DRAFT BASIC ASSESSMENT REPORT. Prepared by:

Transcription

1 IMPROVEMENT OF NATIONAL ROUTE N2 SECTION 14 & 15 FROM GREEN RIVER (KM 60.0) TO ZWELITSHA INTERSECTION (KM 6.00) & THE NEW BREIDBACH INTERCHANGE (KM 9.8). DRAFT Prepared for: On behalf of: GIBB Engineering South African National Roads Agency SOC Ltd (SANRAL) Prepared by: EOH Coastal & Environmental Services EAST LONDON 25 Tecoma Street East London, Also in Grahamstown, Cape Town, Johannesburg, Port Elizabeth and Maputo JUNE 2016

2 File Reference Number: Application Number: Date Received: (For official use only) Basic assessment report in terms of the Environmental Impact Assessment Regulations, 2014, promulgated in terms of the National Environmental Management Act, 1998 (Act No. 107 of 1998), as amended. Kindly note that: 1. This basic assessment report is a standard report that may be required by a competent authority in terms of the EIA Regulations, 2014 and is meant to streamline applications. Please make sure that it is the report used by the particular competent authority for the activity that is being applied for. 2. This report format is current as of 08 December It is the responsibility of the applicant to ascertain whether subsequent versions of the form have been published or produced by the competent authority 3. The report must be typed within the spaces provided in the form. The size of the spaces provided is not necessarily indicative of the amount of information to be provided. The report is in the form of a table that can extend itself as each space is filled with typing. 4. Where applicable tick the boxes that are applicable in the report. 5. An incomplete report may be returned to the applicant for revision. 6. The use of not applicable in the report must be done with circumspection because if it is used in respect of material information that is required by the competent authority for assessing the application, it may result in the rejection of the application as provided for in the regulations. 7. This report must be handed in at offices of the relevant competent authority as determined by each authority. 8. No faxed or ed reports will be accepted. 9. The signature of the EAP on the report must be an original signature. 10. The report must be compiled by an independent environmental assessment practitioner. 11. Unless protected by law, all information in the report will become public information on receipt by the competent authority. Any interested and affected party should be provided with the information contained in this report on request, during any stage of the application process. 1

3 12. A competent authority may require that for specified types of activities in defined situations only parts of this report need to be completed. 13. Should a specialist report or report on a specialised process be submitted at any stage for any part of this application, the terms of reference for such report must also be submitted. 14. Two (2) colour hard copies and one (1) electronic copy of the report must be submitted to the competent authority. 15. Shape files (.shp) for maps must be included in the electronic copy of the report submitted to the competent authority. 2

4 SECTION A: ACTIVITY INFORMATION Has a specialist been consulted to assist with the completion of this section? YES NO If YES, please complete the form entitled Details of specialist and declaration of interest for the specialist appointed and attach in Appendix I. 1. PROJECT DESCRIPTION a) Describe the project associated with the listed activities applied for 1. PROJECT DESCRIPTION South African National Roads Agency SOC Limited (SANRAL) is proposing the construction, rehabilitation and reconstruction of the National Route N2 road from the Bulembu Airport turnoff to the Breidbach intersection near King William s Town in the Eastern Cape Province. This will include the following safety improvements on the R63 and the N2: Reconstruction of a section of the N2 from Bulembu Airport to the Buffalo River Bridge in King Williams Town. Major works to the Buffalo River Bridge. Major works to the Tshoxa River bridges and the rail over road bridge at KM 1.89 as well as extensive earth and drainage works, layer works and surfacing. Rehabilitation of the N2 through King Williams Town along a route from the Buffalo River Bridge along Cathcart Street, Buffalo Street; Grey Street and Alexandra Road to the Zwelitsha turn-off, including improvements to drainage, road repairs, and new surfacing. Rehabilitation of the R63 from Alexandra Road in King Williams Town to Bhisho, including improvements to drainage, road repairs and new surfacing. Construction of a new interchange at Breidbach, which includes a reinforced concrete structure with the necessary road works. Formalization of pedestrian, taxi and bus facilities along the route. Figure 1.1: Map of the proposed layout of the N2 Road Upgrade. 3

5 The following table indicates the route where sections of the road deviate from the existing N2 road. The sections that deviate are indicated by a red line. Table 1.1 Road route deviations. Deviation Layout (Google Earth Images) Section 1. Section 2. Figure 1.2: N2 road re-alignment up to Buffalo River Bridge in King William s Town. (A) 32 52'42.51"S ; 27 21'41.77"E (B) (C) 32 52'36.67"S ; 27 22'27.47"E 32 52'50.19"S ; 27 22'52.22"E Section 3. Figure 1.3: New clover portion and link road at the N2 turnoff to Zwelitsha. (A) 32 53'17.96"S ; 27 21'41.77"E (B) 32 53'20.64"S ; 27 25'43.35"E (C) 32 53'22.89"S ; 27 25'37.75"E Figure 1.4: New Breidbach interchange (quarter links) along the N2 towards East London. (A) 32 53'30.39"S ; 27 26'23.86"E (B) (C) 32 53'37.17"S ; 27 26'21.03"E 32 53'34.07"S ; 27 26'35.16"E (D) 32 53'40.62"S ; 27 26'32.04"E 4

6 2. BIOPHYSICAL ENVIRONMENT 2.1 Climate The study area is King William s Town in the Eastern Cape Province of South Africa. The climatic conditions are therefore assumed uniform throughout King William s Town. The King William s Town area primarily receives summer rainfall (Figure 2.1a). This usually amounts to approximately 502mm of rain per year (SA Explorer; 2015). The area receives the majority of its rainfall during the month of March (±74mm), whereas the average rainfall amounts to 8mm in the month of July. The average midday temperature ranges from 19.7 C in winter to 26.7 C during the summer months (Figure 2.1b). The area is coldest during the month of July when the average night-time temperature is 6.5 C (Figure 2.1c). Figure 2.1: (a) Graph of the average monthly rainfall; (b) Graph of the average monthly midday temperature; and (c) Graph of the average monthly night-time temperature (SA Explorer; 2015). 2.2 Geology The King William s Town region primarily consists of steep slopes of river valleys in highly dissected hills and moderately undulating plains. Mudstones derived from the Beaufort Group of the Karoo Supergroup as well as Jurassic Dolerite Suite intrusions (Geology South Africa II). Figure 2.2: Geology Map of the Proposed N2 Road Upgrade site. 5

7 2.3 Topography The topography of the King William s Town region ranges from 360m above sea-level to 560m above sea-level, as indicated in Figure 2.3. The lower-lying areas are indicated by a darker shade of brown, such as the Buffalo River system. On the other hand, the higher-lying areas are a lighter shade brown. Figure 2.3: Topography Map of the Proposed N2 Road Upgrade site. 2.4 Vegetation (as per Ecological Report) The two vegetation types that the project area passes through (Bhisho Thornveld and Buffels Thicket) are both classified by SANBI as least threatened, as indicated in Figure 2.4. Both these vegetation types in the study area have been transformed and are infested by a large amount of alien vegetation. The area of the study site classified as CBA 2 was found to be infested with numerous aliens and was therefore not considered pristine. The remainder of the study site was classified as CBA 3 or Functional Landscapes (as per ECBCP), this was ground truthed and so the area will be considered low sensitivity. The area had no excessively steep slopes, however stormwater management will play a large role in ensuring the integrity of the area is maintained and that no long-term erosional issues arise in the future. Please refer to the aquatic impact assessment for information regarding all aquatic environments found onsite. Although no animal SSC were observed onsite, there is still a possibility of some SSC being present. This will especially be the case surrounding wetlands, streams and rivers. Due to the fact that the N2 passes through King William s Town itself and will therefore have an impact on the surrounding residents, it is imperative that these residents are consulted during the EIA Public Participation Process. 6

8 Figure 2.4: Vegetation Map of the N2 Road Upgrade site. 2.5 Hydrology Figure 2.5 below indicates the wetlands which occur along the proposed N2 road upgrade route as well as the placement of a 500 metre buffer around the wetlands. Figure 2.5: Wetlands with a 500 m buffer along the proposed route. 7

9 Figure 2.6 indicates the watercourse in the vicinity of the proposed N2 road upgrade route and the placement of a 32 metre buffer around the rivers, streams and drainage lines. The activities which fall within the wetland and watercourse buffers require Water Use Licenses from the Department of Water and Sanitation (DWS). Figure 2.6: Rivers, streams and drainage lines with a 32 m buffer along the proposed route. Figure 2.7 indicates the location of the rivers, dams, wetlands and drainage lines in the King William s Town area. The main rivers in the area are the Buffalo River, Tshoxa River, and Yellowwoods River. Sections of the road upgrade may also affect the tributaries of these rivers. 8

10 Figure 2.7: Hydrology (wetlands, rivers, tributaries & drainage lines) Map of the N2 Road Upgrade site. 2.6 Land Use The current land use in the King William s Town region is portrayed in Figure 2.8 below, adapted from the National Geo-Spatial Information (2013) and the South African National Biodiversity Institute (SANBI) National Freshwater Ecosystem Priority Areas (NFEPA). King William s Town, Bhisho, Zwelitsha, Breidbach, Ginsberg, Mxhaxho, Schornville, KwaRayi and Tshatshu-Ezizeni are considered areas of high urban density (orange). The settlements which are classified as low urban density areas include Ngxwalane, Tolofiyeni, KwaLini and KwaMasingatha (light pink). Figure 2.8 also indicates the hydrology of the area; including rivers, wetlands and drainage lines. Plantations (light purple), woodlands (dark green), golf courses (light green) and recreational areas (green) are also indicated on the map below. The vegetation ranges from pristine vegetation to degraded vegetation, although the majority of the natural vegetation which occurs on the periphery of King William s Town is no longer considered pristine vegetation due to degradation and alien vegetation. Cultivated areas are indicated in yellow on the map. The red area on the map indicates the King William s Town Local Authority Nature Reserve. This nature reserve is a protected area. The cemeteries are bright pink on the map and only the KwaRayi cemetery is in close proximity to the N2 road upgrade route. The heritage specialist recommends a 20 m buffer around the KwaRayi cemetery to protect the cemetery and detached graves nearby. 9

11 Figure 2.8: Land Use Map of King William s Town and surrounding settlements. 2.7 Eastern Cape Biodiversity Conservation Plan (ECBCP) The main outputs of the ECBCP is the identification of critical biodiversity areas or CBAs, which are allocated the following management categories: CBA 1 = Maintain in a natural state CBA 2 = Maintain in a near-natural state Additional land use management categories include: CBA 3 = Functional landscapes CBA 4 = Towns and Settlement, cultivated land or plantation The ECBCP maps CBAs based on extensive biological data and input from key stakeholders. The ECBCP, although mapped at a finer scale than the National Spatial Biodiversity Assessment (Driver et al., 2005), is still relatively high-levelled. Therefore it is imperative that the status of the environment, for any proposed development MUST first be verified before the management recommendations associated with the ECBCP are considered (Berliner and Desmet, 2007). The site considered in this EIA falls within CBA 3 (Functional Landscapes) and CBA 2 as shown in Figure 2.9 below. The recommendation for the CBA 2 regions is to maintain the area in a near natural state. 10

12 Figure 2.9: ECBCP Map of King William s Town and surrounding settlements. b) Provide a detailed description of the listed activities associated with the project as applied for Detailed description of listed activities associated with the project Listed activity as described in GN 734, 735 and 736 e.g. GN 734 Item XX(x): The construction of a bridge within 32m of a water course GN R. 983: 12 c (iii), (vi), (xii) The development of (iii) bridges exceeding 100 square metres in size; (vi) bulk storm water outlet structures exceeding 100 square meters in size; (xii) infrastructure or structures with physical footprint of 100 square metres or more; Where such development occurs- (c) within 32 metres of a watercourse, measured from the edge of a watercourse. GN R. 983: 19 (i) The infilling or depositing of any material of more than 5 cubic metres into, or the dredging, Description of project activity that triggers listed activity if activities in GN 736 are triggered, indicate the triggering criteria as described in the second column of GN 733 e.g. A bridge measuring 5 m in height and 10m in length, no wider than 8 meters will be built over the Vaal river The construction of new bridges and the renovation of existing bridges are being proposed. The construction of new bridges over the Tshoxa River (2 river crossings) and the renovation of the Buffalo River Bridge. The construction of new bridges and the renovation of existing bridges are being proposed. The construction of new bridges over 11

13 excavation, removal or moving of soil, sand, shells, shell grit, pebbles or rock of more than 5 cubic metres from- (i) a watercourse. GN R. 983: 24 (ii) The development of (ii) a road with a reserve wider than 13, 5 metres, or where no reserve exists where the road is wider than 8 metres. GN R. 983: 56 The widening of a road by more than 6 metres, or the lengthening of a road by more than 1 kilometre- (i) where the existing reserve is wider than 13, 5 metres. GN R. 985: 12 a (iv) The clearance of an area of 300 square metres or more of indigenous vegetation except where such clearance of indigenous vegetation is required for maintenance purposes undertaken in accordance with a maintenance management plan. (a) In the Eastern Cape province: (iv) on land, where, at the time of the coming into effect of this Notice or thereafter such land was zoned open space, conservation or had an equivalent zoning. GN R. 985: 14 (iii) and (xii) (a) and (c) c (iii) aa The development of (iii) bridges exceeding 10 square metres in size; and/or (xii) infrastructure or structures with a physical footprint of 10 square metres or more; Where such development occurs (a) within a watercourse; and/or (c) if no development setback has been adopted, within 32 metres of a watercourse, measured from the edge of a watercourse. the Tshoxa River (2 river crossings) and the renovation of the Buffalo River Bridge will require excavation of the river bank and removal of sand and rock from the river bed. The proposed development entails realignment of sections of the N2 close to King William s Town as well as the construction of the Breidbach interchange. This is in order to comply with SANRAL safety regulations. The existing National Route N2 Section 14 and 15 will be rehabilitated and widened to comply with the SANRAL safety regulations. The proposed development will possibly involve the cumulative clearance of an area of 300 square metres of indigenous thicket vegetation because the rehabilitation and construction occur along a linear development which exceeds 10km. The construction of new bridges over the Tshoxa River (2 river crossings) and the renovation of the Buffalo River Bridge. c) In the Eastern Cape: (iii) In urban areas: (aa) Areas zoned for use as public open space. FEASIBLE AND REASONABLE ALTERNATIVES alternatives, in relation to a proposed activity, means different means of meeting the general purpose and requirements of the activity, which may include alternatives to (a) (b) the property on which or location where it is proposed to undertake the activity; the type of activity to be undertaken; 12

14 (c) (d) (e) (f) the design or layout of the activity; the technology to be used in the activity; the operational aspects of the activity; and the option of not implementing the activity. Describe alternatives that are considered in this application as required by Appendix 1 (3)(h), Regulation Alternatives should include a consideration of all possible means by which the purpose and need of the proposed activity (NOT PROJECT) could be accomplished in the specific instance taking account of the interest of the applicant in the activity. The nogo alternative must in all cases be included in the assessment phase as the baseline against which the impacts of the other alternatives are assessed. The determination of whether site or activity (including different processes, etc.) or both is appropriate needs to be informed by the specific circumstances of the activity and its environment. After receipt of this report the, competent authority may also request the applicant to assess additional alternatives that could possibly accomplish the purpose and need of the proposed activity if it is clear that realistic alternatives have not been considered to a reasonable extent. The identification of alternatives should be in line with the Integrated Environmental Assessment Guideline Series 11, published by the DEA in Should the alternatives include different locations and lay-outs, the co-ordinates of the different alternatives must be provided. The co-ordinates should be in degrees, minutes and seconds. The projection that must be used in all cases is the WGS84 spheroid in a national or local projection. 13

15 PROPOSED ALTERNATIVES: Alternative 1 (preferred), Alternative 2, Alternative 3 and the No-go Option Alternative 1 (preferred) Alternative 2 Alternative 3 No-go Option Alternative 2 will be located No Location/Property within the existing footprint Alternative 3. of the SANRAL road reserve. 1. Location/Property The preferred alternative will be located within the existing SANRAL Road Reserve and will also include sections of the following properties: Breidbach Erf 35; Breidbach Erf 37; Breidbach Erf 38; Bisho Erf 1995; Bisho Erf 2270; Jan Tzatzoes Location North 1924; King William s Town Erf 1; King William s Town Erf 361; King William s Town Erf 5001; and King William s Town Erf Type of Activity Rehabilitation and re-alignment of sections of the existing N2 road route which includes the Breidbach and Zwelitsha intersections. 3. Design or Layout The layout will primarily follow the existing N2 road route with exception to the link roads, realignment near the Buffalo River and new bridges and Rehabilitation of the existing N2 road route. The layout will follow the existing N2 road route and design will include resurfacing the existing asphalt and upgrading No Type of Activity Alternative 3. No Design/Layout Alternative 3. The No-go Option will be located within the existing footprint of the SANRAL road reserve. No activity. The existing road and associated infrastructure will remain the same and the condition is likely 14

16 4. Technology - Asphalt - Concrete - Gravel intersections. See Figure 11a on Page 16. Asphalt is the preferred technology alternative because the existing N2 Section 14 and 15 is an asphalt road, asphalt has has high skid resistance, high luminance, rapid shedding of rain water and low traffic noise levels. Asphalt requires maintenance more frequently than concrete. stormwater structures. See Figure 11b on Page 16. Concrete is technology alternative 2 because it is the most resistant to wear and less maintenance is therefore required; compared to asphalt and gravel. Although concrete roads are not feasible because they are expensive to build and the concrete takes a long period of time to dry before it can be operational. Gravel is technology alternative 3 because gravel is cost effective but it is impractical because it is less resistant to wear than asphalt or concrete; it has a low skid resistance and poses a high damage risk to vehicles. 5. Operational Aspects No Operational Alternatives. No Operational Alternatives. No Operational Alternatives. to deteriorate over time. See Figure 11c on Page 16. The existing asphalt road will remain the same and the condition of the asphalt is likely to deteriorate over time. No Operational Alternatives. 15