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Current Edition >> Archive Section >> Special Features >> October 2004


Mangaung Maximum Security Prison


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. br> 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:

Clothing made in the prison's Tailoring Workshop at the Vocational Training Department was donated to homeless children in Bloemfontein. These items included tracksuits, shirts, skirts, T-shirts and dresses.
Trainers from the horticulture department in the prison provided four training sessions to approximately 120 community members in establishing gardens in the community. It is also worth mentioning that the Prison donated seedlings to establish eco circles in the community.
During the festive season of 2003 GSL also reached out to the local community. A project was launched during November and December 2003 where inmates were given the opportunity to make Christmas gifts for the less privileged. These gifts consisted of small boxes containing sweets, crackers and soap carvings, and these were donated to the following:

· Sunflower House for Aids Orphans
· Elios Trust Street Child Shelter
· Tsepong Shelter for Domestic Violence
· Boikutshu Old Age Home
· Ons Kinderhuis
· Tsireletsong Place of Safety
· Jean Webber Home

This project amounted to a total value of R 24 000

Development of offenders
GSL has also invested heavily in the development of offenders, to enhance the safety of the community, after the release of these inmates. Professional staff, including social workers, psychologists and educationists, delivered various developmental programmes and interventions to address offending behaviour.

The results from the education and training division bears testimony to the successes obtained as follows:

· In 2002 a 100% pass rate for ABET level 4 and 88% pass rate for Grade 12 subjects was obtained.
· In 2003 a 96.8% pass rate for ABET level 4 and a 95% pass rate for Grade 12 was obtained.
· During 2002 a total of 331 certificates were issued to inmates for successfully completing various vocational skills courses. During 2003 a further 490 certificates were obtained of which the last 270 were issued to inmates during a certificate ceremony on 12 March 2004.
· A total of 16 candidates obtained GETC certificates at the end of 2003 and 25 candidates matriculated at the end of the same year.
· Currently 489 inmates are attending educational programmes in their respective bands of education.
· Since the opening 417 inmates received education certificates for completing a course, module or programme.

The Education Centre participated in the provincial ABET level 4 examinations and obtained a 96% pass. These results were the best in the Free State Province.

Benchmark
The Mangaung Joint Venture has, since its inception, duly proved to be successful. Not only is the prison considered to be a benchmark in corrections, but it also is playing a vital role in the upliftment of the local community through empowerment. In achieving this, what has normally been perceived as a negative feature, having a prison built in close proximity to a community, has been turned around for the benefit of that community.
In an interview the Managing Director of GSL Solutions (South Africa), Mr. Frikkie Venter, pointed out that they were able to take up this challenge since they believe in creating projects that are not only beneficial to Government, but also to the local communities. “ These communities are the source of the more than 500 people we employ, professional and dedicated employees that also share our vision of not only being a benchmark in corrections, but also improving life in their communities” Venter said.

Procurement Co-ordinator
In terms of the future, Venter indicated that GSL is geared up and looking forward to future projects so that benefits could be spread to other communities. Venter also invited all suppliers, and specifically local empowered suppliers to contact his Procurement Co-ordinator and register their contact details on the GSL database, as well as the type of services or goods they are able to provide to the prison. The contact detail of the Procurement Co-ordinator is as follows:

The Procurement Co-ordinator
Mangaung Maximum Security Prison
Private Bag X101
Fichardt Park
Bloemfontein
9317

E-mail: procurement.mangaung@gslglobal.com

FDC making great strides in developing the Free State

The Free State Development Corporation as the developmental arm of the Provincial Government continues to make great strides in its quest to fulfill its mission.
The FDC approved 209 loans amounting to R126,7 million in the financial year, resulting in the creation of 2760 new jobs. According to the Managing Director of FDC, Max Makhubalo, 96% of businesses funded were owned and managed by previously disadvantaged individuals, and 38% of the loans were granted to women entrepreneurs.
Makhubalo said the FDC, as the provincial government's implementation arm, played a major role in unblocking delivery bottlenecks. “Many of our entrepreneurs who were awarded tenders to build RDP houses, schools and clinics needed urgent bridging finance to commission these tenders, and the FDC stepped into the breach,” he said.
The FDC granted 19 loans to the value of R43,4 million for the construction of RDP houses, and another 124 loans amounting to R68,4 million for the construction of other state-funded buildings, such as clinics and schools. Of these 143 bridging loans, 43 were awarded to women-owned construction companies. “This translates into 30% of bridging loans that the FDC has granted to these construction entrepreneurs, a significant contribution to the transformation of this male-dominated industry,” Makhubalo said.
The interventions by the FDC have resulted in a positive multiplier effect for some FDC clients, such as Karabo Bahumi, a woman contractor who started out with a R300 000 construction tender in 2003. She has now developed capacity to build a multi-million rand school in Mashaeng, Fouriesburg. Another is Sue Celken Trust, which was financed by the FDC in the previous financial year to effect multi-million rand expansions to its shopping centre in Mangaung township, Bloemfontein. The centre is undertaking further expansions and has attracted more investors.


Assisting women entrepreneurs : some case studies
Amongst some recent case studies of the FDC supporting women entrepreneurs to get innovative enterprises up and running are the following:
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
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.
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.
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.
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.
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?

Firstly let me start by congratulating the Mangaung Local Municipality on the launch of their new corporate identity. In the past weeks we have seen their adverts, which are easily identifiable and consistently applied. We hope they will continue to build their brand into a world-class institution and city.

Which brings me to the question? : Is brand custody the responsibility of the marketing and communication department or of top management? It is my view that it is the latter's responsibility as they are the strategy drivers of the organization. A brand is a composite reflection of an organization and should be of utmost priority to top management to avoid misrepresentation of the organizational strategic focus, be it short or long term. When the brand is integral in the strategy development of the board and top management, the financial request from the communications department are easily understood.

Let us assume that company X, which is in the chicken feed industry, wants to be the preferred supplier in South Africa. Firstly at a strategic level there should be an assessment of the company assets, which should be configured into capabilities; secondly we need to assess the market and find a perfect fit. The product mix is then developed and which will be adopted as a strategy for the set objective. At this stage, company X clearly understands the market, capabilities and investment needed to be the preferred supplier.

It then becomes the responsibility of the communications department to develop a communications strategy that will action the strategic plan and monitor the growth curve. After that top management assesses the impact the communications strategy has had on the strategic plan in order to justify the investment made. When the strategic objectives of the board and management are achieved, it would become easy to get further investment approved. This approach thus creates a positive synergy in a company and makes towards strong branding.

It is therefore my concluding argument that we need to have more executives who take branding as an integral part of their every decision-making and understand the role that a brand plays in the overall success of an organization. It is everybody's responsibility in general - top management in particular.


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.
In its evaluation, PROPAC concentrates, among others, on issues like:

• The implementation and adherence to PROPAC resolutions
• Adequate and timeous written replies to resolutions taken by PROPAC
• Compliance with and response to management letters of the Auditor General
• Improvements noted in the Auditor-General's report on that institution
• Compliance with Sections 38 to 40 of the PMFA regarding responsibilities of Accounting Officers
• Timeous tabling of Annual Reports
• Proper handling and securing of assets and stock

In his address at the award ceremony, Mr. Oosthuizen emphasized the need for the development of a culture of ethics in the public sector. He stressed the importance of the role PROPAC has to fulfill, especially with regard to guidance and guardianship for institutions to comply with the instruments available, namely the Constitution of South Africa, the Public Finance Management Act and the Municipal Finance Management Act.
“You can't have effective and efficient financial administration without a culture of ethics. The taxpayer demands value for money, which is impossible if the system is not effective and efficient,” Mr. Oosthuizen said. He further added that public servants exercise discretionary powers in their everyday work in several ways:

• In their stewardship of public resources
• At the interface with citizens
• In the context of their policy making functions.

Explained Mr. Oosthuizen: “Ethics is one of the important checks and balances against the misuse of public power. It also provides a basis to assure that the interests of the public are served well. It is the key factor in the quality of governance. Since South Africa and its nine provinces do not have enough money to stimulate economic growth, money from outside South Africa (foreign capital) is needed to stimulate economic growth. To this end, the trust of foreign investors has to be earned, because the first aspect foreign investors look at is an effective and clean public administration. That is why we must create an ethics culture throughout the whole chain of roleplayers. It all comes down to the conclusion that democracy without public accountability is no democracy.”
It was announced at the ceremony that the winner for the 2003/2004 financial year in the category provincial departments is the Free State Legislature, while in the category local government the winner is Mangaung Local Municipality.



A new corporate identity!


At a Council meeting on 3 August 2004, MANGAUNG Local Municipality officially approved and introduced its new Corporate Identity.
Since the amalgamation of Bloemfontein, Botshabelo and Thaba Nchu, the Municipality has not had a Corporate Identity expressing the integration as envisaged by the IDP and Municipal Structures Act of 2000. However, noting that it was a critical success factor in establishing a benchmark Municipality, Council was convinced that a corporate identity should not only reflect the visual representation of the institution, but also its values as derived from the Integrated Development Plan and embedded in the Municipality's Strategic Framework. Consequently the Municipality embarked on a process of branding itself and simultaneously utilize the process as one of its vehicles in delivering on its promise to the people of Mangaung Service excellence!
Proposals were requested in January 2003 from service providers who could run the branding project on behalf of Council as this is a specialized field of work. Subsequent to this, two service providers were appointed, viz. Ad n Move and Blue Action Marketing.

Branding Mangaung City

A brand is an intricate device, constructed with complementary elements operating in tandem to ensure that the required perception created with its audience is in alignment with pre-determined business objectives. It's success is measured by ability to successfully communicate its promise to the market and to keep this promise. It is only in doing this and living the values consistent with the promise, that a brand gains confidence and acceptance with its target audience.
The branding process was conducted in phases, viz.

· Research phase
· Identifying brand elements
· Embarking on a public participation process called Bua Hela and which entailed extensive involvement of the public, the business sector and the youth.
· In their final report, Blue Action Marketing proposed a new corporate identity (logo) and payline (slogan) for the city of Mangaung.

This new corporate identity adopted by Coucil, is the culmination of extensive work done regarding the past and future of Mangaung, representing indeed the voice of the people.

With your help and based on our Integrated Development Plan, Mangaung will strive to achieve by the year 2015 the following :

· Mangaung be recognised nationally and internationally as a safe and attractive place to live, work and invest.
· Good and accessible basic services for all, a dynamic economy with a high emplyment rate, many innovative formal and informal businesses and a highly skilled workforce.
· Mangaung citizens will have great civic pride, responsibility, strong partnership ethos and a vibrant cultural life. Citizens participate actively and trust their service providers, who operate with a culture of transparency and accountability.
· Poverty will be reduced, everyone has access to land and housing, there is much more equitable distribution of wealth and disadvantaged groups are participating actively in society and the economy.

Mangaung will be attractive, safe, clean, green and healthy and a sought after place for visitors and investors.

Our new look

Realising our vision means representing ourselves powerfully and confidently. Our new look positions us as:

· Being progressive, inspirational and creative
· Having African sophistication
· Welcoming and hospitable
· Inolring business and investment sectors
· A growing community

Our new logo

Within this framework, our new Mangaung logo, as described graphically in this feature, captures, represents and reflects our new look, vision and strategy.

Our objectives

Mangaung as a living “corporate identity” has many responsibilities, which include developing our economy and community, promoting civic leadership and delivering excellent service. This can be highlighted in more detail as follows :

Mangaung - City on the Move - Using strength to succeed

Higher economic growth in our region is particularly beneficial if it is enjoyed by our entire community. This means our people will have more money to pay for their own service and housing needs and in turn the municipality will have an increased income to improve its services to its people. The municipality can and will play a critical role in creating the right conditions for this sustained growth.

Mangaung - City on the Move - We make it better together

Building a stronger community and becoming self-reliant is a crucial step in the social development of our region. We will create a better palce for all in Mangaung by taking specific steps.

Mangaung - City on the Move - We're leading the way

Research shows that an important feature of successful municipalities is a high level of common purpose among its major stakeholders. This shared vision must stem from strong civic leadership by our Council. Here, “united we stand, divided we fall” sums up our purpose. We aim to set the benchmark for municipal effectiveness by again taking relevant steps.

Mangaung - City on the Move - Our service excels

The more we can ensure the delivery of the right services to Mangaung, the more our economic potential and community resilience is enhanced and the more effective we are in tackling poverty and other social ills. We also need to ensure that all residents receive basic levels of service for a better quality of life. Here also we have identified our strategies.

Thus our Mangaung Renaissance has begun!
By working together we, as a people, can make our communities self-reliant, proud and strong and ensure that :

· Our region is a safe and secure place to live, visit and do business in.
· The percentage of HIV infection (and its impacts on families) is reduced.
· All our housing conforms to NHBRC standards and all people (on existing formal erven) have access to a water connection, basic RDP standard sanitation and a properly drained all weather street.
· Education levels are higher with a Matric pass rate of 65% and 90% literacy rate with easy access to tertialry education and training at all levels and that Mangaung is recognised as a national centre of high quality learning.
· Our environments are attractive and clean, with well-kept natural open spaces, parks and built-up environments.
· Our economy grows rapidly and new jobs are continually created.



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.
The house has been built on instruction of Sir Harry Smith in the second half of the 19th century as a safe haven for the area's mothers and children whenever animosities with marauding cattle raiders flared up.
The house has been well-kept ever since and some years ago Jewell and his family turned the interior into a comfortable guesthouse. Above the front door is a plaque confirming the national monument status of the house.



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:

• To establish financial best practices within the Free State Provincial Government
• To make the procurement process faster, simpler and more effective for small, medium and micro enterprises (SMME's)
• To put the Free State Province in line with the national as well as international standards.

Scope of SCM

SCM will apply to the acquiring and disposing of all goods, services, construction and road works and immovable property of all constitutional institutions, public entities and defined in schedule 3A and 3C of the PFMA, national and provincial departments, trading entities, municipalities and municipal entities as defined in the MFMA and all school governing bodies whether or not they have been assigned additional responsibilities in terms of section 21 of the South African Schools Act, 1996.
The successful implementation of SCM is dependent on the principles of co-operative governance and intergovernmental relations as worded in sections 40 and 41 of the Constitution, enshrining the authority of each sphere whilst regulating the relationship between those spheres. This concept is carried consistently throughout the Constitution particularly in sections 139 and 146.
The official objectives of SCM are therefore formulated as follows:

• To give effect to the provisions of The Constitution, 1996;
• To give effect to the provisions of the PFMA and the MFMA;
• To transform the procurement and provisioning
• functions in government into an integrated supply chain management function;
• To introduce a system for the appointment of consultants;
• To create a common understanding and interpretation of government's preferential procurement policy objectives; and
• To promote consistency in respect of supply chain policy and other related policy initiatives in government.

The introduction of an integrated supply chain management function intends to address the division between the current outdated procurement and provisioning processes in government that cause the present system to be inefficient in its method of procurement, contract management, inventory/asset control and obsolescence planning.

Supply chain management is an integral part of financial management that seeks to introduce internationally accepted best practice principles, whilst at the same time addressing government's preferential procurement policy objectives.
The integrated supply chain management process, where value is added at every stage of the process, not only links to government's budgetary planning processes, but also strongly focuses on the outcomes of actual expenditure in respect of the sourcing of goods and services.

Elements

The elements of government's Supply Chain Management processes are depicted in the diagram right, where value is added at each phase of the process.
Current work at the National Treasury includes the development of a systems master plan for an integrated development of a systems master plan for an integrated financial management system that conforms to the requirements of the PFMA. This master plan will include the systems requirements, including the requirements of E-commerce, to more fully support the adoption of the proposed integrated Supply Chain Management function.

Demand management

This is the beginning of the supply chain where the following functions take place:

Determining a needs assessment dealing with issues such as:

Understanding future needs;

• Identifying critical delivery dates;

• The frequency of need;

• Linking the requirement to the budget;

• Doing an expenditure analysis (based on past expenditures);

• Determining the specifications;

• Doing a commodity analysis (checking for alternatives); and

• Doing an industry analysis.

This is a cross-functional exercise that brings the supply chain practitioner closer to the end user, ensuring that value for money is achieved.

Acquisitioning management

This is the stage where:

• The preferential procurement policy objectives are identified that could be met through the specific contract;

• The strategy of how the market is to be approached is determined;

• Applicable depreciation rates are determined;

• The total cost of ownership (TCO) principle is being applied e.g. -Life cycle cost;
-Inventory carrying cost;

• The bid document is compiled, attaching all necessary required documents and giving conditions etc;

• The bid evaluation criteria is determined;

• Bids are evaluated and recommendations tabled;

• Contract documents are compiled and signed;

• Contract administration is done; and

• Contract information is used to kick-start the logistics management process..

Logistics management

For stock or inventory items the following functions are amongst others performed :

•Coding of items;
• Setting of inventory levels;
• Placing of orders;
• Receiving and distribution of material;
• Stores / Warehouse management;
• Expediting orders;
• Transport management; and
• Vendor performance etc.

For fixed capital items (construction and road projects, immovable property) a similar process, mutates mutandis has been adopted, i.e. appropriate to asset and property register, valuation, main use, etc.
From this process the financial system is activated to generate payments.

Disposal management

At this stage:

• Obsolescence planning or depreciation rates per item required are calculated;
• A data base of all redundant material is kept;
• Material is inspected for potential re-use;
• A strategy is determined of how the items are going to be disposed of; and
• Executing the physical disposal process.

Again a similar set of procedures is applicable to fixed capital stock, i.e. depreciation, maintenance and replacement planning and costing, etc.

SCM performance

Here a monitoring process takes place, undertaking a retrospective analysis to determine whether the proper process is being followed and whether the desired objectives are achieved.

Some of the issues reviewed are:

•Achievement of goals;
•Compliance to norms and standards;
• Savings generated;
• Stores efficiency;
• Cost variance per item;
• Contract breach etc;
• Cost efficiency of procurement process (i.e. cost of the process itself);
• Whether supply chain objectives are consistent with government's broader policy focus - also refer to paragraph 3.7 of the Policy document;
• That the material construction standards become increasingly aligned with those standards that support international best practice;
• That the principles of co-operative governance as expounded in the Constitution are observed; and
• That the reduction of regional economic disparities are promoted.

The Supply Chain Management Office established in the National Treasury will oversee the implementation of this Policy Strategy, and any supporting regulations and standards issued in conjunction with Provincial Treasuries, SALGA (the latter's regional counterparts) and Chief Financial Officers from the different spheres of government.

Establishment of new Free State SCM Directorate

In order to implement supply chain management for the Free State Province and to bring all the benefits of the system to fruition, a new specialist unit, the Supply Chain Management Directorate, was established within the Free State Treasury.
The Directorate is headed by mr. Thapelo Motsoeneng and he is assisted by a dedicated team of professional officials carefully selected for the purpose.

Core functions of new SCM Directorate

The core functions of the new SCM Directorate, is firstly to prescribe additional best practices to all stakeholders with the intention of adding value to and improving all SCM processes in the Free State Provincial Government; and, secondly to manage the transvestile provincial supplier management system in collaboration with all line function departments.
This supplier management system would allow for record keeping on all current and potential suppliers and, most importantly, will allow for much needed analyses of procurement trends with-in the Free State Provincial Government.
On the whole, the Directorate will monitor progress in respect of supply chain management in the Free State and also co-ordinates friends in relation to it.

Wider context

To showcase South Africa as an advanced manufacturing economy, the Department of Trade and Industry has become a key sponsor and strategic partner of the Proudly South African campaign. In terms of the campaign, South Africa companies are encouraged to submit interesting and innovative achievements in the manufacturing field - new products, export achievements, new partnerships and successes and milestones.
Even wider context, South Africa supply chain management practices should strive to support the objectives of the New Partnership for Africa's Development (NEPAD) by:

• Being sensitive to possibilities for increasing production and improving the competitiveness and diversification of the domestic private sector, especially in the agro-industrial, mining and manufacturing sub-sectors, with potential for exports and employment creation;
• Promoting uniform standards;
• Harmonising technical regulatory policies;
• Being sensitive to opportunities for the development of new industries, or upgrading of existing ones, where comparative advantages are prevalent, including agro-based industries and energy and mineral resource-based industries;
• Facilitating partnership through the development of mechanisms, such as joint business councils for information sharing between non-African and African firms and for facilitating processes towards the establishment of joint ventures and subcontracting arrangements.


Elaboration by MEC


The 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 CEO

To 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.
Die Koepel Gebied is onlangs deur UNESCO geëvalueer en 'n finale besluit word in Julie 2005 verwag. Die enigste ander gebiede in die land wat as Wêrelderfenisgebied verklaar is, is Robben-eiland en die Groter St. Lucia-vleiland. Die koepel is miljoene jare gelede deur die impak van 'n meteoriet met 'n deursnit van 10 km (bykans so groot soos Tafelberg) veroorsaak.
Indien die Koepel Gebied tot Wêrelderfenisgebied verklaar word, is die aanduidings dat 'n bestuursowerheid vir die gebied ingestel moet word om onder meer te verseker dat natuurlike hulpbronne in sowat 30 000 ha nie oorbenut word nie. 'n Private wildpark wat toerismegewys met die Krugerwildtuin sou kan meeding, word in die vooruitsig gestel. Die Vrystaatse Dept. van Toerisme en Omgewingsake bereken dat in só 'n geval die toerismegetal aan die gebied met sowat 70 000 besoekers per jaar kan toeneem.
Die Koepel Avontuurfees wat vanjaar 15-17 Oktober vir die eerste keer op en om Parys aangebied word, kan 'n belangrike voorloper wees vir 'n toekomstige bemarkingstrategie vir die Koepel Gebied.
Vir stalletjies by die Avontuurfees kan Hendrik Swanepoel geskakel word by (056) 817 7886 of 083 417 8415. Verdere navrae aan Mark Pieterse by (056) 811 5573 of 082 494 7092.



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.
This shift did not, however, quite materialize because the blows dealt with the closure of one mine after the other as a result of the falling gold price, came just too frequent and too hard to allow for proper economic recovery. Amongst the results of this depressing situation in the Matjhabeng area over the past decade were a total job loss of some 120 000 jobs, a drop in population from some 800 000 to 372 000 and a decline in share in the Free State GGP from 33% (top position) to 25% (second after the Motheo District). This means that the economy of the Matjhabeng area was just about halved during the past 10-12 years.
On the positive side, however, these are firm indications that specific measures instituted to promote other economic sectors in the region, like manufacturing enterprises, industrial servicing, tourism, training, agro beneficiation, training and skills development, etc., are beginning to bear fruit and have implanted a remarkable resilience into the local economy.
Together with this, local economic planners have done their homework on a number of scenarios, one of which is the centrifugal value the establishing of a dedicated international cargo airport at Welkom could have within the regional economy. Research in this regard was initiated already some eight years ago and included visiting a number of dedicated cargo airports abroad.
To confirm the highly positive findings in this respect as regards the suitability of Welkom, an international aviation expert in the person of Mr. Ton Hens of the Netherlands was consulted and his latest report this year shows beyond any doubt the utmost desirability of establishing such an airport in the Matjhabeng area.
That adds to the strong case to be made out why the establishment of an international cargo port at Welkom could trigger escalating development not only in the local region, but also in the entire Free State - with as a matter of fact tremendous potential socio-economic spin-offs for South Africa as a country. In even wider context, studies have shown that an international cargo airport at Welkom would constitute a natural element in the Nepad puzzle currently being pieced together.


Broadening the economic base

As 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-offs

As 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 entails


Until 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 approval


The 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 plan


Following 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 2004


Following 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:

  • Strategic location on the cargo cross-roads between Cape Town and Johannesburg.
  • This would be the first dedicated cargo airport which can increase the import/export markets to/from South Africa by a smooth, low cost cargo transfer process.
  • There are no concrete cargo development plans at major South African airports within the next 5-8 years posing a threat to Matjhabeng.
  • New markets and routes can be developed, e.g. Matjhabeng Airport to South America and back to the Far East.

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 benefit


Free 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 statement


Ever 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 fruition


It'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.



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