WESTERN CAPE GOVERNMENT: DEPARTMENT OF TRANSPORT AND PUBLIC WORKS

Transcription

1 WESTERN CAPE GOVERNMENT: DEPARTMENT OF TRANSPORT AND PUBLIC WORKS PROPOSED UPGRADE OF TRUNK ROAD 11/1 TO FREEWAY STANDARDS, FROM THE POTSDAM INTERCHANGE TO THE MELKBOS INTERCHANGE (N7/1), CAPE TOWN FINAL BASIC ASSESSMENT REPORT OCTOBER 2015 PREPARED FOR: HATCH GOBA ON BEHALF OF THE WESTERN CAPE GOVERNMENT: DEPARTMENT OF TRANSPORT & PUBLIC WORKS 2nd Floor False Bay Building Tygerberg Park 163 Uys Krige Drive Plattekloof, 7500 TEL: FAX: +27 (0) PREPARED BY: JEFFARES & GREEN (PTY) LTD PO BOX Pinelands 7430 TEL: FAX:

2

3 BASIC ASSESSMENT REPORT (AUGUST 2010) Basic Assessment Report in terms of the NEMA Environmental Impact Assessment Regulations, 2010 AUGUST 2010 Kindly note that: 1. This Basic Assessment Report is the standard report required by DEA&DP in terms of the EIA Regulations, 2010 and must be completed for all Basic Assessment applications. 2. This report must be used in all instances for Basic Assessment applications for an environmental authorisation in terms of the National Environmental Management Act, 1998 (Act No. 107 of 1998) (NEMA), as amended, and the Environmental Impact Assessment Regulations, 2010, and/or a waste management licence in terms of the National Environmental Management: Waste Act, 2008 (Act 59 of 2008) (NEM: WA), and/or an atmospheric emission licence in terms of the National Environmental Management: Air Quality Act, 2004 (Act No. 39 of 2004) (NEM: AQA). 3. This report is current as of 2 August It is the responsibility of the Applicant / EAP to ascertain whether subsequent versions of the report have been published or produced by the competent authority. 4. The required information must be typed within the spaces provided in the report. The sizes of the spaces provided are not necessarily indicative of the amount of information to be provided. It is in the form of a table that will expand as each space is filled with typing. 5. Incomplete reports will be rejected. A rejected report may be amended and resubmitted. 6. The use of not applicable in the report must be done with circumspection. Where it is used in respect of material information that is required by the Department for assessing the application, this may result in the rejection of the report as provided for in the regulations. 7. While the different sections of the report only provide space for provision of information related to one alternative, if more than one feasible and reasonable alternative is considered, the relevant section must be copied and completed for each alternative. 8. Unless protected by law all information contained in, and attached to this report, will become public information on receipt by the competent authority. If information is not submitted with this report due to such information being protected by law, the applicant and/or EAP must declare such non-disclosure and provide the reasons for the belief that the information is protected. 9. This report must be submitted to the Department at the postal address given below or by delivery thereof to the Registry Office of the Department. No faxed or ed reports will be accepted. Please note that for waste management licence applications, this report must be submitted for the attention of the Department s Waste Management Directorate (tel: and fax: ) at the same postal address as the Cape Town Office Region A. 10. Unless indicated otherwise, two electronic copies (CD/DVD) and three hard copies of this report must be submitted to the Department. DEPARTMENTAL DETAILS CAPE TOWN OFFICE REGION A (Cape Winelands, City of Cape Town: Tygerberg and Oostenberg Administrations) Department of Environmental Affairs and Development Planning Attention: Directorate: Integrated Environmental Management (Region A2) Private Bag X 9086 Cape Town, 8000 Registry Office 1 st Floor Utilitas Building 1 Dorp Street, Cape Town Queries should be directed to the Directorate: Integrated Environmental Management (Region A2) at: Tel: (021) Fax: (021) CAPE TOWN OFFICE REGION B (West Coast, Overberg, City of Cape Town: Helderberg, South Peninsula, Cape Town and Blaauwberg Administrations Department of Environmental Affairs and Development Planning Attention: Directorate: Integrated Environmental Management (Region B) Private Bag X 9086 Cape Town, 8000 Registry Office 1 st Floor Utilitas Building 1 Dorp Street, Cape Town Queries should be directed to the Directorate: Integrated Environmental Management (Region B) at: Tel: (021) Fax: (021) GEORGE OFFICE (Eden and Central Karoo) Department of Environmental Affairs and Development Planning Attention: Directorate: Integrated Environmental Management (Region A1) Private Bag X 6509 George, 6530 Registry Office 4 th Floor, York Park Building 93 York Street George Queries should be directed to the Directorate: Integrated Environmental Management (Region A1) at: Tel: (044) Fax: (044) View the Department s website at for the latest version of this document. Jeffares & Green (Pty) Ltd Page 3 of 69

4 DEPARTMENTAL REFERENCE NUMBER(S) File reference number (EIA): File reference number (Waste): File reference number (Other): 16/3/1/1/A1/37/3002/14 PROJECT TITLE PROPOSED UPGRADE OF TRUNK ROAD 11/1 TO FREEWAY STANDARDS, FROM THE POTSDAM INTERCHANGE TO THE MELKBOS INTERCHANGE (N7/1), CAPE TOWN DETAILS OF THE ENVIRONMENTAL ASSESSMENT PRACTITIONER (EAP) Environmental Assessment Practitioner (EAP): Contact person: Jeffares & Green (Pty) Ltd Ms Tamryn Heydenrych / Ms Betsy-Jane Ditcham Postal address: PO Box Pinelands Postal code: 7430 Telephone: Cell: EAP Qualifications EAP Registrations/Associations tamryn@jgi.co.za Fax: Tamryn Heydenrych: BSc (Hons) Physical Geography Betsy-Jane Ditcham: BSc (Hons) Wildlife Management Tamryn Heydenrych: Registered with the South African Council for Natural Scientific Professions: Registration Number: /13; Member IAIA Betsy-Jane Ditcham: Member IAIA Details of the EAP s expertise to carry out Basic Assessment procedures Tamryn Heydenrych Tamryn Heydenrych completed a BSc undergraduate degree at the University of Cape Town (UCT) in 2005, majoring in Environmental and Geographical Science and Atmospheric Science and Oceanography and completed a BSc (Hons) in Physical Geography from UCT the following year. In 2007 she joined CCA Environmental (Pty) Ltd where she worked as an environmental consultant for five years, undertaking Basic Assessments, Scoping and Environmental Impact Assessments and compiling Construction and Operation Environmental Management Programmes. Tamryn also gained experience working as an Environmental Control Officer, conducting and producing site audits, on a number of projects in the Western Cape. In 2012 she joined Jeffares & Green (Pty) Ltd as a Senior Environmental Consultant. Betsy-Jane Ditcham Betsy-Jane Ditcham (née King) completed a BSc undergraduate degree at the University of Cape Town (UCT) in 2005, majoring in Ecology and Zoology. Ms. Ditcham then undertook an Honours degree with the Centre for Wildlife Management at the University of Pretoria. Her thesis focussed on a Management Plan for a Game Ranch incorporating all relevant ecological factors applicable to the area. Ms Ditcham completed her Honours in In 2008 she joined Jeffares & Green (Pty) Ltd. as a Junior Environmental Assessment Practitioner. In 2010, she qualified as a Green Star SA Accredited Professional with the Green Building Council of South Africa. Jeffares & Green (Pty) Ltd Page 4 of 69

5 DEFINITIONS AND ABBREVIATIONS At-Grade Intersection BAR CBA CCT DEA&DP DTPW ECO EIA HIA HWC IACom I&AP NEMA N7 TR11/1 An at-grade intersection is a junction at which two or more transport axes cross at the same level. Basic Assessment Report Critical Biodiversity Area City of Cape Town Department of Environmental Affairs and Development Planning Western Cape Government: Department of Transport and Public Works Environmental Control Officer Environmental Impact Assessment Heritage Impact Assessment Heritage Western Cape Impact Assessment Committee Interested and Affected Party National Environmental Management Act (107 of 1998) as amended National Route 7 which runs from Cape Town to Namibia Section of the N7 between the existing Potsdam Interchange and the Melkbos Interchange. For the purposes of this report, it is interchanged with N7 due to familiarity of this term. Jeffares & Green (Pty) Ltd Page v of 69

6 EXECUTIVE SUMMARY INTRODUCTION AND PURPOSE OF THIS REPORT HatchGOBA on behalf of the Western Cape Government: Department of Transport & Public Works [DTPW] has appointed Jeffares & Green (Pty) Ltd as the independent Environmental Assessment Practitioner (EAP) to conduct a Basic Assessment process in terms of the National Environmental Management Act (107 of 1998) as amended (NEMA) Environmental Impact Assessment (EIA) Regulations 2010 for the proposed upgrade of the National Route 7 (N7) between the existing Potsdam Interchange and the Melkbos Interchange to freeway standards. It should be noted that any changes to the Draft Report have been underlined in the Final Report for ease of reference. PROJECT INFORMATION The Western Cape Government: Department of Transport and Public Works (DTPW) is proposing to upgrade TR11/1 (hereafter referred to as the N7 for ease of reference and familiarity) between the existing Potsdam Interchange and the Melkbos Interchange (recently constructed) to freeway standards. This section of the N7 forms part of the national route from the Wingfield Interchange on the N1 (in the south) to the Namibian border in the north, however, the section between the existing Potsdam Interchange and the Melkbos Interchange is classified as a rural highway (TR11/1) and is not of freeway standards despite the common perception of it as a freeway. The N7 between the N1 and the Potsdam Interchange has been upgraded to freeway standards and the section of the N7 from and including the Melkbos Interchange to Malmesbury is currently being upgraded to a similar standard as part of a separate contract. In order to upgrade TR11/1 between the existing Potsdam Interchange and the Melkbos Interchange to freeway standards the following at-grade access points with the N7 need to be closed and alternative accesses established: Vissershok Road (Minor Road 111), Klein Vissershok Road (Minor Road 89), Frankdale Road (Minor Road 47), Van Schoorsdrif Road (Divisional Road 1111), and Morningstar Road (Main Road 215). In order to provide future alternative access on and off the N7 between the Potsdam and the Melkbos Interchanges, the following is proposed: Van Schoorsdrif Interchange (diamond interchange) in the vicinity of the current Van Schoorsdrif Road / N7 intersection, thus replacing the current intersection. This interchange would provide the main access on and off the N7 in the study area. Realign a section of Vissershok Road (eastern side of N7) further north to link into the Van Schoorsdrif Interchange. Extend the Van Schoorsdrif Interchange to the west of the N7 to intersect with Frankdale Road. This section would initially be constructed as a single carriageway but would become a double carriageway, when demand necessitates the road widening. Alternative access to the N7 for Morningstar residents via the recently completed Melkbos Interchange and proposed Van Schoorsdrif Interchange when the City of Cape Town has completed the planning for future road networks in the area. Alternative access for Klein Vissershok Road would be via the M12, the extension of which is proposed as part of another development application and is not included or being assessed as part of this project. The Van Schoorsdrif Interchange and realignment of Vissershok Road is being proposed along the same alignment that was previously approved as part of the Bloubergstrand East-West arterial, which was a City of Jeffares & Green (Pty) Ltd Page vi of 69

7 Cape Town (CCT) project completed in 2003 but never implemented. An environmental process was undertaken by Erica van den Honert between 2001 and 2003 and formed part of the CCT s project to identify the most suitable position for the Bloubergstrand East-West arterial route which would link Otto du Plessis Drive north of Big Bay in the west and Vissershok Road in the east. The Record of Decision (Reference: AN 592/25/4 Blouberg Arterial Road) subsequently lapsed, and as such environmental approval is required for the section of the Bloubergstrand East-West arterial being considered as part of this project. OVERVIEW OF CHANGES TO PROJECT DETAILS AND ALTERNATIVES PREVIOUSLY CONSIDERED IN DRAFT BAR: A number of factors have arisen that has resulted in changes to the original project description, as presented in the Draft BAR. The following key changes have been made: Position of the bridge over the Diep River has shifted slightly upstream: o The original position of the bridge and the alignment of the Vissershok Road across Farm 957/0, severely impacted on the landowners faming activities. o o In consultation with Portland Quarries, it was confirmed that they would relax the 350 m fly-rock exclusion zone to 250 m, thus enabling the road to be aligned closer to the cadastral boundary of Farm 957/0. This alignment change resulted in the repositioning of the bridge over the Diep River slightly further eastwards in order to reduce the impacts on Farm 957/0. A small drainage line would also be realigned to run adjacent to the realigned Vissershok Road on the southern side of the Diep River. Alternative access options for Morningstar are no longer being considered as part of this project but will rather be undertaken separately when the City of Cape Town finalises the planned future road network in the study area: o o o o o o o o o As part of on-going investigations for the project, it was determined that there are key roads on the CCT s Metropolitan Road Network plan that still require further planning to the west of the N7 (and within the broader study area). Comments made on the Draft BAR around the alternatives presented for Morningstar, indicated that this is a sensitive area that requires further detailed investigations and additional stakeholder engagements, with affected landowners, residents, as well as key roads and planning authorities. There is a strong possibility that any work and planning done now would become obsolete once other road routes in the area have been finalised, as future roads could potentially provide the required access. Planning done now would most likely result in a waste of professional resources. Due to the urgency of upgrading this section of roadway to freeway standards and the need for further planning and stakeholder engagement within and around the Morningstar area, the DTPW considered it to be premature to identify an alternative access to the N7 for Morningstar residents at this stage and as such it was decided that this component would be excluded from the current project. Although this project still includes the closure of the current access off the N7 to Morningstar, it is foreseen that Morningstar residents would gain access to the N7 via both the current Melkbos Interchange and the proposed Van Schoorsdrif Interchange. However, the exact route/s would be determined as part of future City of Cape Town road network planning. It should be noted that the current accesses off the N7 would only be closed once the construction of Van Schoorsdrif Interchange has been completed, which is anticipated to only be in approximately 5 years time, from the date a positive Environmental Authorisation is issued for this project. The existing at-grade connection between Morningstar Road and the N7 would be retained for exclusive use for evacuation purposes as part of the Koeberg Evacuation Plan. However, a physical barrier would be put in place to prevent it from being used by the general public Jeffares & Green (Pty) Ltd Page vii of 69

8 BROAD PROJECT CONTEXT Alternatives Analysis under normal circumstances. Vissershok Road realignment and Van Schoorsdrif Interchange: Due to the previous environmental process and the previous selection of the preferred alignment for the East- West Arterial through this area, no layout or alignment alternatives are being considered for this part of the project. Impact Assessment A summary of the potential impacts is presented in the tables below. Table 1: Summary of impacts during the construction phase CONSTRUCTION PHASE IMPACTS WITHOUT MITIGATION WITH MITIGATION SOCIO-ECONOMIC IMPACTS Land Acquisition Medium LOW (-) (-) Employment Very to LOW (+) (+) Disruption and potential delays to traffic to Medium (-) LOW (-) GENERAL CONSTRUCTION-RELATED IMPACTS Noise VERY LOW (-) (-) Visual (-) VERY LOW TO LOW (-) CULTURAL-HISTORICAL IMPACTS Archaeology Medium (-) Cultural landscape and scenic routes Medium (-) LOW (-) FRESHWATER IMPACTS Water quality impairment (-) VERY LOW (-) Flow and Hydraulic modification Medium to (-) LOW TO VERY LOW (-) Loss of Riparian habitat and bed/bank modification (-) VERY LOW (-) Loss of aquatic biodiversity (-) VERY LOW (-) VEGETATION IMPACTS Loss of vegetation within mapped CBA areas Medium (-) LOW TO MEDIUM (-) Disturbance of Topsoil Profiles (-) VERY LOW (-) Biological impacts relating to the construction of the bridge over the Diep River to Medium (-) LOW (-) Table 2: Summary of impacts during the operational phase OPERATION PHASE IMPACTS WITHOUT MITIGATION WITH MITIGATION FRESHWATER IMPACTS Loss of aquatic biodiversity (-) LOW (-) VEGETATION IMPACTS Runoff from Roads Very (-) (transformed areas) to Medium (-) (CBAs) VERY LOW TO NEGLIGIBLE (-) Road verge maintenance Very (-) (transformed areas) to Medium (-) (CBAs) VERY LOW TO NEGLIGIBLE (-) SOCIO-ECONOMIC IMPACTS Road Safety Medium (+) LOW (-) MEDIUM (+) Jeffares & Green (Pty) Ltd Page viii of 69

9 Based on the above, the recommended alternatives being put forward for approval are the following: Vissershok Road realignment, including a bridge over the Diep River 1 ; Van Schoorsdrif Interchange (i.e. diamond interchange) and extension; and Closure of five at-grade N7 intersections; namely Vissershok (Minor Road 111), Klein Vissershok (Minor Road 89), Frankdale (Minor Road 47), van Schoorsdrif (Divisional Road 1111) and Morningstar Roads (Main Road 215). Public Participation A Notification letter and background Information Document was sent to identified Interested and Affected Parties (I&APs) notifying them of the project. Identified I&APs were given 21 days from Wednesday 12 February 2014 to Tuesday 05 March 2014 to provide initial comment on the project. A public open day was held on 25 February 2014 at the Zonnekus Holiday Resort in Morningstar to discuss the proposed project with I&APs. All comments received during this commenting period were incorporated into the Comments and Response Report (1) included in the Draft BAR. The Draft BAR was made available for a 30-day public review and comment period 2 from 11 November 2014 until 12 December A copy of the Draft BAR was made available at the following locations: Table View Public Library (Address: Birkenhead Road, Tableview) and Zonnekus Holiday Resort (Address: Zonnekus Road, Morningstar); and Electronically on the Jeffares & Green (Pty) Ltd website ( All comments received during the commenting period have been incorporated into the Comments and Response Report (2) which is included in this Final BAR. Numerous meetings have also been held with directly affected landowners where their properties have been bisected by the proposed roads. In order to reduce potential impacts on farming and other current activities, it is proposed to incorporate various underpasses (i.e. culverts beneath the road) to allow access and movement to land on either side of the road. Underpasses are proposed at the Vissershok landfill site, Zone 7 and between Vissershok Farm and Platterug Farm. Underpasses would range from 2.4m to 9m in width and 3m to 4.5m in height. The Final BAR has been made available for a 21-day public review and comment period from 29 October 2015 until 19 November A copy of this Final BAR will be made available at the following locations from 29 October 2015 : Table View Public Library (Address: Birkenhead Road, Tableview) and Zonnekus Holiday Resort (Address: Zonnekus Road, Morningstar); and Electronically on the Jeffares & Green (Pty) Ltd website ( Conclusion and Recommendations In order to upgrade this section of the N7 to freeway standards and improve the safety for road users moving onto and off of the N7, the following would need to occur: The construction of Van Schoorsdrif Interchange (diamond interchange) in the vicinity of the current Van Schoorsdrif Road / N7 intersection, replacing the current intersection. This interchange would provide the main access on and off the N7 in the study area. The realignment of a section of Vissershok Road (eastern side of N7) further north to link into the Van Schoorsdrif Interchange. The extension of the Van Schoorsdrif Interchange to the west of the N7 to intersect with Frankdale Road. The provision of an alternative access to the N7 for Morningstar residents via the current Melkbos 1 Position of the Diep River crossing has shifted approximately 100m eastwards of the original crossing location. 2 Section 24O of NEMA has been amended by Act No. 25 of 2014: National Environmental Management Laws Amendment Act, As such the commenting period has been reduced from 40-days to 30-days. Jeffares & Green (Pty) Ltd Page ix of 69

10 Interchange and proposed Van Schoorsdrif Interchange would be determined once the City of Cape Town has completed it s planning of future road networks in the area. The provision of an alternative access for Klein Vissershok Road would be via the M12, the extension of which is proposed as part of another development application and is not included or being assessed as part of this project. The proposed Van Schoorsdrif Interchange would improve the safety for road users, as the existing at-grade intersections currently pose safety risks. The Van Schoorsdrif Interchange would also assist with easing congestion problems experienced at the current at-grade intersections, particularly during peak travel times, which would result in a positive socio-economic impact for the area. TR11/1 would be upgraded to freeway status, forming a continual freeway from Wingfield Interchange and Malmesbury. Although land acquisition is required, this would not significantly impact on existing activities being undertaken on the private land. The proposed activities would result in the loss of some vegetation. This would include the loss of Cape Flats Sand Fynbos habitat and vegetation however, the vegetation in these areas is in a highly degraded state and the impacts of the losses were assessed to be of to Medium significance post mitigation. The Freshwater Specialist concluded that the potential impact on the Diep River, its tributaries and the small drainage line would be relatively, provided that the mitigation measures are implemented 3. The main freshwater impacts are expected during the construction phase, and would therefore be of a temporary nature. The proposed realignment of Vissershok Road could potentially damage Stone Age artefacts (rudimentary hand tools) and ceramic fragments, if found within the section of road that has now been shifted slightly eastwards over the Diep River. However, the mitigation to walk this section prior to construction and collect any artefacts would ensure that archaeological impacts are negligible 4. The impacts associated with the culturallandscape include changes in the cultural landscape and scenic routes, through the construction of Vissershok Road Extension and bridge crossing. The impacts were found to be of Medium (negative) significance prior to mitigation but would drop to significance should the proposed mitigation measures be applied. Based on the above, the proposed upgrade of TR11/1 would not result in significant negative socio-economic and biophysical impacts and would result in positive benefits to road users. The majority of the identified impacts would occur during the construction phase and would be of a temporary nature. As such, it is the opinion of the EAP that the authorisation for the upgrade of TR11/1 be granted. 3 The Freshwater Assessment Addendum, dated October 2015, confirmed that there were no significant difference in the potential freshwater impact of the new bridge crossing alignment to that of the original proposed alignment. The proposed realignment of the small drainage line would also have an impact of very low significance on the freshwater features. 4 correspondence with J. Orton, dated 31 July Jeffares & Green (Pty) Ltd Page x of 69

11 SECTION A: ACTIVITY INFORMATION 1. PROJECT DESCRIPTION (a) Is the project a new development? YES NO (b) Provide a detailed description of the development project and associated infrastructure. The Western Cape Government: Department of Transport and Public Works (DTPW) is proposing to upgrade TR11/1 (hereafter referred to as the N7 for ease of reference and familiarity) between the existing Potsdam Interchange and the Melkbos Interchange (recently constructed) to freeway standards. This section of the N7 forms part of the national route from the Wingfield Interchange on the N1 (in the south) to the Namibian border in the north, however, the section between the existing Potsdam Interchange and the Melkbos Interchange is classified as a rural highway (TR11/1) and is not of freeway standards despite the common perception of it as a freeway. The N7 between the N1 and the Potsdam Interchange has been upgraded to freeway standards and the section of the N7 from and including the Melkbos Interchange to Malmesbury is currently being upgraded to a similar standard as part of a separate contract. Refer to Appendix A and B for locality plan and various layout maps. In order to upgrade TR11/1 to freeway standards the following at-grade 5 access points with the N7 need to be closed and alternative accesses established: Vissershok Road (Minor Road 111), Klein Vissershok Road (Minor Road 89), Frankdale Road (Minor Road 47), Van Schoorsdrif Road (Divisional Road 1111), and Morningstar Road (Main Road 215). In order to maintain access on and off the N7 between the Potsdam and the Melkbos Interchanges, the following is proposed: Establish a Van Schoorsdrif Interchange (diamond interchange) in the vicinity of the current Van Schoorsdrif Road / N7 intersection, thus replacing the current intersection. This interchange would provide the main access on and off the N7 in the study area. Realign a section of Vissershok Road (eastern side of N7) further north to link into the Van Schoorsdrif Interchange. The proposed new section of Vissershok Road (on the Bloubergstrand East-West Arterial alignment) east of the N7 falls largely on one agricultural farm (Farm 957/0 owned by Mr Brink), with the remaining portion of the western side of the N7 located on City of Cape Town property within the Vissershok Landfill Site. The realigned section of Vissershok Road would also cross a small portion of the Hard Rock / Portland Quarry property, located to the east of the N7. The closure of a section of the Vissershok Road may include the demolition of a 1,5km stretch of existing road between the Vissershok Homestead and the N7. A bridge over the Diep River would be required 6. A small drainage line would also be realigned to run adjacent to the realigned Vissershok Road on the southern side of the Diep River. Extend the Van Schoorsdrif Interchange (western side of N7) to intersect with Frankdale Road. This section would initially be constructed as a single carriageway but would become a double carriageway, when demand necessitates the road widening. It is proposed to incorporate underpasses (i.e. culverts beneath the realigned Vissershok road) to allow access and movement to land on either side of the road. Underpasses are proposed at the Vissershok landfill site, Zone 7 and between Vissershok Farm and Platterug Farm. Underpasses would range from 5 An at-grade intersection is a junction at which two or more transport axes cross at the same level. 6 After considering comments received during the Draft BAR commenting period and consultation with the landowner of Farm 1098/4, the Engineer has realigned a small portion of the route eastwards of its original position at the crossing of the Diep River. As such, the position of the Diep River crossing has shifted approximately 100m eastwards of the original crossing location. Jeffares & Green (Pty) Ltd Page 11 of 69

12 2.4m to 9m in width and 3m to 4.5m in height. Alternative access to the N7 for Morningstar residents via the recently completed Melkbos Interchange and proposed Van Schoorsdrif Interchange when the City of Cape Town has completed the planned future road network in the area 7. The existing at-grade connection between Morningstar Road and the N7 would be retained for exclusive use for evacuation purposes as part of the Koeberg Evacuation Plan. However, a physical barrier would be put in place to prevent it from being used by the general public under normal circumstances. Alternative access for Klein Vissershok Road would be via the M12, the extension of which is proposed as part of another development application and is not included or being assessed as part of this project. The closure of the Klein Vissershok Road and Morningstar accesses onto the N7 would only occur once the new road and interchange is opened to traffic and alternative local road accesses are constructed. This practice would apply to all proposed road closures, i.e. access would only be formally closed once the proposed new roads and alternative access points have been constructed and are operational. The Van Schoorsdrif Interchange and realignment of Vissershok Road is being proposed along the same alignment that was previously approved as part of the Bloubergstrand East-West arterial, which was a City of Cape Town (CCT) project completed in 2003 but never implemented. An environmental process for the Bloubergstrand East-West arterial was undertaken by Erica van den Honert between 2001 and 2003 and formed part of the CCT s project to identify the most suitable position for the Bloubergstrand East-West arterial route which would link Otto du Plessis Drive north of Big Bay in the west and Vissershok Road in the east. The Record of Decision (Reference: AN 592/25/4 Blouberg Arterial Road) subsequently lapsed, and as such environmental approval is required for the section of the Bloubergstrand East-West arterial being considered as part of this project. The Bloubergstrand East-West arterial project considered four alternative routes and the figure below shows the assessed routes in the current study area (i.e. just west of the N7 eastwards to where the road would link into Vissershok Road) 8 : Route 1 (green line) was aligned to the south of the Vissershok industrial area. To the west of the N7, the route was proposed to run south of the railway line and cross the N7 at the southern corner of the Vissershok Landfill Site. It was then aligned straight across Vissershok Farm to join in to Vissershok Road. Route 2 (blue line) was aligned to follow the existing Frankdale Road and would cross the N7 at the current Frankdale access with the N7. To the east of the N7, this route was aligned to run across Vissershok Farm and link to Vissershok Road at the same location as Route 1. Route 3 (pink line) was aligned along Frankdale Road in the west and was then aligned northwards at the Eskom power line servitude to intersect with the N7 at the Van Schoorsdrif / N7 intersection. The route was then aligned along the cadastral boundaries to the east of the N7 and linked into Vissershok Road further east of Routes 1 and 2. This is the route alignment which is being proposed for the current project. Route 4 (red line) was aligned to coincide with the northern buffers of the Vissershok Landfill Site and would cross the N7 north of the van Schoorsdrif Road / N7 intersection. The route was then placed across Van Schoorsdrif Road where it met up with the Route 3 alignment before linking into Vissershok Road. 7 Refer to Section E for information regarding changes to project details at Morningstar. 8 Information taken from Bloubergstrand East-West Arterial Road Final Environmental Scoping Report, Van Den Honert, Jeffares & Green (Pty) Ltd Page 12 of 69

13 N7 The previous environmental process included detailed engineering input as well as an extensive public participation process with affected landowners. The Environmental Scoping Report concluded that Routes 1 and 2 were not deemed to be feasible due to the following factors 9 : The existing infrastructure and services in the area would have made it difficult from an engineering perspective to implement these two alignments, The required bridge would cross the Diep River where the river is very wide, which would have caused significant environmental damage associated with the construction of the bridge in the river bed. These routes would also traverse the headwaters of the surrounding wetland areas. Farming operations would have been more severely impacted as these routes would bisect agricultural land leading to losses in agricultural output and significantly disrupting farming operations, The cut through the hill to the south of the Vissershok farm homestead and Vissershok Road would have resulted in a significant visual impact, and The sense of place of the Vissershok farm homestead and the Rooidakkies settlement, which is located at the intersection of Frankdale Road and the N7, would have been negatively impacted by the close proximity to the road. Routes 3 and 4 were both identified as being acceptable from an environmental perspective for the following reasons 10 : These routes followed the cadastral boundaries on the east of the N7, crossing land which was found to be less visually sensitive than that of Routes 1 and 2, The routes would not dissect arable land and would not impact on the wetlands surrounding the Diep River, The proposed crossing of the Diep River would be at a narrow section, thereby minimising the impacts on the river associated with the construction of the bridge, and These routes would also not impact on the Rooidakkies settlement at the intersection of Frankdale Road and the N7. Based on the outcome of the environmental assessment, and although Routes 3 and 4 were deemed to be feasible and reasonable from an environmental perspective, the Applicant s preferred route was Route 3. 9&2 Information taken from Bloubergstrand East-West Arterial Road Final Environmental Scoping Report, Van Den Honert, Jeffares & Green (Pty) Ltd Page 13 of 69

14 A Record of Decision (Reference: AN 592/25/4 Blouberg Arterial Road) for the environmental process was received from the Department of Environmental Affairs and Development Planning in January 2003 where this preferred route (i.e. Route 3) was authorised. Unfortunately, due to construction not commencing within the stipulated validity period, this authorisation subsequently lapsed. As such, and based on this previous environmental process and Record of Decision, the DTPW s is proposing to realign the Vissershok Road and establish the Van Schoorsdrif Interchange along the same alignment as Route 3. (c) List all the activities assessed during the Basic Assessment process: GN No. R. 544 Activity No(s): Describe the relevant Basic Assessment Activity(ies) in writing as per Listing Notice 1 (GN No. R. 544) 11 The construction of: (i) Canals; (ii) Channels; (iii) Bridges; (iv) (vi) bulk stormwater outlet structures; (v) (xi) infrastructure or structures covering 50 square metres or more where such construction occurs within a watercourse or within 32 metres of a watercourse, measured from the edge of a watercourse, excluding where such construction will occur behind the development setback line. 18 The infilling or depositing of any material of more than 5 cubic metres into, or the dredging, excavation, removal or moving of soil, sand, shells, shell grit, pebbles or rock of more than 5 cubic metres from: (i) a watercourse But excluding where such infilling, depositing, dredging, excavation, removal or moving: (a) Is for maintenance purposes. (b) Occurs behind a development setback line. 22 The construction of a road, outside urban areas, (i) with a reserve wider than 13,5 meters or, (ii) where no reserve exists where the road is wider than 8 metres, or (iii) for which an environmental authorisation was obtained for the route determination in terms of activity 5 in Government Notice 387 of 2006 or activity 18 in Notice 545 of 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 meters; or Describe the portion of the development as per the project description that relates to the applicable listed activity. The proposed bridge over the Diep River would trigger this activity, as well as the construction of bulk stormwater structures and channels for stormwater control. The total infrastructure within 32m of a watercourse is likely to be bigger than 50m 2. The construction of the proposed bridge over the Diep River, the construction and upgrade of culverts, as well as the infilling and realignment of the small drainage line running southeast of the Diep River, would trigger this activity. The road reserve width for the realigned section of Vissershok Road (MR111) would be approximately 25m wide, but the width would increase up to 80m in certain sections to accommodate high fills and areas where a passing lane may be required. The road reserve width for Van Schoorsdrif Road would be 20m, but this would increase to 50m at the intersection with the realigned Vissershok Road. This activity is linked to the realignment of Vissershok Road, which would lengthen it by more than 1km. Jeffares & Green (Pty) Ltd Page 14 of 69

15 (ii) where no reserve exists, where the existing road is wider than 8 metres GN No. R. 546 Activity No(s): excluding widening or lengthening occurring inside urban areas. Describe the relevant Basic Assessment Activity(ies) in writing as per Listing Notice 3 (GN No. R. 546) 13 The clearance of an area of 1 hectare or more of vegetation where 75% or more of the vegetative cover constitutes indigenous vegetation, Describe the portion of the development as per the project description that relates to the applicable listed activity. The realignment of Vissershok Road and the proposed Van Schoorsdrif Interchange would clear portions of indigenous vegetation in areas identified as critical biodiversity areas. (a) Critical biodiversity areas and ecological support areas as identified in systematic biodiversity plans adopted by the competent authority. (c) In Western Cape: ii. Outside urban areas, the following: (aa) A protected area identified in terms of NEMPAA, excluding conservancies; (bb) National Protected Area Expansion Strategy Focus areas; (cc) Sensitive areas as identified in an environmental management framework as contemplated in chapter 5 of the Act and as adopted by the competent authority; 16 The construction of: (iv) infrastructure covering 10 square metres or more where such construction occurs within a watercourse or within 32 metres of a watercourse, measured from the edge of a watercourse, (d) In Western Cape: i. All watercourses; iii. Outside urban areas, in: (aa) A protected area identified in terms of NEMPAA, excluding conservancies; (dd) Sensitive areas as identified in an environmental management framework as contemplated in chapter 5 of the Act and as adopted by the competent authority; (ff) Critical biodiversity areas or ecosystem service areas as identified in systematic biodiversity plans adopted by the competent authority or in bioregional plans; 19 The widening of a road by more than 4 metres, or the lengthening of a road by more than 1 kilometre. The construction of the bridge (covering 10m 2 or more) over the Diep River would result in the loss of some vegetation identified within a critical biodiversity area. This activity is linked to the realignment of Vissershok Road, which would lengthen the existing road by more than 1km outside an urban area. Jeffares & Green (Pty) Ltd Page 15 of 69

16 (d) In Western Cape: ii. All areas outside urban areas; GN No. R. 545 Activity No(s): If permission was granted in terms of Regulation 20, describe the relevant Scoping and EIA Activity(ies) in writing as per Listing Notice 2 (GN No. R. 545) Describe the portion of the development as per the project description that relates to the applicable listed activity. The project is being conducted in terms of NEMA EIA (2010) Regulations, however the following NEMA EIA (2014) Listed Activities would be triggered and have, thus, been assessed 11. GN No. R. 983 Activity No(s): NEMA EIA LISTED ACTIVITIES December 2014 Describe the relevant Basic Assessment Activity(ies) in writing as per Listing Notice 1 (GN No. R. 983) 12 The development of; (i) canals exceeding 100 square metres in size; (ii) channels exceeding 100 square metres in size; (iii) bridges exceeding 100 square metres in size; (xii) infrastructure or structures with a physical footprint of 100 square metres or more; where such development occurs; (a) within a watercourse; Describe the portion of the development as per the project description that relates to the applicable listed activity. The proposed bridge over the Diep River, as well as the infilling and realignment of the small drainage line running southeast of the Diep River and the construction of bulk stormwater structures and channels for stormwater control, would trigger this activity. The total infrastructure within 32m of a watercourse is likely to be bigger than 100m 2 and would occur outside of the urban area (see Appendix B for Urban Edge Map). Excluding: (dd) where such development occurs within an urban area; or (ee) where such development occurs within existing roads or road reserves. 19 The infilling or depositing of any material of more than 5 cubic metres into, or the dredging, excavation, removal or moving of soil, sand, shells, shell grit, pebbles or rock of more than 5 cubic metres from; (i) a watercourse; excluding where such infilling, depositing, dredging, excavation, removal or moving; (a) will occur behind a development setback; 24 The development of; (i)a road for which an environmental authorisation was obtained for the route determination in terms of activity 5 in Government Notice 387 of 2006 or activity 18 in Government Notice 545 of 2010; or (ii)a road with a reserve wider than 13,5 meters, or where no reserve exists where the The construction of the proposed bridge over the Diep River, the construction and upgrade of culverts, as well as the infilling and realignment of the small drainage line running southeast of the Diep River, would trigger this activity. The road reserve width for the realigned section of Vissershok Road (MR111) would be approximately 25m wide, but the width would increase up to 80m in certain sections to accommodate high fills and areas where a passing lane may be required. The road reserve width for Van Schoorsdrif Road would be 20m, but this would increase to 50m at the intersection with the realigned Vissershok 11 The 2014 NEMA EIA Regulations were promulgated in December As per the transitional arrangements, applications submitted under the 2010 NEMA EIA Regulations that were pending at the time of the promulgation of the 2014 Regulations, will be dispensed in terms of the 2010 Regulations. Jeffares & Green (Pty) Ltd Page 16 of 69

17 road is wider than 8 metres; but excluding; (a) roads which are identified and included in activity 27 in Listing Notice 2 of 2014; or (b) roads where the entire road falls within an urban area. 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 meters; or (ii) where no reserve exists, where the existing road is wider than 8 metres; GN No. R. 985 Activity No(s): excluding where widening or lengthening occur inside urban areas. Describe the relevant Basic Assessment Activity(ies) in writing as per Listing Notice 3 (GN No. R. 985) 12 The clearance of an area of 300 square metres or more of indigenous vegetation except where such clearance of vegetation is required for maintenance purposes undertaken in accordance with a maintenance management plan. (a) In Western Cape: i) Within any critically endangered or endangered ecosystem listed in terms of section 52 of the NEM:BA or prior to the publication of such a list, within an area that has been identified as critically endangered in the National Spatial Biodiversity Assessment 2004; ii) Within critical biodiversity areas identified in bioregional plans; 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. 18 The widening of a road by more than 4 metres, or the lengthening of a road by more than 1 kilometre. (f) In Western Cape: i) All areas outside urban areas: (aa) Areas containing indigenous vegetation; Road. All of the proposed roads fall within the urban area, with the exception of a section of Vissershok Road which is outside of the urban area (see Appendix B for Urban Edge Map). This activity is linked to the realignment of Vissershok Road, which would be lengthened by more than 1km outside of the urban area (see Appendix B for Urban Edge Map). Describe the portion of the development as per the project description that relates to the applicable listed activity. The realignment of Vissershok Road and the proposed Van Schoorsdrif Interchange would clear portions of indigenous vegetation in areas identified as critical biodiversity areas. This activity is linked to the realignment of Vissershok Road, which would be lengthened by more than 1km in an area containing indigenous vegetation (see Appendix B for Urban Edge Map). Waste management activities in terms of the NEM: WA (Government Gazette No ): Jeffares & Green (Pty) Ltd Page 17 of 69

18 GN No Category A Activity No(s): Describe the relevant Category A waste management activity in writing. GN No. 718 Category B Activity No(s): Describe the relevant Category B waste management activity in writing. Atmospheric emission activities in terms of the NEM: AQA (Government Gazette No ): GN No. 248 Activity No(s): Describe the relevant atmospheric emission activity in writing. (d) Please provide details of all components of the proposed project and attach diagrams (e.g. architectural drawings or perspectives, engineering drawings, process flow charts etc.). Buildings YES NO Provide brief description: Infrastructure (e.g. roads, power and water supply/ storage) YES NO Provide brief description: Closure of five at-grade N7 intersections; namely Klein Vissershok (Minor Road 89), Vissershok (Minor Road 111), Frankdale (Minor Road 47), Van Schoorsdrif (Divisional Road 1111) and Morningstar Road (Main Road 215). The realignment of a section of the Vissershok Road (eastern side of N7) further north to link into the proposed Van Schoorsdrif Interchange in the west. Vissershok Road would then extend through the Interchange to the west of the N7 to intersect with Frankdale Road. The Vissershok Road realignment would have a nominal road reserve width of approximately 25m. This width would increase up to 80m in certain sections to accommodate high fills and areas where a passing lane may be required. Note that the project boundaries would be the Contermanskloof interchange in the east and the western boundary would be in the vicinity of the Eskom power lines located west of the Vissershok landfill. The current Frankdale Road would be closed and transferred as a local street to be used as access to the landfill site and existing businesses on Frankdale Road. The current at-grade access to the N7 from Frankdale Road would be closed. The Van Schoorsdrif extension would intersect with the current Frankdale Road in the vicinity of the Koeberg high voltage overhead power lines and would provide access from Frankdale Road to the N7. The road reserve width of the existing Van Schoorsdrif Road would be widened from 20m to approximately 50m where it would join with the realigned Vissershok Road. A new bridge is proposed over the Diep River. The bridge would be approximately 11m in width and would most likely consist of two end spans with four internal spans, with a total suspended length of approximately 150m 12. The bridge would be a similar structure to the bridge on the N7 that currently crosses the Diep River. The small drainage line currently running southeast of the Diep River on the downstream side of the bridge crossing would be in-filled and realigned to run adjacent to the Vissershok Road realignment upstream of the bridge crossing position. It is proposed to incorporate underpasses (i.e. culverts beneath the road) to allow access and movement to land on either side of the road. Underpasses are proposed at the Vissershok landfill site, Zone 7 and between Vissershok Farm and Platterug Farm. Underpasses would range from 2.4m to 9m in width and 3m to 4.5m in height. Processing activities (e.g. manufacturing, storage, distribution) YES NO 12 The exact bridge dimensions would only be finalised once detailed designs have been completed that would take into account floodlines, geology in the area, etc. However, the cross-section provided in Appendix B provides a good representation of the likely bridge design. Jeffares & Green (Pty) Ltd Page 18 of 69