APPENDIX 8 POSSIBLE DEVIATIONS TO DE BEERS PASS ROUTE AVIFAUNAL ASSESSMENT

Transcription

1 APPENDIX 8 POSSIBLE DEVIATIONS TO DE BEERS PASS ROUTE AVIFAUNAL ASSESSMENT 1 EXECUTIVE SUMMARY This appendix assesses, from an avifaunal perspective, the expected impacts of six possible deviation sections along the proposed De Beers Pass Route. One of the six possible deviations (Buckland Downs) is based on heritage considerations and is not relevant from an environmental, never mind avifaunal, perspective. A further two of the possible deviations (Klip River and Wilge River) are based largely on wetland considerations rather than being directly related to avifaunal concerns. There would appear no clear advantages from an avifaunal perspective to the possible Klip River Deviation and the opinion of the wetland specialist should be adhered to in this regard. Relevant to the Wilge River Deviation, Option 2 (red route) would seem the preferable option because it closely follows the routing of the existing secondary dirt road west of De Beers Pass for some of its length, in particular, it avoids a crossing over one wetland, utilizes an existing crossing over another wetland and utilizes an existing cutting through a ridge. The Gorge Deviation is of avifaunal relevance and seems preferable to the existing option, as it bypasses the sensitive Bramhoek waterfall/gorge, as long as no damage to Afromontane forests in this area is incurred. The Alex Pan Deviation is of direct avifaunal relevance and this deviation would materially improve, indeed is likely essential for, the De Beers Pass Route from an avifaunal perspective primarily, due to its skirting, rather than traversing, an Important Bird Area and a further routing away from the most highly sensitive areas associated with the farms Somersvlakte, Verdeuxsrust and directly adjacent areas. Of the two (similar) Alex Pan Deviation route options, Option 2 (red route) is marginally preferred from an avifaunal perspective over Option 1 (blue route) due to its slightly longer routing adjacent to an existing road. The Lincoln Pan Deviation is also of avifaunal relevance. This deviation should be considered mandatory and indeed should be expanded such that the closest edge of the road reserve is no less than 100 m from the wetland edge of the pan.. The potential mitigation from an avifaunal perspective of the De Beers Pass Route by means of the Gorge, Alex Pan and Lincoln Pan Deviations, however, are not judged material enough to significantly change the overall marked preference for the alternative A and C routes as demonstrated in the broader avifaunal specialist report.

2 2 INTRODUCTION This appendix assesses, from an avifaunal perspective, the expected impacts of six possible deviation sections along the proposed De Beers Pass Route of the National Road 3 Keeversfontein to Warden Toll Concession (N3TC). These six deviation sections are named, roughly from south to north: Gorge Deviation, Klip River Deviation, Wilge River ( Pitcher s Rest ) Deviation, Alex Pan Deviation, Lincoln Pan Deviation and Buckland Downs Deviation. This report comprises an addendum ( Appendix 8 ) to the final avifaunal specialist report of the environmental impact assessment for the proposed National Road 3: Keeversfontein to Warden (De Beers Pass Section) (DEA ref. no. 12/12/20/1992). This assessment is based on field inspections of five of the six possible deviations (Buckland Downs was not visited). These were made in April 2012 (Klip River, Wilge River and Alex Pan Deviations), when accompanied by the Environmental Assessment Practitioner (Alan Cave), the other environmental specialist consultants and relevant N3TC staff and technical consultants/contractors, and in May 2013 (Gorge and Lincoln Pan Deviations). A follow-up meeting with the EAP and N3TC staff after the April 2012 field inspection at the N3TC offices in Harrismith further informed the contents of this report. The overall aim of the possible deviations is to avoid the most highly sensitive environmental areas identified during the broader environmental impact assessment exercise. 3 DETAILS OF THE SIX POSSIBLE DEVIATIONS 3.1 Possible Deviation Klip River The intention of the possible Klip River Deviation is to avoid a central routing by the road through the middle of a wetland complex by shifting the road slightly westwards to bypass most of the wetland (see Figure 1). On the face of it, this proposal would seem environmentally sound. This is a wetlandrelated issue, however, rather than directly an avifaunal issue. It was noted that the wetland specialist seemed to indicate that a re-routing along the slopes adjacent to the wetland could be equally, or even more, hazardous from an environmental perspective in this particular instance, due to interference with slope drainage and increased danger of erosion in this area.

3 Figure 1. The possible Klip River Deviation. From an avifaunal perspective, a re-routing away from the centre of the wetland complex would seem a slight improvement, even if only from the perspective of a reduction in direct disturbance from the road on aquatic avifauna, but if this were to result in greater overall environmental degradation to the wetland due to interference with drainage and slope erosion, then the retention of the original route would be preferable. In this instance, the opinion of the wetland specialist should take precedence. The avifauna utilizing the wetland area is obviously reliant on the overall health of this wetland habitat and the recommendations in this regard are the most relevant for implementation. Immediately south of the wetland complex, both proposed routes travel through an extensive area of open, tall grassland (see Figure 1). Previous visits to this area during this assessment process have revealed important grassland bird populations in this area, for example the following Red Data species: Denham s Bustard, White-bellied Korhaan, Grey Crowned, Blue and

4 Wattled Cranes, and African Marsh Harrier (see Appendix 4). White-bellied Korhaans were again recorded in this area during the April 2012 field inspection. In addition, displaying (i.e. likely breeding) Melodious Larks were noted as common and conspicuous during the April 2012 visit. This species had not hitherto been recorded in the broader study area during either this assessment or SABAP2, although it had been recorded in the broader study area during SABAP1 (see Appendix 4). This species is formally listed as Near-threatened both globally and nationally. The two routes through this stretch of grassland would appear to differ little in terms of their potential impact on grassland bird species, although the possible deviation may be marginally less preferable in this regard, as it takes a more central route through this grassland block and therefore fragments it to a greater degree. In the light of the above discussion, there would appear no clear advantages from an avifaunal perspective to the possible Klip River Deviation. Therefore, the opinion of the wetland specialist should be adhered to in this regard. My understanding at this stage would thus be to maintain the original route in this instance. 3.2 Possible Deviation Wilge River The possible Wilge River Deviation (also known as the Pitcher s Rest Deviation) includes two options: blue/option 1 and red/option 2 route alternatives (see Figure 2). The intention of these deviations is to avoid traversing directly over a wetland system associated with the upper Wilge River where it passes through a narrow pass on the eastern border of the farm Pitcher s Rest and the western border of the farm Bloemhoek. Figure 2. The possible Wilge River Deviation options.

5 Option 1 (blue route) is a relatively minor deviation to the south which avoids the southern edge of the Wilge River wetland by being routed over the southern slopes of the narrow pass above the wetland. Option 2 (red route) is a more pronounced deviation to the south of the original routing. In the first instance, it should be noted that, as with the Klip River Deviation, this is a wetland-related issue rather than one of direct avifaunal concern. The wetlands in the pass are not of any particular avifaunal importance. Nevertheless, it would seem obvious that the original routing is undesirable from a wetland perspective and that the two alternative options are clear improvements in this regard, as they avoid traversing this Wilge-River wetland area. Of the two options, Option 2 (red route) would appear the most desirable from an avifaunal perspective because it closely follows the routing of the existing secondary dirt road above (west of) De Beers Pass for some of its length (see Figure 2). For example and perhaps in particular, it avoids (by passing above/south of) a crossing over a wetland on the farm Wapad ( Wetland 1 on Figure 2), utilizes (on or close to) an existing crossing over another wetland (to the west of the previous-mentioned wetland) on Wapad ( Wetland 2 on Figure 2), and also utilizes an existing (on or close to) cutting through a ridge on the western border of Wapad and the eastern border of the farm Pitcher s Rest ( Ridge on Figure 2). The Wilge River Deviation Option 2 (red route) would therefore seem the preferable option. 3.3 Possible Deviation Gorge The first thing to note about the possible Gorge Deviation is that it does away with the need for the Klip River Deviation and the two Wilge River Deviation Options (Figure 3).

6 Figure 3. The possible Gorge Deviation. The inset magnifies the sensitive escarpment-edge crossing, with Afromontane forest patches, pan and wetland.

7 Like the original De Beers Pass Route, the Gorge Deviation must pass over the actual lip of the Great Escarpment. This precipitous drop and associated rugged terrain is of the highest environmental and biodiversity value and sensitivity. The danger of instigating catastrophic erosive processes through the construction of the road and associated activities is particularly severe. The upper sheltered, south-facing, ravines associated with the narrow strip corresponding with the actual Great Escarpment edge itself harbour small, isolated patches of indigenous Afromontane forest (Photo 1). These forests support a distinct suite of forest birds, several of which are threatened and/or endemic, e.g. Bush Blackcap, Olive Bush-Shrike Telephorus olivaceus (not recorded in the original bird surveys but found in these forest in April 2013), Barratt s Warbler and Chorister Robin-Chat, (see also Appendices 2-4). This is the only area along the entire route Keeversfontein to Warden where the road directly traverses a region with Afromontane forest. This narrow belt of forest along the Great Escarpment essentially forms an extremely narrow link between more extensive such forest patches to the north and south of the Free State/KZN border and their importance in this regard as ecological corridors for the movement and gene flow of Afromontane biodiversity, including birds, cannot be overstated. Photo 1. The Afromontane forest patches lying directly on the route to be traversed by the possible Gorge Deviation and just below the lip of the Great Escarpment. The original De Beers Pass Route does not directly traverse any patches of Afromontane forest. The projected route of the Gorge Deviation though does pass directly through such forest patches (Figure 3). However, a tunnel is seemingly projected to pass directly under the upper part of the escarpment, as with the case in the original De Beers Pass Route. If the tunnel entirely

8 passes under the Afromontane forest patches any concern in this regard largely falls away. Even if this is the case, care would still have to be taken to ensure that construction activities in the general area do not negatively impact the forest patches in this area. During the course of the fieldwork Red Data bird species (see Appendix 4) were encountered along this deviation. These were: 1 Southern Bald Ibis - a single juvenile and another flock comprising a six adults and one juvenile, all foraging in natural grassland. 2 Cape Vulture two separate individuals soaring. 3 Martial Eagle one adult soaring. 4 Secretarybird one pair foraging in natural grassland. 5 Lanner Falcon one adult flying. A distinct advantage to the Gorge Deviation compared with the original De Beers Pass Route is that it would avoid potential disturbance to the Bramhoek waterfall/gorge directly adjacent to (just north of) that route where globally threatened Southern Bald Ibis, and a pair of near-threatened Lanner Falcons, breed (see Figure 3; also Appendix 4). It may also carry the advantage of shifting the road to the south and away from Eskom s Ingula development, which in the long-term is to be managed as a conservation area, with particular importance for threatened bird populations. As a general comment, it is unfortunate though that both proposed escarpment crossings would occur through relatively pristine habitats, rather than along/through the already disturbed existing De Beers Pass road. Another area of lesser concern relevant to the Gorge Deviation is its proximity to a small pan (Photo 2) and associated wetland apparently draining it to the north (Figure 3). This pan and wetland, however, are too small to be of significant avifaunal concern and this issue is best addressed by the wetland specialist.

9 Photo 2. The small pan situated just above the Great Escarpment as viewed from the south looking north. The possible Gorge Deviation would pass through the grassland just to the left of the pan. In conclusion, the possible Gorge Deviation is likely a preferable option compared with the original De Beers Pass Route, as it moves the road away from the Bramhoek waterfall/gorge (and Ingula area generally), provided the tunnel results in no significant damage to the Afromontane forest patches just below the escarpment lip. 3.4 Possible Deviation Alex Pan The intention of the possible Alex Pan Deviation is to avoid traversing the Alex Pan Important Bird Area ( IBA ; see Appendix 5). This deviation, like the Wilge River Deviation, also includes two options: blue/option 1 and red/option 2 route alternatives (see Figure 4).

10 Figure 4. The possible Alex Pan Deviation options. The broader avifaunal specialist report identified the general area around and including the Alexpan IBA, and including the farms Greywell and Somersvlakte in particular (see Figure 4), as being of the highest avifaunal importance in the study area. In terms of Red Data species, this was particularly noticeable for species such as: Denham s Bustard, Blue Korhaan, Grey Crowned, Blue and Wattled Cranes, and Southern Bald Ibis (see Appendix 4). The Alex Pan Deviation options therefore are of direct avifaunal relevance. Both deviation options represent a fairly substantial re-routing to the south of the original route option (see Figure 4). The primary advantage to the deviation is that the route would now only skirt the south-western edge of the Alex Pan IBA, rather than traversing directly through it as in the case of the original route. This shift of the route to the south is an especial improvement as it moves the road even further away from the large pan/dam situated on Alex Pan and used by Grey Crowned, Blue and Wattled Crane species for roosting. Additional advantages to both deviation options are that they avoid traversing a fairly pristine grassland valley just to the west of the Tandjiesberg (largely on the farm Verdeuxsrust) and that they route along or close to the existing

11 secondary dirt road for at least a small part of their lengths. These deviations should result in a lessened impact on the key species mentioned above in this area (i.e. Denham s Bustard, Blue Korhaan, Grey Crowned, Blue and Wattled Cranes, and Southern Bald Ibis). In particular, a breeding site of Grey Crowned Crane and an area utilized by Denham s Bustards would be avoided, especially by the blue/option 1 route. A further advantage to the deviation options is that they keep the road further away from the Tandjiesberg, where an active nest of a Verreaux s Eagle (not currently included in the Red Data list) is known. In terms of preference between the two possible options, both appear similar from an avifaunal perspective. The blue/option 1 route is sited slightly further to the south relevant to avoiding the sensitive areas on Somersvlakte but this is balanced by the red/option 2 route following the existing secondary dirt road for a slightly longer length than the blue/option 1 route. Perhaps overall the red/option 2 route is marginally more preferable due to its slightly longer routing along/close to an existing road. The Alex Pan Deviation red/option 2 route therefore is marginally preferred from an avifaunal perspective over the Alex Pan Deviation blue/option 1 route, and both deviations are highly preferred relative to the original route. 3.5 Possible Deviation Lincoln Pan Lincoln Pan was visited for the first time during this study in May Although this was a winter visit, the pan held appreciable water and was well vegetated with sedges (Eleocharis palustris?) (Photo 3). Numerous waterbirds were present, including White-faced and Yellow-billed Ducks, Cape Shoveler and African Spoonbill. The active nest of an African Marsh- Owl was located, further reflecting the health of this wetland (Photo 4).

12 Figure 5. The possible Lincoln Pan Deviation. Photo 3. The well-vegetated Lincoln Pan as photographed in May 2013.

13 Photo 4. Nest of African Marsh-Owl with two chicks at Lincoln Pan in May A deviation, along the lines of that proposed, such that the road does not actually traverse the wetland as originally routed, should be considered mandatory. The proposed deviation, however, does not seem adequate (Figure 5). The closest road edge should not be nearer than 100 m to the edge of the pan. The deviation as currently proposed seems closer than this (ca 50 m?) and consideration should be given to moving it to the north and more distant from the pan. A distance of at least 100 m is required to reduce disturbance to waterbirds utilizing the pan to an acceptable level. In addition, this buffer is required to reduce the danger of collisions by low-flying waterbirds flying into, or out of, the wetland, with vehicles and with the fence (and potential overhead lines?) that will line the road reserve. The proximity of this deviation to this pan is also relevant and potentially linked to the assessment of interchanges, see Appendix 9. In that appendix it is argued that the proposed Lincoln interchange is situated too far south and too close to the dam, supporting another relatively large waterbird population, positioned in this area. A movement of the interchange to the north and away from this dam, may be congruent with also shifting the road route to the north as it skirts Lincoln Pan. The Lincoln Pan Deviation should be considered mandatory and indeed should be shifted even further north such that the closest edge of the road (edge of the road reserve?) is no less than 100 m from the pan wetland edge.

14 3.6 Possible Deviation Buckland Downs The possible Buckland Downs Deviation is of a very minor nature and is not of direct environmental or avifaunal relevance (it is a heritage issue) (see Figure 6). The site was not visited during the field investigations related to the possible De Beers Pass Route deviations.

15 Figure 6. The possible Buckland Downs Deviation.

16 All that can be said from an environmental perspective relevant to this deviation is that, although unavoidable, a routing deviation away from ecologically disturbed ground and through natural grassland is undesirable. The possible Buckland Downs Deviation is not of any avifaunal relevance. 4 CONCLUSION A key question coming out of this analysis of these six possible De Beers Pass Route deviations is the extent to which their implementation would influence the choice of the De Beers Pass Route over the other two suggested alternative routes (i.e. the Alternative A Route, which closely follows the existing N3 in some areas, particularly from Harrismith to Warden, but traverses new ground to the north of the N3 in several stretches between Keeversfontein and Harrismith, and the Alternative C Route, which represents purely an upgrading of the existing N3 road). The broader avian specialist report suggests that the Alternative A and C routes are highly preferred over the De Beers Pass Route from an avian perspective. The first point to note is that three of the six possible De Beers Pass route deviations (Klip River, Wilge River and Buckland Downs deviations) are not directly relevant to avifaunal considerations and hence do not materially contribute to influencing the choice between the De Beers Pass, Alternative A and Alternative C routes. The other three possible deviations, however, the Gorge, Alex Pan and Lincoln Pan deviations, are relevant to avifaunal considerations. As discussed above, these deviations would materially improve the De Beers Pass Route from an avifaunal perspective. This is because: 1 the possible Gorge Deviation, if damage to Afromontane forests can be avoided, moves away from the Bramhoek waterfall/gorge and seasonal oxbow lake habitat on the Wilge River on Pitchers Rest, 2 the possible Alex Pan Deviation skirts, rather than directly bisects, an Important Bird Area and further routes away from the most highly sensitive areas associated with the farms Somersvlakte, Verdeuxsrust and directly adjacent areas, and 3 the possible Lincoln Pan Deviation obviates the need to directly traverse this waterbird-rich wetland. However, the broader avifaunal specialist report shows that areas of high avian sensitivity occur virtually along the entire length of the De Beers Pass Route, not just in the Bramhoek waterfall/gorge, Alex Pan Somersvlakte and associated region, and Lincoln Pan areas, compared with the Alternative A and C routes. In this regard, it is germane to point out that during the April 2012 field investigation, yet another Red Data species (Melodious Lark) was discovered directly along the De Beers Pass Route (in the possible Klip River Deviation area). In addition, the Alex Pan deviation would only partially mitigate the impact on sensitive bird populations in this specific region as this broader area is important for the relevant species and not just the specifically mentioned farms of Alex Pan, Somersvlakte, Greywell, Verdeuxsrust, etc., i.e. the birds are diffusely dispersed throughout this region and move widely over this landscape at different times. The appropriate response in the first instance is still to avoid this broader area of extreme avian sensitivity entirely

17 by pursuing the demonstrated far less sensitive Alternative A and C options. A similar argument applies to the crossing of the particularly environmentally valuable and sensitive escarpment lip region relevant to routing a crossing through existing disturbed areas and relatively pristine parts of this escarpment David Allan c/o Curator of Ornithology Durban Natural Science Museum Tel Cell davidallan@telkomsa.net 26 April 2012 Revised 24 May 2013