king shaka airport

SPECIAL REPORT: KING SHAKA INTERNATIONAL

AIRPORT, LA MERCY

Photo by Russell Cleaver

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KZN’S ECONOMY SET TO TAKE OFF

By Bev Hermanson

Located at La Mercy, approximately 35 kilometers north of Durban’s city centre, King Shaka

International Airport is a ground breaking co-operative project agreement that was reached

between the National Department of Transport, the Provincial Government of KwaZulu-Natal

and Airports Company South Africa (ACSA). It is also the first greenfields airport to be built in

the past 50 years in South Africa and possibly the only one currently being built in the world.

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www.stseng.co.za

Replacing the existing Durban International Airport,

which will eventually be decommissioned, King Shaka

International Airport is expected to open on 1 May 2010,

just over a month before the start of the 2010 FIFA World

Cup. The airport, which was designed by a consortium of

architects called the Ilembe Architectural Joint Venture,

consisting of Osmond Lange Architects and Planners,

Ruben Reddy Architects, Shabangu Architects, Mthulisi

Msimang Architects and NSM Designs, will cost over

R7-billion by the time it is completed. With a terminal

floor area of 103,000 m², runway and taxiways covering

400,000 m² and facilities to support the airport includ-

ing administration offices and transit accommodation

for tourists, an integrated agricultural export zone and

an IT platform, the airport is making a significantly

positive impact on the economy of the region.

BACKGROUND

The prospect of building a brand new airport for Durban

was mooted during the 70s and in fact some initial infra-

structural work was completed between 1975 and 1982.

Due to the economic recession of the 80s, the entire

project was halted and it wasn’t until the 90s that the

notion of relocating the Durban International Airport was

revived. Extensive research, analysis and agonizing over

whether to relocate or upgrade the existing airport en-

sued, however in July 2006 it was finally concluded that

the existing airport, even when fully developed, would

not provide enough capacity for the region. It was de-

cided that ACSA would develop, manage and own the

airport while the Dube TradePort Company would de-

velop a cargo facility, trade and agri zone nearby.

SPECIAL REPORT >


DUBE TRADEPORT

The siting of the new airport complements the develop-ment of the Dube TradePort, which is situated on 2060 ha of land that is perfectly accessible by the two major ports of Durban and Richards Bay and the rail and road links with Gauteng. Wholly funded by the Kzn Department of Economic Development, the Dube TradePort is intended to be a world class freight logis-tics facility that will be geared to attract a wide range of activities that will stimulate economic advancement in the region.

The Dube TradePort platform is split into three sections namely: Trade Zone, Agri Zone and Support Zone (joint venture with ACSA). The Trade Zone, which includes the

cargo handling terminal at the airport, will stimulate

the import and export of high value goods by air to and from KwaZulu Natal. The Support Zone has been designed to cater to the corporate sector as well as the suppliers of services and tourist accommodation through the provision of offices, buildings, conference and entertainment facilities, while the Agri Zone will involve the cultivation of high value farming products for export.

Anyone travelling by road between Johannesburg and Durban will testify to the enormous volume of road freight traffic that uses the route daily. When com-pleted, the Dube TradePort and the King Shaka Inter-national Airport will alleviate the pressure on this route by facilitating that the more than 50 000 tons of manufactured goods produced in the region will be air freighted directly from the local airport in the future,

SPECIAL REPORT >

Photos by Russell Cleaver

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rather than having to undergo the arduous transporta-

tion to Gauteng for airfreighting from the Highveld air-

ports. The new cargo terminal at King Shaka, in fact, will

have the capacity to handle over 100 000 tons of cargo

per year, thereby allowing for considerable growth in

the future.

AWARDING THE CONSTRUCTION TENDER

One of the bones of contention that delayed the start

of the airport construction phase was when it came

time to the awarding of the contract for the construc-

tion. Amongst the bidders for the tender were two

consortia – the 55% Black owned Ilembe Consortium

comprising Group Five, Mvelaphanda Holdings and

WBHO Construction, supported by construction and

management construction consultants, Turner Townsend,

and Indiza, led by Grinaker and LTA. When the latter was

disqualified for failing to meet certain tender require-

ments, an appeal was lodged at the Pietermaritzburg

High Court, but was subsequently dismissed, leaving

the path clear for Ilembe to continue.

The construction began in late August 2007, giving

the main construction team and more than 2100 sub-

contractors just over 2 years to complete everything.

ENVIRONMENTAL ISSUES

Prior to commencement of the construction, there

were a number of environmental aspects that needed to

be considered. For an undertaking of this size, a full

environmental impact study was essential. Clearly

SPECIAL REPORT >


noise pollution and increased traffic were important

considerations.

However, the assessments also revealed a possible

threat to the bird population in the vicinity, in particular

the 3 million barn swallows that migrate every year

from Europe to roost in an area close to the airport.

Known as the Mount Moreland Reedbed, this site is in

the flight path of aircraft that will be using the airport.

Concerns raised not only included the possible dis-

turbance of the bird colony on the ground, but also

the possible hazard of birds in flight putting aircraft

safety at risk.

Whilst the idea of bird strikes is alarming, this is a hazard

that is regularly encountered by all airports worldwide.

From the intensive research conducted by ACSA and

the Mt. Mooreland community, it was discovered that

the swallows rarely fly as high as the aircraft and

their main activities in the area are 30 minutes before

dusk and just before dawn. Two solutions were found

to allow the birds and the airport to co-exist. Firstly,

the flight schedulers will take these critical times into

account and plan around them, to avoid unnecessary

risk to the air carriers and secondly, a special bird

detection radar system has been instituted by ACSA

to monitor the movements of the birds. The added

bonus is that this system is able to detect the pres-

ence of bats at night, as well. This will be the first

time in the world that a system of this kind, which will

be integrated into the operational procedures of the

airport, will be utilised in South Africa.

The noise pollution and fuel transportation to the

new airport site were also issued with a positive

record of decision.

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DESIGN OF THE AIRPORT

As with the building of the Gautrain and the 2010 stadia,

the architects and engineers travelled to many coun-

tries looking for lessons that needed to be learnt. For

the King Shaka Airport, the opportunity to plan a

building that was to be built from scratch was most

welcome as the provision for expansion was an auto-

matic part of the initial plan.

“It’s in the expansion that most existing airports have

suffered enormous growing pains,” comments Victor

Utria of Osmond Lange Architects. “No one predicted

the extent of the future demand and how passenger

volumes would exert so much pressure on the facili-

ties. It was interesting to see that, although they all

have to perform exactly the same functions, no two

airports are the same. With the planning of the King

Shaka International Airport, we had the luxury of be-

ing able to plan for expansion in an orderly fashion.

That being said, there is no way of knowing how

changes in technology will take airport design off

onto a different tangent in the future.”

Due to the sheer size of the project, the design respon-

sibilities were split amongst the five design firms in the

consortium. Durban-based NSM Designs were tasked

with the planning for the cargo terminal, while Ruben

Reddy Architects handled the passenger terminal airside

corridor, the cooling towers complex and the external

urban fabric that encompassed the roads, parking areas

and pedestrian walkways. Mthulisi Msimang Architects

from Pietermaritzburg handled the multi-storey parkade

and office building, while Shabangu Architects from

Johannesburg was responsible for the car rental facili-

ties, the control tower and most of the support build-

ings. Osmond Lange Architects & Planners handled

the co-ordination as well as the design of the passen-

ger terminal building and the retail facilities.

“An airport in its entirety is a machine and all of the dif-

ferent parts are equally important to ensure that the

airport functions efficiently,” says Utria of the split of

responsibilities. Certainly, as a mere passenger, it is dif-

ficult to understand everything that is involved in the

running of such a large facility. This is indeed why air-

ports take such a long time in the planning process.

“Durban Airport took 30 years to completion once the

site was identified. Heathrow’s Terminal 5 took 40 years

to completion. In that time, one hopes that air travel,

as one knows it, hasn’t changed too dramatically.”

KING SHAKA INTERNATIONAL AIRPORT TIMELINES

6 June 2007 R 7.2bn design & construc-

tion contract awarded to

the Ilembe Consortium

23 August 2007 Positive EIA (environmental

impact assessment) record

of decision (ROD) issued

30 September 2007 Ground breaking ceremony

31 August 2007 Site work commenced

30 September 2008 Control Tower topped out

30 June 2009 Terminal Building topped

out

30 October 2009 Runway will be completed

First quarter 2010 Durban International

Airport, will be decommis-

sioned. New International

Airport will be commis-

sioned

29 April 2010 Contractual completion

SPECIAL REPORT >

MATERIALS USED

Materials Quantity Equivalent to

Runway & taxiway pavements 400 000 m2 100 Soccer pitches

Terminal Building footprint 35 000 m2 9 Soccer pitches

Terminal floor area 103 000 m2 27 Soccer pitches

Earth to be moved 5.8 Million m2 2,500 Olympic swimming pools

Concrete to be poured 100 000 m2 50 Olympic swimming pools

Structural steel to be erected 4 700 tonnes ½ the Eiffel Tower

Asphalt 230 000 tonnes 35 km of 4 lane highway

Electrical cabling 700 km From Durban to East London

SPECIAL REPORT >

Photo by Nicolas Gonzalez

tariceT R A D I N G

Postal AddressPO Box 243

Clemaville3602

Physical Address1170 - 11th Street

PO Clemaville3602

Gsm: 083 441 6818Tel: 078 470 2531Tel: 072 204 0924Fax: 086 538 4187

Tarice Trading (Pty) Ltd, trading as Vusi Afrika, is a 100% female-owned Construction Company founded in 1999 by MS Nonceba Duma to provide a holistic approach to the construction of projects. The company provides state-of-the-art project management, quantity surveying, civil and electrical engineering services to both private and public sector. Tarice Trading’s competitive advantage results from effective teamwork, which significantly enhances its ability to deliver good quality projects timeously and within budget. The company is located in the heartland of Durban but is well positioned nationally through its allies should the need arises to form such partnerships.

Tarice Trading engages the services of the local communities in line with the Government’s Broad-Based Economic Empowerment strategies.

AIRPORT PRECINCT DIVISIONS

Landside

This area is outside the terminal building, in areas used

by people and vehicles. It includes the roads network,

with access to all areas of the airport precinct, car rental

facilities, public parkades, shaded parking areas, adminis-

trative buildings and various other services and facilities.

The area is freely accessible to all users of the airport.

Pedestrian and vehicle movements are guided and man-

aged by ACSA with the support of eThekweni Metro Police.

Road Network

There is a system of roads feeding into the Airport and

Dube Trade Port’s road circulation networks, with

principle access off the main collector road that links

the N2 and the R102. The southbound carriageway to

the N2 will be tolled. ACSA is currently negotiating

concessions with South African National Roads Agency

(SANRAL) for the broader airport community.

Local access roads will allow for ingress and egress to

the staff parking, open parking, multi-storey parkade,

car rental, and drop-off and pick-up areas.

SPECIAL REPORT >


Pick–up and Drop–off Areas

The pick-up areas are situated at grade, alongside the

piazza, with separate provision for private vehicles and

public transport. The drop-off area is situated on the

elevated roadway, outside the Departures Hall at the

terminal building.

Public Transport

Public transport facilities have been provided within the

precinct and cater for both bus and taxi demands.

Pedestrian Circulation

Pedestrian movement within the development area is

catered for through the provision of sidewalks where

significant numbers of pedestrians are anticipated.

A conscious effort has been made to minimise conflict between pedestrians, buildings and vehicles through the development of a ‘pedestrian sensitive’ traffic routing plan. Where conflicts are large and unavoidable, grade separation of vehicle and pedestrian movements

has been provided.

Terminal

Immediate focus at the new International Airport is inevitably the terminal building, with its impressive 150-metre roof span. Considering that the new air-port is almost triple the size of the old airport, it is here that the majority of the airport staff will spend their time, and it is where all passengers and the peo-ple who transport, meet and greet them, congregate.

The building incorporates the very latest design concepts

to make the working environment as effective as possible

SPECIAL REPORT >


and to make a passenger’s movement through the neces-

sary processes from arrival (either from land or air) to de-

parture (air or land) as smooth and pleasant as possible.

The terminal is clearly demarcated between those ar-

eas freely accessible to the general public, through to

security checkpoints. From there, either a boarding

pass or security permit is required for access.

Airside

This is the part of the airport that is completely ‘security

controlled’. It is bounded by the security checkpoints in

the terminal building and extends to the airfield itself.

It is only accessible by a passenger with a valid boarding

pass or airport staff with a relevant security permit.

This area includes the passenger holding lounges and

allows access to the apron area, where aircraft are parked

and serviced. Passengers with a valid boarding pass

are restricted to specific areas within the general ‘air-

side’.

People with a valid security permit are only allowed

access to those areas specified on their permit.

FACTS AND FIGURES

Construction sites

Six construction sites were set up for the earthworks

to prepare the runway, taxiways and aircraft parking

areas (the size of 100 soccer pitches).

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Personnel on site

In mid-2008, there were 2 100 contractors and sub-

contractors on site along with 200 earth-moving ma-

chines. In October 2009, 7 732 people worked on site.

Courier and parcel facility

There will be an international courier and parcel facility

designed to handle 1000 bags/parcels per hour in and

out, as well as a local parcel and courier facility designed

to handle 400 bags/parcels per hour in and out.

Capacity

The initial airport capacity will allow for 7.5 million

passengers a year with opportunities for significant

expansion, should it be required (figures are projected

at 45 million passengers by 2060).

Aircraft stands on the apron

The passenger terminal will initially have 18 Passenger

aircraft stands and by 2060, there will be parking space

on the apron for 96 aircraft.

SPECIAL REPORT >

Photos by Nicolas Gonzalez (top left & right)

and Russell Cleaver (top left & right)

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Runway and taxiways

The runway is 3.7 km x 60 metres wide and will be able to will accommodate the latest New Generation Large Aircraft (NGLA) including the Airbus A380, with space to expand to 4 km.

The runway and 10 taxiways cover 400, 000² and re-quired 230,000t of asphalt to complete (the equivalent of 35km of a four-lane highway).

Cargo building

Annually, between 50 000 and 90 000 tons of goods from Durban’s harbour are trucked to JHB airport for export. Most of this will now remain in Durban and will be flown out directly from the new airport via the state-of- the-art 160 000 m² cargo facilities (DIA cur-

rently has 39 000 m2 cargo facilities).

Support Zone

This includes platforms for future development of

conference, hotel and entertainment facilities which

will be a joint venture between ACSA and DTP.

Fuel

The fuel farm is equipped with four fuel tanks. The fuel

will be brought by truck from the refinery located near

the existing airport.

Landscaped gardens

Large areas that surround the terminal building are

being landscaped to enhance the overall aesthetics

of the airport.

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Parking

The multi-storey parkade caters for 1500 vehicles

while there is a total of 6500 vehicle parking pays at

the new airport.

Road infrastructure

The traffic, engineering and transport planning was

undertaken to maximise accessibility and flexibility

to and around the new airport. The plans provide

sufficient flexibility to ensure that all future (2060)

projected transportation modes and requirements

have been considered. The proposed N2 interchange

which forms part of the development, will be the pri-

mary access road to the airport. A link road between

the airport and the N2 has been constructed.

Job creation

It has been estimated that the airport could create

between 165 000 and 260 000 jobs over the next 20

years.

Capital cost of the project

Although the capital cost of the project was originally

estimated at R 6,8-billion, a negotiated acceleration

programme amounting to R 400-million has increased

the capital cost to R 7,2-billion.

OPERATIONAL READINESS AND TRANSFER PROGRAM

The Operational Readiness and Transfer Programme

commenced in November 2009 when the familiarisation

programme was initiated. This involved taking the

bulk of the 3400 work force from the current airport

over to the new site, to familiarise them with the new

airport. More than 2500 of the staff have already

been exposed to their new home. This has injected a

positive energy into the process, with most of the

staff belonging to the various organisations confirming

their commitment to continue fulfilling their roles at

the new airport.

On 15 December 2009 the South African Civil Aviation

Authority successfully conducted calibration tests on

the runway lighting and navigational aids. This involved

a collaborative effort of various stakeholders, includ-

ing the building contractor, Air Traffic Navigation

Services (ATNS), ACSA and the ORAT Team.

On 14th January 2010 the first Basic End User Trial

started, involving the participation of key stakeholders

such as some of the airlines, ground handlers and

SPECIAL REPORT >


17 GLENPARK, HIGHDALE ROAD, GLEN ANIL 4051P.O. BOX 202032, DURBAN NORTH 4016 TEL: 27 31 569 2964 - FAX: 27 31 569 2966 - EMAIL: [email protected] WEBSITE: www.tekweniair.co.za

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MOBILE: 083 775 8345

Recent Projects>> King Shaka International Airport

>> Nelson Mandela Stadium, Port Elizabeth

>> Ethekwini Hospital

>> Westville Prison Joint venture

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Suppliers of airconditioning toKing Shaka International Airport, La Mercy

ACSA. This programme involved testing the various com-

ponents of airport operations including flight data,

passenger handling, check-in and boarding processes,

baggage screening and the like.

The daunting but exciting task of relocating the airport

‘overnight’ to the new site will be the final phase of the

operation. Behind the scenes, a team headed by Bongiwe

Pityi (AGM Airport Operations) for ACSA, is working along

with a team of local and international consultants, to

make this a reality.

Pityi explained, “The plan is that on 30 April the last

aircraft will land at DIA and, after the passengers have

left the airport, those aircraft will be relocated to the

new airport. The equipment and resources will be re-

located for most of that previous week, with the balance

moved overnight on 30 April into the early hours of 1 May.

Fortunately, with 1 May being a Saturday, it is rela-

tively quieter from an operational perspective. On

this day, the new airport will commence operations.”

DECOMMISSIONING THE OLD AIRPORT

Once the new airport is fully operational, the current

airport will be decommissioned as an airport and all

aviation business will then be relocated and conduct-

ed at the new airport. This basically means that all

scheduled aircraft; domestic and international, will

be operating from the new airport from 1 May 2010.

The current airport, once decommissioned as an airport,

will be disposed of according to a decision that will be

made by a task team consisting of ACSA, Dti, National/

Provincial Government and eThekwini Municipality.

To emphasise the giant leaps taken in relocating the

airport, let’s take a look at a few comparisons between

what the Durban International Airport was able to cope

with and the new facilities.

Comparisons of Durban International Airport to King Shaka International Airport

Areas Durban King Shaka

Runway 2.4 kms 3.7 kms

Terminal Area 30 000 m2 103 000 m2

Air Bridges None 12

Public Parking 2490 6500

Retail Space 2900 m2 6500 m2

Aircraft Parking

Bays24 34

Lifts 11 25

Escalators None 12

Passenger

numbers 4.4 million pa 7.5 million pa

Check in

counters52 75

Retail outlets 14 50

Car rentals 8 10

“Although air travel has an element of fantasy sur-

rounding it, flying is generally stressful,” says Utria.

“One of the ways of reducing the stress is through

facilitating ease of access and efficient processes. A

world class facility of this quality has been long over-

due in the region and the opening of the new airport

will have great benefits for Durban and KwaZulu Natal.”

Considering the vastly improved facilities, compared with

the old airport, this can only bode well for the future. <

SPECIAL REPORT >

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