasolburg along the N1 to Matjhabeng on the rerouted N1 from Kroonstad to Bloemfontein (R30 / R34 upgrade) then to Lesotho and from there up to Bethlehem / Harrismith / Qwa Qwa. • The Provincial Government would be able to deliver significantly in terms of job creation, economic development, expanded tax income, political stability, etc. National perspective Also from a national perspective a dedicated cargo airport at Welkom makes complete sense for the following reasons: · It fits into the policy guidelines for medium and long term socio-economic development for South Africa as a co-ordinated unit. · The location of Welkom / Matjhabeng is ideally central viz-á-viz the rest of the country. · Welkom / Matjhabeng is already served by excellent infrastructure and road and rail linkage. · Establishing the nucleus for a new economic hub and IDZ at Matjhabeng would create a welcome diversification from the Gauteng economic powerhouse, which is already overborne and overcrowded. · It would make good political sense to lift up a regressive socio-economic region and institute measures that could reverberatingly benefit up to 1 million people and even more over the long term. Nepad context While Nepad is still in its infant shoes, there is undoubtedly no alternative for it but to succeed, because if Africa as a continent does not get its act together, all of its inhabitants will developmentally lose out to the rest of the world. South Africa is the most advanced state on the continent and is also hosting the Pan African Parliament (PAP). It is against this background only logical that Africa should get its first dedicated cargo airport, that that airport should be situated in SA and that in the latter Welkom / Matjhabeng is the best choice. Gearing up for new developmental challenges Having been established 12 years ago to spearhead development in the Goldfields region, the Free State Goldfields Development Centre has done a lot of spadework, but also had to adapt to the unparalleled economic and political transformation SA has gone through the past decade. As of recently the Centre has operated in close conjunction with the Matjhabeng Local Municipality, but in terms of the new Municipal Finance Management Act and the Municipal Systems Act no political office bearers are allowed to serve on the Centre's board of directors. As a result an interim executive committee consisting of members of the private sector has been established to oversee the transformation of the Centre into a private company mandated with the development of the Matjhabeng / Lejweleputswa region. The members of the interim executive committee are Messrs. Aubrey Nyschens (FS Goldfields Chamber of Business) as chairperson, William Lebona (Nafcoc), Alistair Smart (Welkom Afrikaanse Sakekamer) and Danie du Plessis (Eskom). It is expected that the new private development company will be up and running in about two months' time and is as such a further indication that the region is gearing up for a new developmental phase in its history. For more info about the proposed Matjhabeng International Airport or to make further inputs, kindly contact Dr. Karel van der Walt of the Matjhabeng Local Municipality at tel: 057-392 1500 / fax: 057-392 1811/ email: lcoetzee@matjhabeng.co.za / Cell: 083 629 2200. Business perspective statementEver since its establishment in 1951, the non-political, non-racist Free State Goldfields Chamber of Business has played a major role in the activities of organised business in the area and in the Free State with regard to economic development, maintenance and protective policies. The Chamber is an active member of SACOB Free State and of SACOB nationally. On international level the Chamber has been part of state trade and development missions and representations to Europe and African countries such as Lesotho. The Chamber was and still is involved in the campaign to establish a cargo airport in Matjhabeng, while since 1989 the Chamber has supported the routing of the N1 road from Kroonstad via the Free State Goldfields between Virginia and Welkom, Theunissen and Brandfort to Bloemfontein. The Free State, north of Winburg, has provided or is still providing a major portion of the following of the entire Free State Province: 1. Gross Domestic Product. 2. Infrastructure including roads, electricity distribution and communications network. 3. The agricultural output of the province. 4. Registered taxpayers - both in numbers and financial contribution - to the coffers of national, provincial and local governmental authorities. 5. Number of registered voters. It is an acknowledged fact that one goldmine in Matjhabeng in full production consumes more electricity than the capital city of Bloemfontein and the area of the Free State south of Bloemfontein. It is also on record that the Matjhabeng area has over the past more than half a century been an economic bastion to the Free State province and to South Africa as a country. In times when the Free State Goldfields boomed, the Free State achieved record economic growth rates. On the other hand, the decline of the gold mining industry has moved into an economic downward trend for the Free State as province. Matjhabeng is ideally situated in the centre of the Free State Province and is in close proximity to the economic and industrial heartland of South Africa covering Gauteng, North West and Mpumalanga. Moreover, the communications and roads network of the Free State Goldfield region links well into national structures. In spite of the loss of over 120 000 work opportunities in the Matjhabeng area, the region has managed to stabilise its economic position. At this juncture, it is, however, in national, provincial and local interests that the economic base of the region be broadened and that dependence on the gold mining industry be progressively reduced. Against this background the Chamber emphatically states the following : 1. An international cargo airport in Matjhabeng would benefit and service the entire Free State as well as adjoining provincial areas and South Africa as a whole. 2. A cargo airport would economically revitalise the Matjhabeng area with subsequent beneficial effects as set out above. 3. A centrally situated and well-equipped airport at Welkom would provide a functional fly-over airport for other regional airports in times of inclemental weather conditions. 4. In support of this proposed airport it is essential that the N1 road from Kroonstad to Bloemfontein via the Free State Goldfields be upgraded to national standards. In this instance it needs to be noted that studies have shown that an upgrade of this road would directly economically benefit more than 500 000 citizens of the Matjhabeng region as compared to only some 27 000 people being effected by the direct link via Ventersburg and Winburg. 5. An international cargo airport would also considerably enhance further development of the Phakisa Raceway as the headquarters of international and national motor sport in South Africa. Furthermore an area for a football (soccer) stadium at Phakisa has already been identified. With the coming World Soccer Championship in South Africa in 2010 and the need to provide additional and suitable 40 000 seater stadiums, the Phakisa site would fit in excellently. The Chamber is strongly in favour of the area of the Free State north of Winburg receiving its fair share of the growth, development and administrative and functional activities of our Province. We are all part of the Free State Province and are entitled to our fair share while acknowledging Bloemfontein as our capital city. We record the fact that the Chamber supports the five sector Economic Development Plan of the Matjhabeng Municipality, the Free State Goldfields Development Centre and the District Municipality of Lejweleputswa. The Chamber also supports the study being undertaken by the Free State University in regard to an economic development corridor from Bloemfontein via Brandfort, Theunissen to Welkom and possibly further north to Kroonstad and Sasolburg - with Matjhabeng being the central main area thereof as was accepted by a meeting of all roleplayers at Theunissen. Let us all become much less parochial in our attitude and develop an “in toto” Free State Provincial outlook! V R Y S T A A T ! ! This statement supplied by the following members advertising in the hard copy : SACOB Free State - SABEK Vrystaat AC Strydom & van Aswegen WIKA Instruments Pty Ltd Wessels & Smith Properties Aristel Goldline Signs Realta Traders Adami's GVDF - Airconditioning & Refrigeration Marlim Goldco Motor Supplies Syd Rogerson Multipol Standard Bank John William Motors Sandy's Opportunity for Phakisa Raceway to come to full fruitionIt's no question - the Phakisa Freeway between Welkom and Odendaalsrus is the biggest man-made tourist attraction in the Free State. It would only achieve its full potential if it could benefit from an international cargo airport at Welkom. The facility The Phakisa Freeway (with Phakisa meaning “hurry up” in Sotho!) is an international standard, multi-purpose motorsport facility situated in the heart of the Goldfields / Lejweleputswa region of the Free State. Having been completed in 1999 at a project cost of more than R90 million, the track offers a 4,24 km road course, a 2,4 km banked oval track and other sophisticated facilities. On 10 October 1999 one of the world's great motor sport spectacles, a Grand Prix of the World Motorcycle Championships, was held at Phakisa -a first for the Free State and a first for South Africa. Phakisa has since been the venue for numerous local and national racing events, including more World Grand Prix's, while international motor vehicle manufacturers are labelling Phakisa as a top-flight testing track. MotoGP have rated Phakisa, along with its staff and facilities, as one of the best in the world. The track has the capacity to cater for upwards of 60 000 spectators on its grand stands and embankments. There are 20 corporate suites with excellent views of the track. 200 plus journalists from all over the world converge on the state-of-the-art media centre to report on the races to fans around the globe. Safe fenced parking areas for more than 15 000 cars are available adjacent to the track. Camping sites and barbecue areas are available during large events. However, Phakisa is more than just a racetrack - it also offers excellent facilities for other kinds of events such as : · A soccer field with a 4 000 seat grand stand suitable not only for sport but other outdoor events as well. · An air-conditioned conference venue, which can accommodate 50 to 200 guests. · An a-la-carte restaurant and take-away catering for visitors during events and social functions. · Altogether 2100 sq metres under roof to accommodate a variety of sports, games and functions. The socio-economic spin-off from Phakisa has been and continues to be huge. During the construction phase, 15 SMME firms were contracted, seven of which were based in the immediate vicinity and shared the R8 million that was paid for bricklaying, guard railing, dismantling, steel fixing and wall construction. Women owned two of these firms. Today Phakisa creates opportunities for various companies to take on employees around all the events hosted. Currently conferencing and vehicle testing are regularly handled at Phakisa. The visitors attending the events presented by Phakisa bring income to the region at weekends on average +500 people who otherwise would not have come to this area, visit the track for activities presented by organisations using the facilities of Phakisa Freeway. As for the future, a full program of continuous events is being planned by the Phakisa board of directors and staff, including further international racing events. In implementing this, an international cargo airport for the region could serve as the key to unlock the true potential of Phakisa. The tourist attraction “Rising to our mandate of promoting major sporting events and thereby increasing the tourism market share of the province in terms of the Free State Development Plan, the Phakisa Corporation by hosting five MotoGPs, four power boat events, Masters Golf, World Cup Bocce, World Cup Sheep Shearing and various other major events thus far, provided a major stimulus to the Free State economy,” says the Chairperson of the Phakisa Board of Directors, Mr. Beef Molefe. He says the results of a study undertaken by SA Tourism last year to ascertain the exact value of the economic impact of the MotoGP event, (and others) on the Lejweleputswa district and surrounding areas revealed the following picture : The economic impact of the Phakisa Freeway on Matjhabeng in 2002/03 was an inflow (direct spend) of R65.3 million. This is based on a conservative approach excluding multiplier effects. Based on the multiplier effect, as is internationally the norm, the economic spend in the Matjhabeng/Lejweleputswa district is: R457 million per MotoGP, totalling a benefit of R2,2 billion over the five MotoGP's. Through the five MotoGP's, with a worldwide TV audience of 320 million viewers in 208 countries per event, the Phakisa has managed to market the Free State and South Africa to a total audience of 1,6 billion people. Over and above this approximately 5 000 foreign visitors visit the Lejweleputswa district for a week during one MotoGP event. The study further showed that Phakisa Freeway generated around 500 man-years of employment with the 2003 MotoGP alone. If people in Matjhabeng spent on average two weeks working as a result of the Phakisa Freeway (reasonable since the main MotoGP event is only three days) then some 12 700 people would have gained some employment from the event. If they spend one week, then some 25 400 people have gained some employment from a single MotoGP. Molefe says the board accepts the challenge to take the Corporation to new heights. The cargo factor 230 Tons of cargo being brought to Phakisa Freeway annually for the World Motorcycle Grand Prix constitutes the biggest single shipment of air cargo to be handled at the Johannesburg International Airport yearly. With the first round of the MotoGP championship in Japan in 2003, the freight was flown from Japan to South Africa via Singapore and Mauritius. Getting the freight to South Africa does not pose the biggest problem, but getting it from Johannesburg to Phakisa Freeway in Welkom was highly costly. 30 x 18 metre interlink trucks were used to transport the cargo from Johannesburg International Airport to Phakisa Freeway. With a cargo airport in Welkom, hundreds of thousands of rands could be saved and instead be earned by the region in terms of handling and landing fees. Mr Carlos Pratola, Logistic Manager of Dorna's freight department, says among the equipment are 8 tons of computers and data processing equipment used for time-keeping, 170 motorcycles, engines, wheels, spare-parts, components as well as two BMW safety cars used in all 16-rounds of the championship. “We are all very cautious whilst dealing with this sophisticated equipment. It takes 12 hours to palletize the equipment and approximately three hours to offload the cargo from the flights at Johannesburg International Airport,” Pratola says. Whilst the continuation of the MotoGP at Phakisa Freeway next year is still being negotiated, a cargo airport in Welkom would undoubtedly be greatly beneficial in offering a cost effective package to attract more international manufacturers of motorcars and motorcycles to test at Phakisa Freeway. Back to Main || About Webmaster || Disclaimer || Back |