PORT OF WALVIS BAY SADC GATEWAY STRATEGIC ENVIRONMENTAL ASSESSMENT
Assessed by: Assessed for:
November 2016
Project: STRATEGIC ENVIRONMENTAL ASSESSMENT FOR THE NEW PORT OF WALVIS BAY SADC GATEWAY Report Final Version/Date 1 November 2016 Prepared for: Namibia Port Authority P O Box 361 Walvis Bay Namibia Lead Geo Pollution Technologies (Pty) Ltd TEL.: (+264-61) 257411 Consultant PO Box 11073 FAX.: (+264) 88626368 Windhoek Namibia Main Project Pierre Botha (Leader) Team (B.Sc. Geology/Geography); (B.Sc. (Hons) Hydrology/Hydrogeology) André Faul (B.Sc. Zoology, Biochemistry); (B.Sc. (Hons) Zoology); (M.Sc. Conservation Ecology) Philip Hooks (B.Sc. Botany, Environmental/Geography); (B.Sc. (Hons) Botany/Ecology); (Higher Diploma of Education (HDE)) Leejuan Brews (B.Sc. Conservation Ecology) Cite this Botha, P., Faul, A., Hooks. P., Brews. L., November 2016. Strategic document as: Environmental Assessment for the New Port of Walvis Bay SADC Gateway Copyright Copyright on this document is reserved. No part of this document may be utilised without the written permission of Geo Pollution Technologies (Pty) Ltd.
EXECUTIVE SUMMARY
Geo Pollution Technologies (Pty) Ltd, was appointed by the Namibian Port Authority (Namport) to conduct a Strategic Environmental Assessment (SEA) for the proposed Port of Walvis Bay Southern African Development Community (SADC) Gateway (SADC Gateway Port) in Walvis Bay. Strategic environmental assessments are strategic level, systematic decision support processes, aimed at ensuring that environmental and possibly other sustainability aspects are considered effectively in policy, plan and programme making . The Port of Walvis Bay is considered to be a world class trans-shipment and regional import and export location. It is connected to a network of transit corridors and is a first port of call in Africa for many shipping lines from Far East Asia, South America and Europe. A number of transport corridors links southern Africa to the port and the principal ones are: Trans-Kalahari Corridor, Trans-Cunene Corridor, Trans-Caprivi Corridor and Trans-Oranje Corridor. The SADC Gateway Port is a planned expansion of the existing Port of Walvis Bay. Due to land constraints at the existing port, Namport has no choice but to develop the SADC Gateway Port on a new property situated between the Naval Base and Bird Island, north of the currently developed boundaries of Walvis Bay. The development will take place within the port limits to the immediate north of Walvis Bay on an area known as Farm 39. It will comprise of an estimated 1,350 ha of land being converted into the various port terminals and backup facilities. The facilities envisioned for the development are 1) a Liquid Bulk Terminal; 2) a Multipurpose Dry Bulk Terminal; 3) a Coal Bulk Terminal; 4) a container Terminal; 5) Break Bulk/Multi-Purpose Terminals; 6) a Ro-Ro Terminal Area; 7) a Ship Repair Area; 8) a Rail Marshalling Yard; 9) the water area; and 10) some miscellaneous areas and infrastructure. A conveyor system will have to be constructed from the industrial park (Farm 58) to the SADC Gateway Port to carry bulk products like coal, iron ore and manganese to ships. This will be a closed conveyor system to minimize the impact of wind. The development and expansion of port infrastructure is supported by the Vision 2030 of Namibia as well as the 4th National Development Plan. The major benefits of the port expansion are increased employment opportunities, economic development, infrastructure development, and improved logistics for Namibia and southern Africa as a whole. Impacts associated with the development of the SADC Gateway Port is related to services provision and this is mainly the supply of water, electricity, housing and related services as well as an expected increase in traffic volumes throughout Namibia. However, the service providers NamPower and NamWater as well as the Municipality of Walvis Bay seems confident in their ability to cope with increased demands. The Municipality of Walvis Bay has planned and budgeted significantly in their Integrated Urban Spatial Development Framework for the planned SADC Gateway Port. The location of the proposed SADC Gateway Port is regarded as having a low to medium sensitivity with regards to archaeology. It is very important that Namport is aware of the archaeological sensitivity of the area and that archaeological remains, similar to those that have been found at this location, are protected by law. Once plans for the SADC Gateway Port are finalised a full archaeological impact assessment must be conducted which should include mitigation measures to be implemented. This must include the Archaeological Chance Finds Procedure. To identify other environmental impacts Environmental Impact Assessments must be conducted for each phase of the development of the SADC Gateway Port. Special consideration must also be given to the marine environment and the fauna associated with it. This includes mammals and birds found in the vicinity of the proposed development.
TABLE OF CONTENTS 1 INTRODUCTION ...... 1 1.1 BACKGROUND ...... 1 1.2 PROJECT JUSTIFICATION ...... 3 1.3 POTENTIAL BENEFITS OF THE SADC GATEWAY PORT ...... 4 2 SCOPE ...... 4
3 METHODOLOGY ...... 5
4 ADMINISTRATIVE, LEGAL AND POLICY REQUIREMENTS ...... 5 4.1 THE NAMIBIAN CONSTITUTION ...... 5 4.2 ENVIRONMENTAL MANAGEMENT ACT OF NAMIBIA (2007) ...... 5 4.2.1 Cradle to Grave Responsibility ...... 6 4.2.2 Precautionary Principle ...... 6 4.2.3 The Polluter Pays Principle ...... 6 4.2.4 Public Participation and Access to Information ...... 6 4.3 DRAFT REGULATIONS FOR STRATEGIC ENVIRONMENTAL ASSESSMENT (SEA) AND ENVIRONMENTAL IMPACT ASSESSMENT (EIA) (2008) ...... 6 4.4 WATER ACT (NO. 54 OF 1956) ...... 6 4.5 WATER RESOURCES MANAGEMENT ACT , 2013 (A CT NO. 11 OF 2013) ...... 7 4.6 TERRITORIAL SEA AND EXCLUSIVE ECONOMIC ZONE OF NAMIBIA ACT 3 OF 1990 ...... 7 4.7 AQUACULTURE ACT (2002) ...... 7 4.8 DUMPING AT SEA CONTROL ACT 73 OF 1980 ...... 7 4.9 THE NAMIBIAN PORTS AUTHORITY (A CT 2 OF 1994) ...... 8 4.10 PREVENTION AND COMBATING OF POLLUTION OF THE SEA BY OIL ACT (N O. 6 OF 1981) ...... 8 4.11 PREVENTION AND COMBATING OF POLLUTION OF THE SEA BY OIL AMENDMENT ACT (N O. 24 OF 1991) ...... 9 4.12 MARINE RESOURCES ACT (N O. 27 OF 2000) ...... 9 4.13 MARINE NOTICE NO. 2 OF 2012 ISSUED BY THE MINISTRY OF WORKS AND TRANSPORT ...... 9 4.14 PUBLIC HEALTH ACT (N O. 36 OF 1919) ...... 10 4.15 LABOUR ACTS ...... 10 4.16 LOCAL AUTHORITIES ACT , 1992 (A CT NO. 23 OF 1992) ...... 10 4.17 REGIONAL COUNCILS ACT , ACT 22 OF 1992 ...... 10 4.18 POLLUTION CONTROL AND WASTE MANAGEMENT BILL (2003) (GUIDELINE ONLY ) ...... 10 4.19 ATMOSPHERIC POLLUTION PREVENTION ORDINANCE OF NAMIBIA (N O. 11 OF 1976) ...... 11 4.20 HAZARDOUS SUBSTANCES ORDINANCE (N O. 14 OF 1974) ...... 11 4.21 NATIONAL HERITAGE ACT OF NAMIBIA (N O. 27 OF 2004) ...... 11 4.22 THE NATIONAL MONUMENTS ACT OF NAMIBIA (N O. 28 OF 1969) AS AMENDED UNTIL 1979 ...... 12 4.23 DRAFT WETLAND POLICY OF 2003 ...... 12 4.24 MUNICIPAL BY-LAWS , GUIDELINES AND REGULATIONS (W ALVIS BAY MUNICIPALITY ) ...... 12 4.24.1 Environmental Impact Assessment Procedure Guidelines ...... 12 4.24.2 Integrated Urban Spatial Development Framework for Walvis Bay ...... 12 4.24.3 Integrated Environmental Policy of Walvis Bay (Agenda 21 Project) ...... 13 4.25 INTERNATIONAL AGREEMENTS AND CONVENTIONS ...... 14 4.25.1 Benguela Current Convention (2013) ...... 14 4.25.2 Ramsar Convention (1971) ...... 15 4.25.3 The Stockholm Declaration on the Human Environment, Stockholm 1972...... 15 4.25.4 Convention on Biological Diversity, Rio de Janeiro, 1992 ...... 16 4.25.5 United Nations Law of the Sea Convention (1982) ...... 16 4.25.6 International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) ...... 16 4.25.7 Convention on the Prevention of Marine Pollution by Dumping Wastes and Other Matter (London Convention, 1972) ...... 16 4.26 NAMPORT SPECIFICATIONS AND LEGISLATION ...... 16 5 DEVELOPMENT AND RELATED ACTIVITIES ...... 16 5.1 PLANNED INFRASTRUCTURE DEVELOPMENT ...... 16 5.1.1 Liquid Bulk Terminal (Phase 1 of the Development) ...... 17 5.1.2 Multipurpose Dry Bulk Terminal (Phase 2 of the Development) ...... 17 5.1.3 Coal Bulk Terminal (Phase 3 of the Development) ...... 18 5.1.4 Container Terminal ...... 18 5.1.5 Break Bulk/Multi-Purpose Terminals...... 19 5.1.6 Ro-Ro Terminal Area ...... 19 5.1.7 Ship Repair Area ...... 19 5.1.8 Rail Marshalling Yard ...... 19 5.1.9 Water Area ...... 19 5.1.10 Miscellaneous ...... 19 5.2 CONSTRUCTION ACTIVITIES ...... 20 5.3 OPERATIONAL PHASE ...... 21 6 PROJECT ALTERNATIVES ...... 21 6.1 CURRENT WALVIS BAY SCENARIO ...... 21 6.1.1 Ship Repair: Syncrolift and Dry Docks ...... 21 6.1.2 Fishing Harbour ...... 22 6.1.3 New Container Terminal ...... 22 6.2 POSSIBLE LOCATION ALTERNATIVES ...... 22 6.2.1 Angra Fria ...... 22 6.2.2 Lüderitz Port Expansion...... 23 6.2.3 Expansion and Linking of the Existing Port of Walvis Bay with the Industrial Area (Farm 58) ..... 23 6.2.4 No Go Alternative ...... 23 6.3 INFRASTRUCTURE ALTERNATIVES ...... 24 7 THE RECEIVING ENVIRONMENT ...... 26 7.1 LOCAL CONTEXT ...... 26 7.1.1 Locality and Surrounding Land Use ...... 26 7.1.2 Climate ...... 28 7.1.3 Topography ...... 31 7.1.4 Geology and Geohydrology ...... 31 7.1.5 Archaeology ...... 32 7.1.6 Corrosion Environment ...... 33 7.1.7 The Aquatic Environment ...... 34 7.1.8 Fauna of the Bay ...... 45 7.1.9 Socio Economic Environment ...... 48 7.2 REGIONAL CONTEXT ...... 53 7.2.1 Tourism ...... 54 7.2.2 Mining ...... 54 7.2.3 Fisheries ...... 55 7.2.4 Transport Corridors ...... 55 7.2.5 Water ...... 55 7.2.6 Electricity Supply ...... 58 7.3 NATIONAL CONTEXT ...... 59 7.3.1 Namibia’s Vision 2030 and NDP4 ...... 59 7.3.2 Mining ...... 59 7.4 INTERNATIONAL CONTEXT ...... 60 7.4.1 Transport Corridors ...... 60 7.4.2 International Logistics Hub ...... 60 7.4.3 Botswana Coal ...... 60 8 STAKEHOLDER CONSULTATION ...... 61
9 IMPACT ASSESSMENT ...... 61
10 CONCLUSION AND RECOMMENDATION ...... 73
11 REFERENCES ...... 75
APPENDIX A: SOCIO-ECONOMIC SPECIALIST STUDY ...... 78
APPENDIX B: NAMPORT STANDARDS AND CODES ...... 111
APPENDIX C: ARCHAEOLOGY BASELINE SURVEY ...... 114
APPENDIX D: SUBDIVISION OF THE REMAINDER OF FARM 46 ...... 137
APPENDIX E: REGISTERED STAKEHOLDERS AND I&APS ...... 140
APPENDIX F: MINUTES OF PUBLIC MEETINGS ...... 145
APPENDIX G: ADDITIONAL CORRESPONDENCE AND COMMENTS...... 151
APPENDIX H: ADDITIONAL CORRESPONDENCE AND COMMENTS...... 154
APPENDIX I: CONSULTANT’S CURRICULUM VITAE ...... 158
LIST OF TABLES TABLE 1. SUMMARY OF PROPOSED PORT LAYOUT ...... 19 TABLE 2. SUMMARY OF CLIMATE DATA (D IGITAL ATLAS OF NAMIBIA ) ...... 29 TABLE 3. AVERAGE ANNUAL CORROSION RATE FOR VARIOUS METALS IN DIFFERENT LOCATIONS IN SOUTHERN AFRICA (N ICKEL DEVELOPMENT INSTITUTE ) ...... 33 TABLE 4. BASELINE TURBIDITY LEVELS IN THE WALVIS BAY HARBOUR ...... 35 TABLE 5. TURBIDITY VALUES IN THE WALVIS BAY HARBOUR DURING THE DREDGING EXERCISE FOR THE CONTAINER TERMINAL PROJECT IN 2014 ...... 36 TABLE 6. METALS IN SEAWATER MINIMUM AND MAXIMUM CONCENTRATIONS IN 15 SAMPLES COLLECTED BETWEEN 01 DEC 2010 AND 06 APR 2011 AT W3 (B OTHA 2011)...... 37 TABLE 7. THE OCEANOGRAPHIC AND HYDRAULIC CONDITIONS OF THE BAY AND THE SEA (ADAPTED FROM TRACTEBEL , 1998; COWI, 2003 B; DMR-CSIR, 2010)...... 40 TABLE 8. CHEMICAL ANALYSIS OF SEDIMENT IN DREDGE AREA (WSP, 2014) ...... 43 TABLE 9. CONSTRUCTION PHASE IMPACT ASSESSMENT ...... 65 TABLE 10. OPERATIONAL PHASE IMPACTS ...... 67 LIST OF FIGURES FIGURE 1. LOCATION OF THE PROPOSED SADC GATEWAY PORT ...... 1 FIGURE 2. MAJOR SHIPPING LINES AND TRANSPORT CORRIDORS CONNECTED TO THE PORT OF WALVIS BAY (FROM OLRAC 2009) ...... 3 FIGURE 3. WALVIS BAY FUTURE SCENARIO (IUSDF) ...... 13 FIGURE 4. MAP INDICATING THE LOCATION OF THE EXISTING (BLUE ) AND PLANNED /N EW (R ED ) TANKER JETTY , PIPELINES AND DEPOTS IN RELATION TO THE TOWN AND HARBOUR ...... 17 FIGURE 5. MAP INDICATING THE LOCATION OF FARM 58 WITH THE SERVICE CORRIDOR CONTAINING THE CONVEYORS AND RAILWAY LINKING IT WITH THE SADC GATEWAY PORT (ADAPTED FROM IUSDF) ...... 18 FIGURE 6. CONCEPTUALIZED LAYOUT OF THE SADC GATEWAY PORT (S OURCE : NAMPORT ) ...... 20 FIGURE 7. PROJECTED GROWTH IN CONTAINER THROUGHPUT IN NAMIBIA (S OURCE : DE VRIES ET AL . 2012) ...... 22 FIGURE 8. ALTERNATIVE PORT OPTIONS ...... 25 FIGURE 9. LAND USE IN WALVIS BAY AREA ...... 27 FIGURE 10. TOWNLANDS , DOROB NATIONAL PARK AND NAMIB -NAUKLUFT PARK ...... 28 FIGURE 11. RAINFALL , TEMPERATURE AND EVAPORATION INFORMATION FOR NAMIBIA AND WALVIS BAY ...... 30 FIGURE 12. MOLLUSCAN (LEFT ) AND POTTERY (RIGHT ) REMAINS FOUND AT THE STUDY SITE (FROM KINAHAN 2014) ...... 32 FIGURE 13. LOCATION OF PROBES TO DETERMINE DREDGING BASELINE ...... 35 FIGURE 14. WATER SAMPLING SITES FOR THE WATER QUALITY MONITORING DONE FOR PREVIOUS DREDGING ACTIVITIES IN 2010/2011 (B OTHA 2011)...... 38 FIGURE 15. SAMPLING SITES FOR BIOLOGICAL FLESH ...... 39 FIGURE 16. COMPARISON OF EBB (TOP ) AND FLOOD (BOTTOM ) SCENARIOS FOR BEFORE AND AFTER THE CONSTRUCTION OF THE NEW CONTAINER TERMINAL (S OURCE : HYDRODYNAMIC MODELLING REPORT OF DMC-CSIR 2010) ...... 41 FIGURE 17. LOCATION OF SEDIMENT SAMPLING POINTS (WSP, 2014)...... 44
FIGURE 18. CENTRAL COASTAL AREA WATER SUPPLY SCHEME ...... 56 FIGURE 19. PREDICTED WATER CONSUMPTION (D OMESTIC , INDUSTRIAL AND MINES ) AND WATER SUPPLY FROM EXISTING SOURCES FOR THE NEXT 20 YEARS (SOURCE : NAM WATER )...... 57 FIGURE 20. ELECTRICITY SUPPLY AND DEMAND FORECAST OF NAMIBIA (A DAPTED FROM HATCH 2014) ...... 58 FIGURE 21. MAIN INFRASTRUCTURE DEMANDS BASED ON THE DIFFERENT DEVELOPMENT PHASES ...... 62 FIGURE 22. SUMMARY OF IDENTIFIED IMPACTS ...... 63
LIST OF ABBREVIATIONS AIDS Acquired Immune Deficiency Syndrome AD Anno Domini BCLME Benguela Current Large Marine Ecosystem BOD Biological Oxygen Demand CBD Convention on Biological Diversity CD Chart Datum. (At Walvis Bay, CD is 0.966m below Land Levelling Datum/ Old Mean Sea Level.) CITES Convention on International Trade in Endangered Species of Fauna and Flora COD Chemical Oxygen Demand CSIR Council for Scientific and Industrial Research (CSIR) DMA Directorate of Maritime Affairs DMAF Dredged Material Assessment Framework EIA Environmental Impact Assessment EMP Environmental Management Plan GDP Gross Domestic Product GPT Geo Pollution Technologies HIV Human Immunodeficiency Virus HSE Health, Safety & Environment I&APs Interested and Affected Parties IBA Important Bird Area ISO International Standards Organisation ISPS International Ship and Port Facility Security Code IUCN International Union for Conservation of Nature IUSDF Integrated Urban Spatial Development Framework for Walvis Bay LLD Land Levelling Datum MARPOL International Convention for the Prevention of Pollution from Ships mbs Meters below surface mCD Meters above/below Chart Datum MT Mega Tonnes NAMPAB Namibian Planning Advisory Board NDP National Development Plan NPC National Planning Commission NTU Nephelometric Turbidity Units OHSAS Occupational Health and Safety Information, Guidance and Resources PVC Polyvinyl Chloride Ramsar The Convention on Wetlands of International Importance, especially as Waterfowl Habitat RDP Regional Development Plan SADC Southern African Development Community SANS South Africa National Standards SADC Southern African Development Community SAPP Southern African Power Pool SEA Strategic Environmental Assessment TEU Twenty-foot Equivalent Unit TSS Total Suspended Solids
GLOSSARY OF TERMS
Alter natives - A possible course of action, in place of another, that would meet the same purpose and need but which would avoid or minimize negative impacts or enhance project benefits. These can include alternative locations/sites, routes, layouts, processes, designs, schedules and/or inputs. The “no-go” alternative constitutes the ‘without project’ option and provides a benchmark against which to evaluate changes; development should result in net benefit to society and should avoid undesirable negative impacts. Ass essment - The process of collecting, organising, analysing, interpreting and communicating information relevant to decision making. Compete nt Authority - means a body or person empowered under the local authorities act or environmental management act to enforce the rule of law. Cumula tive Impact s - in relation to an activity, means the impact of an activity that in itself may not be significant but may become significant when added to the existing and potential impacts eventuating from similar or diverse activities or undertakings in the area. Environment - As defined in the Environmental Assessment Policy and Environmental Management Act - “land, water and air; all organic and inorganic matter and living organisms as well as biological diversity; the interacting natural systems that include components referred to in sub-paragraphs, the human environment insofar as it represents archaeological, aesthetic, cultural, historic, economic, palaeontological or social values”. Environmental Impact Ass essment (EIA) - process of assessment of the effects of a development on the environment. Environmental Management Plan (EMP) - A working document on environmental and socio- economic mitigation measures, which must be implemented by several responsible parties during all the phases of the proposed project. Evaluation – means the process of ascertaining the relative importance or significance of information, the light of people’s values, preference and judgements in order to make a decision. Ha zard - Anything that has the potential to cause damage to life, property and/or the environment. The hazard of a particular material or installation is constant; that is, it would present the same hazard wherever it was present. Inte rested and Affe cte d Party (I&AP) - any person, group of persons or organisation interested in, or affected by an activity; and any organ of state that may have jurisdiction over any aspect of the activity. Mitigate - The implementation of practical measures to reduce adverse impacts. Proponent (Applicant) - Any person who has submitted or intends to submit an application for an authorisation, as legislated by the Environmental Management Act no. 7 of 2007, to undertake an activity or activities identified as a listed activity or listed activities; or in any other notice published by the Minister or Ministry of Environment & Tourism. Public - Citizens who have diverse cultural, educational, political and socio-economic characteristics. The public is not a homogeneous and unified group of people with a set of agreed common interests and aims. There is no single public. There are a number of publics, some of whom may emerge at any time during the process depending on their particular concerns and the issues involved. Strategic Environmental Assessment - strategic level, systematic decision support processes, aimed at ensuring that environmental and possibly other sustainability aspects are considered effectively in policy, plan and programme making . Significant Effect /Impact - means an impact that by its magnitude, duration, intensity or probability of occurrence may have a notable effect on one or more aspects of the environment Stakeholder Engagement - The process of engagement between stakeholders (the proponent, authorities and I&APs) during the planning, assessment, implementation and/or management of proposals or activities. The level of stakeholder engagement varies depending on the nature of the proposal or activity as well as the level of commitment by stakeholders to the process. Stakeholder engagement can therefore be described by a spectrum or continuum of increasing levels of engagement in the decision-making process. The term is considered to be more appropriate than the term “public participation”.
Stakeholders - A sub-group of the public whose interests may be positively or negatively affected by a proposal or activity and/or who are concerned with a proposal or activity and its consequences. The term therefore includes the proponent, authorities (both the lead authority and other authorities) and all interested and affected parties (I&APs). The principle that environmental consultants and stakeholder engagement practitioners should be independent and unbiased excludes these groups from being considered stakeholders. Sustainable Development - “Development that meets the needs of the current generation without compromising the ability of future generations to meet their own needs and aspirations” – the definition of the World Commission on Environment and Development (1987). “Improving the quality of human life while living within the carrying capacity of supporting ecosystems” – the definition given in a publication called “Caring for the Earth: A Strategy for Sustainable Living” by the World Conservation Union (IUCN), the United Nations Environment Programme and the World Wide Fund for Nature (1991).
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1 INTRODUCTION Geo Pollution Technologies (Pty) Ltd was appointed by the Namibian Port Authority (Namport) to conduct a Strategic Environmental Assessment (SEA) for the proposed Port of Walvis Bay SADC Gateway development (hereafter referred to as SADC Gateway Port). Strategic environmental assessments are strategic level, systematic decision support processes, aimed at ensuring that environmental and possibly other sustainability aspects are considered effectively in policy, plan and programme making . This enables decision makers and stakeholders to make informed decisions regarding such policies, plans and programmes and provides a strategic framework for future planning and implementation of the development. The SADC Gateway Port is a planned expansion of the existing Port of Walvis Bay. Due to land constraints at the existing port, Namport has no choice but to develop the SADC Gateway Port on a new property situated between the Naval Base and Bird Island north of the currently developed boundaries of Walvis Bay (Figure 1).
Figure 1. Location of the Proposed SADC Gateway Port
1.1 Background The Namibian Ports Authority Act, act number 2 of 1994, as proclaimed in the Government Gazette No. 810 made provision for “the establishment of the Namibian Ports Authority to undertake the management and control of ports and lighthouses in Namibia and the provision of
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facilities and services related thereto; and to provide for matters incidental thereto.” Under this act Namport was established as the port authority and under their control is the Port of Walvis Bay on the central coast and the Port of Lüderitz on the southern coast of Namibia. Namport strives to be a world-class ports authority and thus work according to international standards, namely ISO 9001, ISO 14001 and OHSAS 18001, to uphold quality as well as environmental and occupational health and safety standards. Namport’s key roles are to (www.namport.com.na): Manage the port facilities to cater for current trade needs; Develop the ports for future demands; Contribute to the competitiveness of the SADC region's trade through the efficient, reliable and cost-effective supply of port services; Facilitate economic growth in Namibia by enabling regional development and cross-border trade; Promote the Ports of Walvis Bay and Lüderitz as preferred routes for sea-borne trade between SADC, Europe and the Americas; As the founding architects of the Walvis Bay Corridor Group, assist with developing cross- border trade; Minimize the impact of port operations on the natural environment by applying International Organisation for Standardisation ISO 14001; Uplift and support the communities in which they operate. The Port of Walvis Bay is considered to be a world class trans-shipment and regional import and export location. It is connected to a network of transit corridors and is a first port of call in Africa for many shipping lines from Far East Asia, South America and Europe. A number of transport corridors links southern Africa to the port and the principal ones are: Trans-Kalahari Corridor, Trans-Cunene Corridor, Trans-Caprivi Corridor and Trans-Oranje Corridor, see Figure 2.
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Figure 2. Major shipping lines and transport corridors connected to the Port of Walvis Bay (from OLRAC 2009)
1.2 Project Justification In compliance with Vision 2030, the expansion and upgrading of the Port of Walvis Bay is essential in order to better serve Namibia and its neighbouring countries. As a result, the Namibian Development Plan 4 (NDP4) recognises that the Port of Walvis Bay is mostly operating at maximum capacity and since the goals of the NDP4 is for the Port of Walvis Bay to be the most efficient port and a key port of call along the west coast of Africa, the timely expansion of the port receives the full support from the Namibian Government. A pre-feasibility study conducted for the proposed SADC Gateway Port has indicated that it is a viable project that will benefit Namibia and southern Africa greatly. When developed, it will allow Namport to cope with the SADC’s increasing demand for port services and bulk cargo handling and will strengthen Namibia as a strategic point of entry into southern Africa and as a point of call on major shipping lanes. Some of the most important reasons for the proposed SADC Gateway Port are as follows: The current port is boxed in entirely by the Walvis Bay lagoon, the town and the fishing industry. The current port can physically not expand its footprint without conducting major land reclamation. This will impact on sensitive receptors like the Walvis Bay lagoon, aquaculture industry and factories of the fishing industry.
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Current expansion of the existing port focusses on increasing the container handling capacity, whilst bulk and break bulk and ship and rig repair activities are not looked at on the same scale due to the cost of land reclamation. Bulk cargo handling terminals require large spaces of land which the current port does not have. Namibia needs a deep-water seaport at Walvis Bay with sufficient bulk handling capacity to cater for the demand of import and export of mining related cargo. The current Port of Walvis Bay cannot accommodate large scale bulk and break bulk cargo volumes. With the existing container terminal being converted back to a multipurpose terminal by 2017, it will provide some bulk handling capacity increase to cater for demand until 2022 after which this too will become insufficient for demand. Should commercially extractable oil be discovered offshore of Namibia, the current Port will not be able to accommodate the oil exploration and drilling industry requirements. The current port’s liquid bulk handling facilities are simply too small to cater for the huge demand from SADC countries to import fuel and bulk liquid cargo. The current port’s capacity to accommodate large scale ship and rig repair operations is limited due to space constraints. Several “Mega Projects” that have surfaced in the last few years will simply not get off the ground without the development of the SADC Gateway Port. Some of these projects are: The Trans Kalahari Railway Line; Botswana Coal Exports; Mega Logistics Parks in Namibia; Namibia Crude Oil Industry; Large scale Namibian mining product exports; Iron ore exports from Namibia; and many more.
1.3 Potential Benefits of the SADC Gateway Port Realizing the goal of strengthening Namibia as a strategic point of entry into southern Africa and as a point of call on major shipping lanes by developing the SADC Gateway Port will have many advantages, not only locally but nationally and for the southern African region. Major benefits of the development will be: Strengthening the Port of Walvis Bay as a Strategic asset for southern Africa; Direct capital investment; The Port of Walvis Bay’s ability to handle larger and increased vessel traffic and increased cargo volumes; Improved port efficiencies; Stimulation of economic development (e.g. increased imports and exports, employment, housing, better markets and access to public services); Job creation and the construction, operation, maintenance and support of the development will expose local artisans and industries to work and skills transfer; Expansion of trade and industrial activity in the town; Inducement of additional investments such as the transportation corridors in Namibia and SADC as a whole.
2 SCOPE The scope of the SEA is to:- Provide a summary of the legal and regulatory framework within which Namport and the Port of Walvis Bay operates;
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Provide an overview of the baseline physical, biological, social and economic conditions of the study area; Describe the current development scenario of Walvis Bay and the central coastal areas and how the SADC Gateway Port fits in this; Assess the potential main environmental impacts and cumulative impacts associated with the planned development; Identify a range of management actions which could mitigate the potential adverse impacts to acceptable levels;
3 METHODOLOGY The following methods was used to conduct the SEA: Baseline information was obtained from existing secondary information. Primary data was obtained from a Socio-Economic and an Archaeology Specialist Study. The inputs, comments and questions of key identified stakeholders and other interested and affected parties (I&APs) were gathered at public stakeholders meetings and through other forms of correspondence.
4 ADMINISTRATIVE, LEGAL AND POLICY REQUIREMENTS The Port of Walvis Bay operates within a regulatory and legal framework which can be described as being related to “the protection, management and utilization of the environment and natural resources for sustainable development and/or intergenerational equity” (Ruppel & Ruppel- Schlichting, 2013) as well as to the protection of human rights. The following is a brief summary of the most important regulatory and legal aspects binding on the Port of Walvis Bay and the proposed SADC Gateway Development.
4.1 The Namibian Constitution Article 95 of Namibia’s constitution provides that: “The State shall actively promote and maintain the welfare of the people by adopting, inter alia, policies aimed at the following: (l) management of ecosystems, essential ecological processes and biological diversity of Namibia and utilization of living natural resources on a sustainable basis for the benefit of all Namibians, both present and future; in particular the Government shall provide measures against the dumping or recycling of foreign nuclear and toxic waste on Namibian territory.” Article 144 of the Namibian Constitution deals with environmental law and it states: “Unless otherwise provided by this Constitution or Act of Parliament, the general rules of public international agreements binding upon Namibia under this Constitution shall form part of the law of Namibia” This article incorporates international law, if it conforms to the Constitution, automatically as “law of the land”. These include international agreements, conventions, protocols, covenants, charters, statutes, acts, declarations, concords, exchanges of notes, agreed minutes, memoranda of understanding, and agreements (Ruppel & Ruppel-Schlichting, 2013). It is therefore important that the international agreements and conventions are considered (see section 4.25).
4.2 Environmental Management Act of Namibia (2007) In terms of section 58 of this Act , the Environmental Management Act came into force on the 6 th of February 2012, as determined by the Minister of Environment and Tourism (Government Notice No. 28 of 2012). Under section 56 of the Environmental Management Act, 2007 (Act No.7 of 2007), the Minister has made the regulations for Environmental Impact Assessment as set out in the Schedule of
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Government Notice No. 30 (2012). These regulations require that all projects, plans, programmes and policies that have a detrimental effect on the environment must be accompanied by an EIA. Under section 27 of the Environmental Management Act, 2007 (Act No. 7 of 2007), and after following the consultative process referred to in section 44 of that Act, the Minister lists in the Annexure to the above mentioned Schedule, activities that may not be undertaken without an environmental clearance certificate (Government Notice No. 29 of 2012) The Act, Regulations, Procedures and Guidelines have integrated the following sustainability principles. They need to be given due consideration, particularly to achieve proper waste management and pollution control:
4.2.1 Cradle to Grave Responsibility This principle provides that those who manufacture potentially harmful products must be liable for their safe production, use and disposal and that those who initiate potentially polluting activities must be liable for their commissioning, operation and decommissioning.
4.2.2 Precautionary Principle There are numerous versions of the precautionary principle. At its simplest it provides that if there is any doubt about the effects of a potentially polluting activity, a cautious approach must be adopted.
4.2.3 The Polluter Pays Principle A person who generates waste or causes pollution must, in theory, pay the full costs of its treatment or of the harm, which it causes to the environment.
4.2.4 Public Participation and Access to Information In the context of environmental management, citizens must have access to information and the right to participate in decisions making.
4.3 Draft Regulations for Strategic Environmental Assessment (SEA) and Environmental Impact Assessment (EIA) (2008) Although SEAs are not yet a legal requirement in Namibia the Ministry of Environment and Tourism is in the process of developing the regulations for SEAs. Procedures and regulations for the SEA process were published in 2008 but have in the meantime been out-dated by the Environmental Management Act and its regulations as gazetted in 2012. However, there are some instances in Namibia where SEAs are conducted in a proactive attempt to manage and plan programmes, policies and plans.
4.4 Water Act (No. 54 of 1956) The purpose of the Act is “to consolidate and amend the laws relating to the control, conservation and use of water for domestic, agricultural, urban and industrial purposes; to make provision for the control, in certain respects, of the use of sea water for certain purposes; for the control of certain activities on or in water in certain areas; for the control of activities which may alter the natural occurrence of certain types of atmospheric precipitation; for the control, in certain respects, of the establishment or the extension of townships in certain areas; and for incidental matters.” It further controls the disposal of effluent. “It is a criminal offence in terms of the Act (section 22) to – “Pollute freshwater or the sea in a way that makes the water less fit for any purpose for which it is or could be used by people, including use for the propagation of fish or other aquatic life, or use for recreational or other legitimate purpose.”
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4.5 Water Resources Management Act, 2013 (Act No. 11 of 2013) Although this act is not in force yet, it is mentioned here. The act provide for the management, protection, development, use and conservation of water resources; and provide for the regulation and monitoring of water services and to provide for incidental matters. The objects of this Act are to ensure that the water resources of Namibia are managed, developed, used, conserved and protected in a manner consistent with, or conducive to, the fundamental principles set out in section 3. Of special note is the following principles: “(c) harmonisation of human water needs with the water requirements of environmental ecosystems and the species that depend on them, while recognizing that the water resource quality for those ecosystems must be maintained; (k) prevention of water pollution and implementation of the principle that a person disposing of effluent or waste has a duty of care to prevent pollution; (l) a polluter is liable to pay all costs to clean up any intentional or accidental spill of pollutants.”
4.6 Territorial Sea and Exclusive Economic Zone of Namibia Act 3 of 1990 The Territorial Sea and Exclusive Economic Zone of Namibia Act aims to:- “determine and define the territorial sea, internal waters, contiguous zone, exclusive economic zone and continental shelf of Namibia; and to provide for matters incidental thereto.”
4.7 Aquaculture Act (2002) The Act states in Section 26 with regards to water quality monitoring that:- “(1) The Minister must, for the purpose, of aquaculture, cause a water quality monitoring system to be established and maintained to provide timely information to licensees of the occurrence or imminent occurrence of any pollution or natural phenomenon which may have a harmful or detrimental effect on the aquatic environment or any aquaculture product. (2) Where any area of Namibian waters in which aquaculture is conducted is affected by any pollution or natural phenomenon, the Minister must immediately order the testing of the water of the affected area and of the aquaculture products farmed in or with such water to determine:- (a) whether aquaculture activities can be undertaken and continued; and (b) in consultation with the Minister responsible for public health, whether the aquaculture products farmed therein are fit for human consumption; (c) in consultation with the Minister responsible for trade prevent the sale or marketing of aquaculture products that are unfit for human consumption. (3) If the results of the tests ordered by the Minister under subsection (2) show that: - (a) the water quality of the affected area is unsuitable for the continuation of aquaculture; or (b) the aquaculture products farmed therein are not fit for human consumption, the Minister must immediately, by notice in at least two newspapers circulating in the country, order the closure of the aquaculture facility and may prohibit the sale or marketing of aquaculture products farmed therein.”
4.8 Dumping At Sea Control Act 73 of 1980 This Act stated that “Loading and dumping (is) prohibited or restricted (and that) (1) any person who:– (a) dumps any substance mentioned in Schedule 1 (appendix 1); (b) (i) dumps any substance mentioned in Schedule 2; (ii) loads any such substance onto any vessel, aircraft, platform or other man-made structure at sea for dumping; or (iii) deliberately disposes at sea of any vessel, aircraft, platform or other man-made structure, except under the authority of and in accordance with the provisions of a special permit under section 3; or (c) (i) dumps any other substance; or (ii) loads any such substance on to any vessel, aircraft, platform or other man-made structure at sea for dumping, except under the authority of and in
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accordance with the provisions of a general permit under section 3, shall be guilty of an offence, unless the substance in question was dumped for the purpose of saving human life or securing the safety of the vessel, aircraft, platform or other manmade structure at sea in question or any other vessel, aircraft, platform or other manmade structure at sea or of preventing damage to the vessel, aircraft, platform or other man-made structure at sea in question or to any other vessel, aircraft, platform or other man-made structure at sea, and such dumping was necessary for such purpose or was a reasonable step to take in the circumstances.” Reference to permits states that:- (1) After consultation with a Standing Committee consisting of persons appointed by the Minister for purposes of this section, the Secretary may on application and after taking into account the factors set out in Schedule 3, grant– (a) a special permit authorizing:– (i) the dumping, on such conditions as the Secretary may think fit to attach to such permit, of any substance mentioned in Schedule 2; (ii) the disposal at sea, on such conditions as the Secretary may think fit to attach to such permit, of any vessel, aircraft, platform or other man-made structure; (b) a general permit authorizing the dumping, on such conditions as the Secretary may think fit to attach to such permit, of any substance other than that mentioned in Schedule 1 or 2. (2) An application for any such permit shall be made in such manner and contain such information as may be prescribed by regulation. (3) If any person to whom any such permit has been granted is convicted of an offence referred to in section 2, the Secretary may cancel such permit or amend it by restricting the dumping or disposal authorized by it.”
4.9 The Namibian Ports Authority (Act 2 of 1994) Functions given to the Ports Authority by the Act are: “undertake the management and control of ports and lighthouses in Namibia and the provision of facilities and services related thereto; and to provide for matters incidental thereto.” This includes: (g) to undertake dredging services in ports and channels and approaches thereto; (i) to protect the environment within its areas of jurisdiction; (j) subject to such terms and conditions as may be agreed upon with the Minister under section 27(5) of the Prevention and Combating of Pollution of the Sea by Oil Act, 1981 (Act No. 6 of 1981) to store, maintain and deploy oil recovery equipment for the purpose of combating pollution of the sea.”
4.10 Prevention and Combating of Pollution of the Sea by Oil Act (No. 6 of 1981) This Act provides a framework for the prevention and combating of pollution of the sea by oil and for determining liability in respect of loss -or damage caused by the discharge of oil from ships, tankers or offshore installations and provides a mechanism for regulating oil spills, including those associated with the transfer of oil and fuels between vessels at sea. Section 2 prohibits the discharge of oil. Section 3 introduces the obligation of reporting on discharge and damage causing discharge or likelihood of discharge by master of a discharging ship, tanker or offshore installation, or any member of the crew of such ship or tanker or of the staff employed in connection with such offshore installation, designated. Section 4 specifies powers of the Minister to take steps to prevent pollution of the sea where oil is being or is likely to be discharged.
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Section 5 provides for inspection of ship or tanker and of records, and taking of samples of oil. Remaining sections provide, inter alia, for liability for loss, damage or costs caused by discharge of oil and compulsory insurance against liability for loss, damage or costs.
4.11 Prevention and Combating of Pollution of the Sea by Oil Amendment Act (No. 24 of 1991) This Act came into law to amend the Prevention and Combating of Pollution of the Sea by Oil Act, 1981, in order to adjust certain provisions in view of the independence of Namibia; to abolish the Oil Pollution Prevention Fund; to increase the fines that may be imposed in respect of offences; and to provide for incidental matters. The following section is hereby substituted for section 7 of the principal Act (No. 6 of 1981): "Inspection of ship or tanker and of records, and taking of samples of oil. 7. Any person authorized thereto by the Minister and any member of the [South African Police or of the police force of the South African Railways and Harbours Administration] Namibian Police Force may go on board any ship or tanker in any part of the prohibited area to ascertain whether any document required by this Act to be carried on board such ship or tanker is so carried on board or, if [he] such authorized person has reasonable grounds for believing that any provision of this Act has been or is being contravened in connection with such ship or tanker, may so go on board and inspect such ship or tanker or any part or cargo thereof, inspect and make copies of any documents or records kept in respect of such ship or tanker or in respect of its cargo or oil on board thereof, take samples of any oil on board such ship or tanker, take soundings of tanks, spaces and bilges and test any equipment on board such ship or tanker which is intended for use in preventing a discharge of oil from such ship or tanker."
4.12 Marine Resources Act (No. 27 of 2000) Section 47 (1) provides: “No person shall use an explosive, poison or noxious substance to kill or disable any marine animal, and firearms shall be used for such purpose only as may be prescribed.” Section 52 (4) of this Act provides the following: (d) Any person who, in a marine reserve, without having been granted permission to do so under section 51(3), dredges or extracts sand or gravel, discharges or deposits waste or any other polluting matter, or constructs or erects any building or structure or in any way disturbs, alters or destroys the natural environment, shall be guilty of an offence and liable on conviction to a fine not exceeding N$500,000. And/or (e) discharges in or allows to enter or permits to be discharged in Namibian waters anything which is or may be injurious to marine resources or which may disturb or change the ecological balance in any area of the sea, or which may detrimentally affect the marketability of marine resources, or which may hinder their harvesting shall be guilty of an offence and liable on conviction to a fine not exceeding N$500,000.
4.13 Marine Notice No. 2 of 2012 issued by the Ministry of Works and Transport The Purpose of this Marine Circular is to set forth the conditions and requirements under which the Minister of Works and Transport may grant permission for the transfer of oil within the prohibited area of the Namibian waters. The prohibited area means the Territorial Sea of Namibia and that portion of the Exclusive Economic Zone, as defined in section 4 of the Territorial Sea and Exclusive Economic Zone of Namibia Act, 1990 situated within a distance of fifty (50) nautical miles from the low-water mark, and includes the sea between the high-water and low- water marks and internal waters as defined in Section 1 of the Marine Traffic Act, 1981. The application for transfer of oil at sea (on approved form obtainable at the Directorate of Maritime Affairs (DMA) offices) must be submitted to the Minister via the Permanent Secretary
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together with relevant supporting documents at least two (2) weeks before the proposed date of transfer.
4.14 Public Health Act (No. 36 of 1919) Under this act, in section 119: “No person shall cause a nuisance or shall suffer to exist on any land or premises owned or occupied by him or of which he is in charge any nuisance or other condition liable to be injurious or dangerous to health.”
4.15 Labour Acts The labour act of 1992 (act 6) and the new labour act of 2007 (act 11) contain regulations relating to the Health, Safety and Welfare of employees at work. These regulations are prescribed for among others safety relating to hazardous substances, exposure limits and physical hazards.
4.16 Local Authorities Act, 1992 (Act No. 23 of 1992) The Act aims to provide for the determination, for purposes of local government, of local authority councils; the establishment of such local authority councils; and to define the powers, duties and functions of local authority councils; and to provide for incidental matters. At the local level, the Municipality of Walvis Bay prepared a guideline and a checklist for EIAs as part the Local Agenda 21 Project (Walvis Bay Municipality, 2005). The checklist was prepared in order to assist any proponents in the first phase of their project (i.e. screening phase). In this screening phase, it would be determined whether a project needs a full EIA. A full updated EIA had already been decided upon for the Namport dredging project and, as agreed with the Municipality at a meeting on the 15 May 2006, the Municipal Guideline was therefore no longer applicable. As for the current update, the same reasoning applies and a full update of the EIA is herein prepared.
4.17 Regional Councils Act, Act 22 of 1992 This sets out the powers, duties, functions, rights and obligations of Regional Councils (section 28). Of relevance to the coastal area are the powers to undertake, with due regard to the powers and functions of the National Planning Commission (NPC), and any other law relating to planning: “the planning of the development of the region for which it has been established with a view to – the physical, social and economic character of such region; the distribution, increase and movement and the urbanisation of the population in such region; the natural and other resources and the economic development potential of such region; the existing and planned infrastructure, such as water, electricity in such region; the general land utilisation pattern; the sensitivity of the natural environment”. This provides the legal basis for the drawing up of Regional Development Plans (RDPs) for the Regions. Although initiated and guided by the NPC the Regional Councils play a central role in developing RDPs. It is assumed that the development of the harbour and the new container terminal and all the activities surrounding these were taken into consideration in the RDP for the Erongo Region. Previous EIAs for dredging have been approved and the relevant environmental clearance certificate was issued for the proposed new container terminal.
4.18 Pollution Control and Waste Management Bill (2003) (guideline only) This Bill aims to: “promote sustainable development; to provide for the establishment of the Pollution Control and Waste Management Unit; to prevent and regulate the discharge of pollutants to the air, water and land; to make provision for the establishment of an appropriate framework for integrated pollution prevention and control; to regulate noise, dust and odour pollution; to establish a system
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of waste planning and management; and to enable Namibia to comply with its obligations under international law in this regard.” Of particular reference to the development, Parts 2, 7 and 8 apply. Part 2 provides that no person shall discharge or cause to be discharged any pollutant to the air from a process except under and in accordance with the provisions of an air pollution licence issued under section 23. Part 2 also further provides for procedures to be followed in licence application, fees to be paid and required terms of conditions for air pollution licences. Part 7 states that any person who sells, stores, transports or uses any hazardous substances or products containing hazardous substances shall notify the competent authority, in accordance with sub-section (2), of the presence and quantity of those substances. The competent authority for the purposes of section 74 shall maintain a register of substances notified in accordance with that section and the register shall be maintained in accordance with the provisions. Part 8 provides for emergency preparedness by the person handling hazardous substances, through emergency response plans.
4.19 Atmospheric Pollution Prevention Ordinance of Namibia (No. 11 of 1976) Part 2 of the Ordinance governs the control of noxious or offensive gases. The Ordinance prohibits anyone from carrying on a scheduled process without a registration certificate in a controlled area. The registration certificate must be issued if it can be demonstrated that the best practical means are being adopted for preventing or reducing the escape into the atmosphere of noxious or offensive gases produced by the scheduled process.
4.20 Hazardous Substances Ordinance (No. 14 of 1974) The Ordinance applies to the manufacture, sale, use, disposal and dumping of hazardous substances, as well as their import and export and is administered by the Minister of Health and Social Welfare. Its primary purpose is to prevent hazardous substances from causing injury, ill- health or the death of human beings.
4.21 National Heritage Act of Namibia (No. 27 of 2004) This Act provides for the protection and conservation of places and objects of heritage significance and the registration of such places and objects. The Client should ensure that if any archaeological or paleontological objects, as described in this Act, are found in the course of the development, that such findings be reported to the line Ministry immediately. If necessary, the relevant permits must be obtained before disturbing or destroying any heritage significance as envisaged by this Act. The Act defines as protected: “1 (a) any remains of human habitation or occupation that are 50 or more years old found on or beneath the surface on land…” and considers the possible impacts of: “(a) any physical intervention, excavation or action that may result in a change to the nature, appearance or physical nature of a place…” Part VI, Section 55 of the Act makes provision for an archaeological impact assessment of activities or developments carried out where archaeological sites are believed to exist. Since the promulgation of the National Heritage Act, the mining industry has tended to adopt the precautionary principle and commissioned an archaeological impact assessment of large exploration and mining projects.
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4.22 The National Monuments Act of Namibia (No. 28 of 1969) as Amended until 1979 “No person shall destroy, damage, excavate, alter, remove from its original site or export from Namibia: a) any meteorite or fossil; or b) any drawing or painting on stone or a petroglyph known or commonly believed to have been executed by any people who inhabited or visited Namibia before the year 1900 AD; or c) any implement, ornament or structure known or commonly believed to have been used as a mace, used or erected by people referred to in paragraph (b); or d) the anthropological or archaeological contents of graves, caves, rock shelters, middens, shell mounds or other sites used by such people; or e) any other archaeological or paleontological finds, material or object; except under the authority of and in accordance with a permit issued under this section.
4.23 Draft Wetland Policy of 2003 Considering the Walvis Bay Lagoon, the Wetland Policy of 2003 is of importance and it states: “Namibia shall manage national and shared wetlands wisely by protecting their biodiversity, vital ecological functions and life support systems for the current and future benefit of people’s welfare, livelihoods and socio-economic development.” The policy aims to: “Protect and conserve wetland diversity and ecosystem functioning without compromising human needs; Promote the integration of wetland management into other sector policies; and Recognise and fulfil Namibia’s international and regional obligations concerning wetlands, including those laid down in the Ramsar Convention and the SADC Protocol on Shared Water Systems.”
4.24 Municipal By-laws, Guidelines and Regulations (Walvis Bay Municipality)
4.24.1 Environmental Impact Assessment Procedure Guidelines It provides a procedure to be followed for new projects to be established within the jurisdiction of the Walvis Bay Municipality. It requires the submission of project proposal to the office of the Chief Executive Officer, which in turn forwards the proposal to different departments within the Municipality for comments. The Environmental Management Section decides based on comments and the Environmental Management Act as to whether the proposal requires an EIA or not.
4.24.2 Integrated Urban Spatial Development Framework for Walvis Bay The Integrated Urban Spatial Development Framework for Walvis Bay (IUSDF) has been completed during 2014 and is in the final stages of acceptance. The overall vision presented by the IUSDF is to transform Walvis Bay from being a combined tourism and semi-industrial port town to being the primary industrial city in Namibia. The IUSDF further sets out the following objectives for the commerce and industrial sector of the town: To create and nurture a healthy business environment for the town; To facilitate and control the supply of business and industrial land in accordance with market needs; To improve the quality and reliability of utility services to the business sector; To create opportunities for industrial investment, especially for energy efficient and clean processing and manufacturing activities;
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To integrate informal business areas into the structure, administration, and control of the town; To create opportunities for small businesses. Furthermore the IUSDF aims to ensure that appropriate levels of environmental management is enforced for all developments in Walvis Bay. For a more detailed discussion on the IUSDF see the socio-economic specialist study in appendix A.
Figure 3. Walvis Bay Future Scenario (IUSDF)
4.24.3 Integrated Environmental Policy of Walvis Bay (Agenda 21 Project) The Integrated Environmental Policy indicates the directions that the Municipality of Walvis Bay will move towards in the forthcoming years to fulfil its responsibilities to manage the environment of Walvis Bay together with the town’s residents and institutions. It is a statement of purpose that commits the municipality to certain principles, policy directions, and tools. It serves as an adaptive, flexible framework for a series of sectoral strategies and action plans, these inspired by visions of a better environmental future. The Policy is directed at assuring the longer-run management of Walvis Bay’s environment for the benefit of all its residents and its visitors. The policy has identified ten (10) priority areas that need to be tackled by the Municipality of which the following is directly applicable to the development:- Managing Walvis Bay’s Ramsar Wetland Site Reducing Marine Pollution in Walvis Bay itself Improving Walvis Bay’s Air Quality Conserving Threatened Species and their Habitats
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4.25 International Agreements and Conventions
4.25.1 Benguela Current Convention (2013) This Convention was signed by the governments of South Africa, Namibia and Angola, referred to hereafter as the Party/Parties. It was signed on the 18 th March 2013. Namibia ratified this Convention on the 2 nd July 2013. The Parties signed the convention, thereby: Recognising the unique character of the Benguela Current Large Marine Ecosystem (BCLME), the richness and complexity of its biological and physical functioning, its significance for the socio-economic development and for the well-being of the people depending on it and the threats to it; Recalling the Interim Agreement between the Government of the Republic of Angola, the Government of the Republic of Namibia and the Government of the Republic of South Africa on the Establishment of the Benguela Current Commission signed by January 2007; Further recalling the relevant provisions of the United Nations Convention on the Law of the Sea of 10 December 1982, the relevant provisions of the United Nations Convention on Biological Diversity of 5 June 1992, the relevant provisions of the United Nations Framework Convention on Climate Change of 21 March 1994, including implementation agreements under these conventions, as well as other global and regional instruments concerning conservation and management of marine resources, abatement of pollution, safety at sea, and protection of the environment; Conscious of the need to avoid adverse impacts on the marine environment, protect biodiversity, maintain the integrity of the marine ecosystem and minimise the risk of long-term or irreversible effects by human activities; Convinced of the need to take concrete actions collectively to ensure effective long- term trans-boundary cooperation and the integrated sustainable management and the protection of the marine resources; Recognising the importance of stable institutional arrangements to ensure the implementation of an ecosystem approach to the management of resources and of human activities affecting the Benguela Current Large Marine Ecosystem; Seeking to address the challenges identified by them in the Benguela Current Large Marine Ecosystem; Convinced of their joint responsibility as custodians of this globally significant large marine ecosystem to conserve and manage it for the benefit of present and future generations; The Parties have agreed as follows (only the relevant sections have been copied below): Article 2: Objective ‘The objective of this Convention is to promote a coordinated regional approach to the long-term conservation, protection, rehabilitation, enhancement and sustainable use of the Benguela Current Large Marine Ecosystem, to provide economic, environmental and social benefits.’ Article 3: Area of Application (l) The area of application for this Convention comprises all areas within the national sovereignty and jurisdiction in accordance with the United Nations Convention on the Law of the Sea of 10 December 1982, bounded by the high water mark along the coasts of the Parties. Article 4: General Principles (1) The Parties shall be guided by the following principles: (a) The cooperation, collaboration and sovereign equality principle; (b) Sustainable use and management of the marine resources; (c) The precautionary principle; (d) Prevention, avoidance and mitigation of pollution;
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(e) The polluter pays principle; and (f) Protection of biodiversity in the marine environment and conservation of the marine ecosystem. (2) In giving effect to the objective of this Convention and to the principles in paragraph (1), the Parties shall- (a) Take all possible steps to prevent, abate and minimise pollution and take the necessary measures to protect the marine ecosystem against any adverse impacts; (b) Undertake environmental impact assessment for proposed activities that are likely to cause adverse impacts on the marine and coastal environments; (c) Apply management measures based on the best scientific evidence available; (d) Establish mechanisms for inter sectorial data collection, sharing and exchange thereof; (e) Where possible, reverse and prevent habitat alteration and destruction; (f) Protect vulnerable species and biological diversity; and (g) Take all possible steps to strengthen and maintain human and infrastructural capacity. Article 8: Functions of the Commission In giving effect to the objective of this Convention, the Commission shall- (c) agree on, where necessary, measures to prevent, abate and minimise pollution caused by or resulting from (i) dumping from ships or aircrafts; (ii) exploration and exploitation of the continental shelf and the seabed and its subsoil; and (iii) land-based sources.
4.25.2 Ramsar Convention (1971) The Convention on Wetlands of International Importance especially as Waterfowl Habitat (Ramsar) was adopted in 1971 at a conference held in Ramsar, Iran. It was entered into force in December 1975 and Namibia became signatory in 1995. Wetlands are among the world's most productive environments and large numbers of plant and animal species depend on it for their survival. Due to anthropogenic threats they are also among the world's most threatened ecosystems. The Ramsar convention covers all aspects of wetland conservation and use. It has three main focus areas (www.ramsar.org): “to designate suitable wetlands for the List of Wetlands of International Importance (“Ramsar List”) and ensure their effective management; to work towards the wise use of all their wetlands through national land-use planning, appropriate policies and legislation, management actions, and public education; and to cooperate internationally concerning transboundary wetlands, shared wetland systems, shared species, and development projects that may affect wetlands.” The Walvis Bay Lagoon is a declared Ramsar Site and this is considered with respect to the environmental management plans. The lagoon received this designation on 23 rd August 1995.
4.25.3 The Stockholm Declaration on the Human Environment, Stockholm 1972 Namibia adopted the Stockholm Declaration on the Human Environment on 28 August 1996. It recognizes the need for: “a common outlook and common principles to inspire and guide the people of the world in the preservation and enhancement of the human environment”. Among the proclamations are, in short: Natural resources must be protected Wildlife must be protected Pollution must not exceed the environment’s capacity to clean itself
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Oceanic pollution that is damaging must be prevented Rational Planning must prevent or resolve conflicts between environment and planning
4.25.4 Convention on Biological Diversity, Rio de Janeiro, 1992 In 1992 in Rio de Janeiro, at the United Nations Conference on Environment and Development, Namibia signed the Convention on Biological Diversity (CBD). This was ratified in 1997. Under article 14 of the convention EIAs must be conducted for projects that may negatively affect biological diversity.
4.25.5 United Nations Law of the Sea Convention (1982) Namibia ratified the convention in 1994 and is thus obliged to protect and preserve the marine environment. This includes the prevention, reduction and control of pollution of the marine environment.
4.25.6 International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) The convention deals with the prevention of pollution of the sea by oil, sewage and garbage from ships. Namport applies the convention as an internal policy even though Namibia is not a signatory to all the annexes of the convention. It is not signatory to annex 4 and 6.
4.25.7 Convention on the Prevention of Marine Pollution by Dumping Wastes and Other Matter (London Convention, 1972) The Convention also aims at control and prevention of marine pollution. It contains special guidelines for dredged material known as the Dredged Material Assessment Framework (DMAF). It provides guidelines for dredging and disposal operations to minimize environmental damage. Namibia must still ratify the convention.
4.26 Namport Specifications and Legislation Due to strict safety and security protocol required in ports, Namport abides to and enforce a wide range of standards and codes which governs construction and operations relating to the port. See Appendix B for a complete list of these standards and codes. Should any aspect not be covered in the listed standards and codes, relevant British standard shall be used.
5 DEVELOPMENT AND RELATED ACTIVITIES The Port of Walvis Bay currently handles about 1,600 vessel calls per year and 5.2 million tons of cargo. It is regarded as one of the most efficient ports in southern Africa and it experiences no delays due to weather downtime. It is fully compliant with the International Ship and Port Facility Security Code (ISPS) which is “…a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities…” (http://www.imo.org/).
5.1 Planned Infrastructure Development Expansion and upgrading of the Port of Walvis Bay is essential in order to better serve Namibia and its neighbouring countries. The planned SADC Gateway Port is aimed at meeting the growing demand for port related services. This section provides an overview of the proposed SADC Gateway Port in terms of the main port facilities proposed for the development as well as the general operational activities associated with each. The development will take place within the port limits to the immediate north of Walvis Bay on an area known as Farm 39. It will comprise of an estimated 1,350 ha of land being converted into the various port terminals and backup facilities. The development will take place in a phased approach with the first three phases already identified. The following facilities are envisioned for the development:
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5.1.1 Liquid Bulk Terminal (Phase 1 of the Development) The liquid bulk terminal will receive liquids such as refined petroleum products, crude oil, bitumen and other chemicals or liquids for industrial use. Being bulk liquids they are transported in tankers and pumped to bulk storage tanks within the liquid bulk terminal from where it is distributed by rail or road. For petroleum products, a new tanker berth with associated infrastructure will replace the old Walvis Bay tanker jetty which has already reached the end of its design life. The Environmental Impact Assessment for the new tanker berth and its associated onshore station and pipelines have already been conducted and environmental clearance issued (Botha et al. 2013 A-D). Construction is expected to be completed by 2016. It should be noted that the initial storage of petroleum products will continue at the existing bulk fuel storage facilities in the industrial area of Walvis Bay and also at a planned new bulk storage facility to be built in the industrial area (Botha et al. 2013 E; 2013 F). Operational activities of the liquid bulk terminal will include receipt of tanker ships at the berths built for this purpose. The liquids will be pumped with dedicated pipelines and pump stations to their respective bulk storage tanks. Distribution from storage will be by designated rail or road tankers. The liquids that will be handled at the liquid bulk terminal is typically of a hazardous and/or flammable nature. Handling and storage should be according to industry specifications and regulations such as the South African National Standards (SANS) often enforced or required in Namibia.
Figure 4. Map Indicating the Location of the Existing (blue) and Planned/New (Red) Tanker Jetty, Pipelines and Depots in relation to the Town and Harbour.
5.1.2 Multipurpose Dry Bulk Terminal (Phase 2 of the Development) Provision will be made for storage and handling of 17.72 MT of multipurpose dry bulk products per annum while the main storage area will be behind Dune 7 at the planned industrial park at Farm 58 (Figure 5). Dry bulk products include iron ore, manganese and other chemicals for industrial use. Approximately 125 ha will be set aside for this purpose. The land based area will be connected to offshore berths with an access trestle with conveyors. Construction of the terminal is expected to be completed by 2017 or later.
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Operational procedures will involve the receipt of cargo ships for the offloading of dry bulk cargo with conveyers to storage areas in the terminal before being loaded on rail cars or trucks for transport to industries and consumers. Also, bulk products, typically mining products, for export will be received by road or rail and offloaded in the terminal before being loaded onto cargo ships with conveyers for export. Dry bulk cargo handled at the terminal may be of a hazardous or flammable nature.
Farm 58
Conveyors and Railway Figure 5. Map Indicating the location of Farm 58 with the Service Corridor Containing the Conveyors and Railway linking it with the SADC Gateway Port (adapted from IUSDF)
5.1.3 Coal Bulk Terminal (Phase 3 of the Development) Namibia and Botswana have signed an agreement which will see coal from the Mmamabula Coalfields in Botswana being exported via the Port of Walvis Bay. An estimated average of 24 MT and at maximum 100 MT of coal is expected to be exported via the port per annum. The main coal storage area will be at the planned industrial park at Farm 58 while only an emergency stockpile of coal, equivalent to about one ship load, will be stored in covered shed type coal stockpiles at the port. Coal will be transported by conveyer belt from behind Dune 7 to the port from where it will be loaded onto ships with a conveyor connected to up to five offshore berths with an access trestle (Figure 5). At maximum scenario 85 ha of land will be set aside on Farm 39 for the coal bulk terminal area and construction is expected to be completed by 2022.
5.1.4 Container Terminal Although the new container terminal construction is currently underway at the existing port, the envisaged container throughput volume expected a few decades from now will exceed even the capacity of the terminal currently under construction in the existing port. The existing port including the new container terminal currently under construction will be able to handle 1,000,000 TEUs per annum and once this capacity is exceeded the option
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exists to either expand the existing port’s new container terminal or to build a new container terminal at the SADC Gateway Port development. Provision will thus have to be made for about 136 ha of land for the container terminal for the stacking area, container freight station, empties area and administration area. Operations of the container terminal area include the receipt of container ships and the offloading and loading of containers. Containers awaiting transport are stored in container stacks before being loaded onto ships, trucks or rail cars.
5.1.5 Break Bulk/Multi-Purpose Terminals This will include the handling and storage of any cargo that are not in bulk or containerized, but may be in bags, crates, barrels or other forms of packaging. This terminal could be up to 50 ha in size.
5.1.6 Ro-Ro Terminal Area A Ro-Ro (Roll-on/Roll-off) terminal will need to be constructed for handling 2.4 MT of Ro-Ro traffic (typically cars and trucks) per annum. This will require 44 ha for storage and administration as well as customs clearance and pre-delivery inspections.
5.1.7 Ship Repair Area The growing offshore industry along the west coast of southern Africa creates a demand for ship repair facilities. The ship repair area will consist of a vast array of facilities and services including dry docks, floating docks, slipways, cranes, workshops, warehouses and offices. A maximum of 40 ha will be set aside for the ship repair yard. The nature of ship repair activities is such that some hazardous waste and materials are produced. This include sand/grit blasting, cleaning and painting of ships.
5.1.8 Rail Marshalling Yard Possibly two rail hub areas on 160 ha of land will be included in the development. It will be narrow gauged lines of South African standard and will be connected to the planned industrial park behind Dune 7.
5.1.9 Water Area The dimensions of the water area is determined by the size of the largest vessel and the length of the quay line required. The water area will be developed in two phases of 75 ha and 120 ha respectively.
5.1.10 Miscellaneous An area of 50 ha is allowed for items such as security fencing, wastewater plants, fire stations and other infrastructure and services. A 100 ha dry port area, passenger terminals, small craft terminal and small boat marinas are also proposed. An aquaculture area of the Walvis Bay Municipality is envisaged on the northern side of the development. A conveyor system will have to be constructed from the industrial park (Farm 58) to the SADC Gateway Port to carry bulk products like coal, iron ore and manganese to ships (Figure 5). This will be a closed conveyor system to minimize the impact of wind.
Table 1. Summary of Proposed Port Layout Area Proportion Minimum Quay Number of Facility (ha) % (m) Berths Container Terminal 238 20.6 1,600 4 Coal Bulk Terminal 85 7.4 1,580 4 Non-Coal Bulk Terminal 125 10.8 710 2
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Area Proportion Minimum Quay Number of Facility (ha) % (m) Berths Liquid Bulk Terminal 8 0.7 350 1 Oil & Gas Expansion 50 4.3 - - Ro-Ro Car Park 44 3.8 500 2 Aquaculture 60 5.2 - - Other 50 4.3 - 3 Rail Hub 160 13.8 - - Water Area Phase 1 75 6.5 - - Water Area Phase 2 120 10.4 - - Ship Repair 40 3.5 - - Dry Port Area 100 8.7 - - Total 1156 100 4,728 16
Figure 6. Conceptualized Layout of the SADC Gateway Port (Source: Namport)
5.2 Construction Activities It is not the purpose of the SEA to provide a detailed account of the construction processes involved in the construction of all the different infrastructure of the port. This should be dealt with in individual environmental impact assessments for the different phases and activities planned in the port. Only an overview of the general construction activities is provided here. Re-routing existing infrastructure such as water pipelines telecommunication lines and Main Road B2 between Swakopmund and Walvis Bay will have to be conducted to make space for the port development. Given the phased approach of the development, re-routing of the main road will only be required at a later stage.
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For port construction earthworks is needed to raise/cut the land-based site to 4.5 m above Chart Datum (mCD) to be at a final elevation of 5.0 mCD after addition of a cement pavement. Chart Datum is 0.966 m below Land Levelling Datum / Old Mean Sea Level at Walvis Bay. The entrance channel must be deepened using for example a trailing suction hopper dredger and/or grab dredger. This however forms part of the existing clearance certificate issued for the construction of the new tanker berth. The new harbour must be excavated on the land side and some reclamation of the offshore side may be performed for port construction. Additionally construction of breakwaters, revetments, quay walls and all land based infrastructure is required as a phased approach.
5.3 Operational Phase Namport will make all major investments in nautical infrastructure (dredged areas), major quay walls and jetties. All superstructures such as cargo handling equipment, terminal pavements, buildings and other terminal infrastructure will be built and operated by the individual private terminal operators/concessionaires. Namport will thus be the landlord whereas all terminal operations could be outsourced to private operators. The only exception to this could be the container terminal and break bulk operations in which Namport is currently also the operator in the existing Port of Walvis Bay.
6 PROJECT ALTERNATIVES Alternatives for port development were considered and the reasons for this include: The environmental risk to coastal biodiversity and ecosystem functioning of Walvis Bay; The risk to the mariculture industry (Lüderitz and Walvis Bay Port have this industry operating within port limits); The potential impact on tourism; The reasons for not considering alternative locations to expand the Namibian port capacities and meet the vision of the SADC Gateway Port could include the following: The relative cost of infrastructure development compared to an alternative; Access to utility supply (Water, Electricity, Telecommunications); Proximity of transport infrastructure; The remoteness of possible alternative locations. Not all the information related to these aspects are readily available. Feasibility studies have however been carried out for the SADC Gateway Port development as well as the Lüderitz Port expansion.
6.1 Current Walvis Bay Scenario Ship repairs, the fishing harbour and the new container terminal are considered below as indicators of current carrying capacity and rationales for port expansion or not. Other activities such as bulk goods and car imports are not discussed.
6.1.1 Ship Repair: Syncrolift and Dry Docks Currently a ship repair area, with a syncrolift and dry docks, is operational in the existing port. In 2013 Elgin Brown Hamer commissioned a third dry dock to keep up with the demand for ship repairs. The current capacity is likely to be increased in the near future and space to add an additional dry dock will most likely be requested. Generally, the vessels to be repaired are getting bigger, especially the container vessels, thus bigger repair facilities are needed. A Namport spokesman made the following important statements regarding the Syncrolift. “The Syncrolift is already fully booked until next year. Last year the lifespan of the structures were prolonged. Future rehabilitations will be necessary but in the long term a
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rebuild will be warranted. The facility has a limitation of 2,000 tonnes displacement and maximum of 80 m vessel length that can be handled” (Mr. Immanuel Hango, Namport Engineer, personal communication).
6.1.2 Fishing Harbour The land based operations of the fishing harbour do not fall under the jurisdiction of Namport and only the sea side aspects fall within port limits where Namport carries responsibilities (Mr. Tim Eiman, HSE Manager, personal communication). As the land based part does not belong to Namport, there is no opportunity for Namport to use redundant berths in the fishing harbour as options to expand services.
6.1.3 New Container Terminal The existing container terminal is operating at near maximum capacity of 350,000 TEU (Figure 7) (De Vries et al. 2012). A new container terminal is being built at the existing port through a process of land reclamation which will see capacity increasing to 1,000,000 TEU. It is predicted that this would meet the demand for container handling up to 2025 (De Vries et al. 2012). Once capacity is reached the new container terminal must either be expanded further or a new container terminal must be built at a different port location.
Figure 7. Projected Growth in Container Throughput in Namibia (Source: De Vries et al. 2012)
6.2 Possible Location Alternatives The construction of another port at another place along the Namibian coast would have to satisfy the demand for export or import of bulk goods through Namibia in terms of capacity and access to such a port. The venue itself would have to be justified in terms of the cost and ease with which an alternative could be constructed. International requirements in terms of the depth, accessibility and safety of the port must be met. Environmental legislation would guide the alternative in terms of the comparable impact of the alternative on the environment. For instance an alternative site could have a more desirable impact on the environment. Two possible alternatives have been looked at and these are Angra Fria and the existing Lüderitz Port (Figure 8):
6.2.1 Angra Fria The government was keen to develop a port close to the northern border of Namibia at Angra Fria. The estimated cost of such a venture was more than N$10 billion in 2012. It was initially concluded, in 2006, that the development was not viable from a financial perspective (The Villager 2012, www.thevillager.com.na). The location is also remote from
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established transport corridors and road networks. The plans were resurrected and tenders were requested in 2010 for feasibility studies to be undertaken. The results of such studies are to date not known.
6.2.2 Lüderitz Port Expansion The second alternative is the expansion of the Lüderitz Port which include expansion of the Robert Harbour and Angra Point. Feasibility studies were conducted and published in 2011 (Aurecon 2011). A sub-section (Bloom 2010) of that feasibility study stated that for Lüderitz itself, infrastructure provision forms the core enabler to economic growth and investment in the area. The limited or lack of essential rail and road infrastructure and the poor alignment between road, rail and air limits the attempts to foster economic growth in the area through the redevelopment of the Port as an enabler of economic activity (Bloom 2010). Bulk exporters appear to be the main drive behind the proposed port infrastructure development. Within this plan, little thought appears to be given to container shipping, ship repairs and bulk fuel storage. In terms of bulk export, the location is favourable, as it could serve the Northern Cape, the south of Namibia and Botswana (Aurecon 2011). Rail connectivity will soon be solved as the reinstatement of the railway line appears to be close to completion. The first order assessment shows that the investment in the port expansion at Lüderitz will result in affordable port rates but, a more detailed study is required to make it clearer what the demand is and whether commitment to use the port can be secured (Aurecon 2011). The vision of the SADC Gateway Port goes beyond the objectives of the Lüderitz Port expansion and it might well still be viable to continue with the Lüderitz vision as it plans to meet a narrower goal.
6.2.3 Expansion and Linking of the Existing Port of Walvis Bay with the Industrial Area (Farm 58) The possibility to expand the existing port of Walvis Bay and linking it with the proposed industrial area behind Dune 7 on Farm 58 have been investigated. The existing Port of Walvis Bay is however developed to maximum capacity and is boxed in by Walvis Bay town. The only option for expansion is land reclamation as is the case with the new container terminal being built. Linking the existing port with the proposed industrial park on Farm 58 will eliminate the need for the very large areas required for bulk storage within the port itself. This would entail the installation of conveyors and other means of transport for bulk goods like coal, iron ore, manganese and other chemicals from the industrial area to the port since road transport would not be practical or feasible. However, this option is also not feasible, due to the following reasons: Bulk products such as coal must at all times be stored within the harbour in a quantity equal to at least one ships load. This is to ensure that downtime on the conveyors will not cause delays in loading of ships which in turn results in massive financial losses. The space available for such storage is not available in the existing port since it is already operating at maximum capacity. No land has been reserved in town to cater for conveyor or other corridors from the industrial park to the port. This scenario can only cater for products stored in the industrial area and transported to the existing harbour. It cannot make provision for other port operations such as ship repair and container handling.
6.2.4 No Go Alternative Under the following conditions the no go alternative for the SADC Gateway Port could possibly be considered:-
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The land / berth use of the whole harbour (Fishing Harbour excluded) could be altered or more efficiently managed and the port continue to function well under a developing and expanding economy (not deemed feasible as seen in section 6.2.3); The impacts on the ecosystem functioning could not be mitigated by any means; The SADC Gateway Vision could still be realised without the SADC Gateway Port. The following aspects indicate that an expansion of Namport’s infrastructure is necessary and the no go option is not an option especially if the vision of the SADC Gateway Port is to be realised: Pressures from stakeholders in the SADC region for a functional increase in port capacity on the west coast of southern Africa, which will be able to cope with the expected throughput. Namibia’s neighbouring countries would not be served effectively without the expansion If only the tanker berth jetty as a minimum requirement go ahead, the land based industries in the Erongo Region and Namibia as a whole would not continue to function well. Sea based activities operating in and out of the port will not continue to function well without the expansion towards the north The vision of the SADC Gateway Port and Namibia’s Vision 2030 and NDP4 goals would become redundant should the SADC Gateway Port expansion be shelved.
6.3 Infrastructure Alternatives Two of the limiting factors on developments are the availability of reliable electricity supply as well as reliable supply of potable water. Although both NamPower and NamWater expressed confidence in their ability to supply these services, unforeseen future developments may render one or both these services in short supply. Should this be the case, power supply can be supplemented by installing photovoltaic power generation infrastructure in the SADC Gateway Port. Also, given its closed proximity to the ocean the port should be able to install its own desalination plant. Consultation with NamWater and NamPower will be required should these avenues be followed and individual EIAs will have to be done for the projects.
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Figure 8. Alternative Port Options
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7 THE RECEIVING ENVIRONMENT This section lists the most important environmental characteristics of the study area as well as a short statement on the potential impacts/implications of the proposed development on each.
7.1 Local Context
7.1.1 Locality and Surrounding Land Use The proposed development is planned on Farm 39, an area not previously developed, just north of Walvis Bay and south of the Afrodite Beach development (Figure 9). A planned Industrial Park on Farm 58 which will be linked to the SADC Gateway Port via its own corridor for conveyors and pipelines is situated east of Dune 7 and west of the Walvis Bay Airport. Walvis Bay and the Walvis Bay Port is surrounded by the Namib Naukluft Park and Dorob National Park which limits the availability of land for development. Farm 39 however falls outside of these two parks and is suitable for development in terms of its land use. In the Strategic Environmental Assessment (SEA) for the coastal areas of Namibia the vicinity of the Farm 39 area was identified for Port expansion for cargo handling purposes (Skov et al. 2010). In the same area an environmental impact assessment was conducted for a new harbour and naval base for the Maritime Wing of the Ministry of Defence of Namibia (EEU 2000). The site was deemed suitable for the development and it was suggested that it will be possible to mitigate negative impacts resulting from the development. The facility was however never developed since land became available closer to the existing naval base which allowed for financially more viable expansion of the naval base. Implications and Impacts Walvis Bay and the Port, being a strategic Namibian asset, would benefit significantly from the proposed development. Possible environmental impacts associated with the development and operations of the SADC Gateway Port may include impacts on planned nearby residential areas, the B2 road between Walvis Bay and Swakopmund and future mariculture areas planned north of the new port. With most of Namibia’s coastline being protected, very few areas remain available for development. The project location is outside of protected areas.
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Figure 9. Land Use in Walvis Bay Area
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Figure 10. Townlands, Dorob National Park and Namib-Naukluft Park
7.1.2 Climate Walvis Bay is centrally located on the Namibian coastline in the arid Namib Desert. The arid conditions are as a result of dry descending air and upwelling of the cold Benguela Current. Thick fog or low stratus clouds are a regular occurrence in Walvis Bay. This is due to the influence of the Benguela Current and forms the major source of water for the succulent and lichen flora in the Namib Desert. Namibia is situated within an anti-cyclone belt of the southern hemisphere. Winds generated from the high-pressure cell over the Atlantic Ocean blow from a southerly direction when they reach the Namibian coastline. As the Namibian interior is warm (particularly in summer), localised low-pressure systems are created which draws the cold southerly winds towards the inland desert areas. These winds manifest themselves in the form of strong prevailing south-westerly winds, which range from an average of 20 knots (37 km/h) during winter months to as high as 60 knots (110 km/h) during the summer. Winds near Walvis Bay display two main trends; high velocity and frequency south to south-westerly winds in summer and high velocity, low frequency east to north-easterly winds during winter. During winter, the east winds generated over the hot Namib Desert have a strong effect on temperature, resulting in temperature in the upper 30 degrees Celsius and tend to transport plenty of sand. Table 2 presents a summary of climate conditions in the Walvis Bay area. Figure 11 indicates rainfall, temperature and evaporation data of Walvis Bay in relation to the rest of Namibia.
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Table 2. Summary of Climate Data (Digital Atlas of Namibia) Average annual rainfall (mm/a) 0-50 Variation in annual rainfall (%) < 100 Average annual evaporation 2400-2600 (mm/a) Water deficit (mm/a) 1701-1900 Average maximum: Between 24 °C in March/April and 19.3 °C in September Temperature Average minimum: Between 16.5 °C in February and 9.1 °C in August Average annual >16 °C Fog Approximately 900 hours of fog per year Wind Prevailing wind is average to strong south westerly Wind roses for the period 22 Aug 2011 to 04 March 2014 for the Walvis Bay Airport (http://mesonet.agron.iastate.edu/)
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Figure 11. Rainfall, temperature and evaporation information for Namibia and Walvis Bay Climate Change and Sea Level Rise - Since 1960 the global average sea level rise is 1.8 mm per year while the average sea level rise for Walvis Bay is approximately 2 mm per year (Consulting Services Africa et al. 2009). Since most of Walvis Bay is at 2 m above sea level or less, this may have significant impacts on the town and port. Although future predictions on climate change and sea level increases are based on many variables, it is clear that in future the frequency of climate extremes will increase. The present day worst case scenario is that an extreme sea level of +1.5 m above land levelling datum (LLD) (LLD is approximately equal to mean sea level) will occur every 100 years. By 2030, this is predicted to occur once every year mostly due to an increased frequency of storm events associated with climate change. The major impacts associated with this will be increased erosion of the shore line as well as inundation of low lying areas. These scenarios do not take into account the impact of polar ice melting or the scenario of Pelican Point no longer present as a barrier protecting Walvis Bay. Should the predicted sea level rise of 20 cm become reality it is possible that coastal set-back of up to 100 m can occur. For more information including all scenarios see Consulting Services Africa et al. (2009). Transport is one of the sectors that will be impacted by climate change and sea level rise. This can be in the form of infrastructure damage through storm surges, increased number of strong winds resulting in poor visibility and collection of sand on roads and rail lines, and rainfall events leading to slippery roads, stagnant water on roads and damage to road surfaces. The new port will rely on a fully functional and reliable transport sector for its operations and these impacts can lead to delays in receiving and distribution of goods.
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Implications and Impacts Due to the ability of the strong winds to carry sand as well as coal and other mineral ore dusts to sensitive receptors wind has to be considered for the port development and its operations. It has to be given serious consideration during the different phases of this development and in the respective EIAs to be conducted. In terms of climate change and sea level rises the port should be safe in the short term future since it is planned at +5 mCD. However, it should be investigated in the respective EIAs for the development of the SADC Gateway Port. Also, considering worst case scenarios in sea level changes, careful planning is needed to ensure the future integrity and safety of the development is maintained.
7.1.3 Topography The bay of Walvis Bay is formed by a peninsula commonly known as Pelican Point. East of this bay is the town of Walvis Bay. On the southern part of the bay is a lagoon which used to be the mouth of the Kuiseb River. Dune migration forced the flow of the Kuiseb River to the north. This flow was stopped through the construction of a flood control wall to prevent flooding of the town of Walvis Bay, thus forcing the flood waters to move through the dune area to the lagoon. The Kuiseb River now rarely reaches the lagoon. Walvis Bay and the project area are located in the Central Western Plain of Namibia. The Kuiseb River forms the southern boundary of this landscape group, with the Namib Dune Field being present south of the Kuiseb River. Compound transverse sand dunes is present in a north-south band, east of main road B2 connecting Walvis Bay and Swakopmund. East of these dunes is a gravel plain with some inselbergs. To the west of the dunes is a relative flat area with a mainly gentle slope towards the ocean. Various small barchan dunes are present in this area. Drainage is poorly developed due to the lack of rainfall, less than 50 mm/annum, received in the area. Northward dune migration block the flow of the Tumas River to the east of the site (Figure 3). It is interpolated that the Tumas River most probably flowed into the bay in the vicinity of the proposed SADC Gateway Port (see deltaic deposits discussed under Section 7.1.4).
Implications and Impacts The topography of the area to be developed does not pose any significant problems. Some earthworks will be required to level the area for development.
7.1.4 Geology and Geohydrology Northerly dune migration is forcing the Kuiseb River in a northerly direction, with Kuiseb River paleochannels being present as far south as Sandwich Harbour. Following the breakup of West-Gondwana during the early Cretaceous (130 – 135 Ma ago), continental uplift took place, enhancing erosional cutback and the formation of the Namibian Escarpment. A narrow pediplain formed, mainly over Damara Age rocks. The South Atlantic started filling in over the pediplain, with marine conditions established around 80 Ma ago. Towards the end of the Cretaceous (70 – 65 Ma ago) a relative level surface was created, on which later deposition of sediments took place. Marine deposition took place in the parts covered by the newly formed South Atlantic Ocean, while terrestrial deposits took place on land. Further continental uplift moved the shoreline to its present position. Two geotechnical boreholes were drilled within the Farm 39 area. Both boreholes intersected eolian type deposits consisting of fine sand to a depth of approximately 6 mbs. This is underlain by eolian / littoral deposits to approximately 12 to 15 mbs, consisting of fine to medium grain sand with shell fragments from 9 mbs. Below this, deltaic type deposits consisting mainly of conglomerate was intersected. The water level was estimated
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as 0.8 mbs. The deltaic type deposits might be deposits of the Tumas River, deposited prior to dune migration across its riverbed. Van der Wateren et al. (2001) suggested that the Tumas River was originally fed by the Swakop River and possibly also the Khan River prior to the flow of these rivers migrating towards the north. The subsurface interconnection with these two rivers and the Tumas River is unknown and it is also not known if recharge still take place from these rivers into the Tumas River. Groundwater is not abstracted for human consumption in the area. The Municipality of Walvis Bay currently purchase fresh/potable water from NamWater, which source water from the Kuiseb Water Supply Scheme. Implications and Impacts Subsurface sediments to the shallow groundwater is permeable and can therefore transport contaminants to the groundwater. Pollutants spilled onshore would pose a risk to groundwater and may spread underground and reach the ocean. Groundwater is however not a source of potable water, but should nevertheless be protected. Groundwater can form a transport medium of contaminants to the ocean where fauna and flora can be impacted.
7.1.5 Archaeology For the purposes of the SEA an archaeological baseline survey was conducted for the proposed location of the SADC Gateway Port (study area). The baseline report (Kinahan 2014) can be found in Appendix C, and a brief summary of the results of the report is presented here. Walvis Bay and its surroundings are regarded as having global archaeological importance due to very well preserved evidence of early contact between indigenous Namibian communities and sea-faring traders. However, at the study site very limited investigations have been done. It is important to note that the current archaeological survey was also limited to surface observations and as such buried archaeological remains that may be present have not been assessed. Furthermore, the current study does not include an impact assessment since detailed plans on the proposed development is not yet available. The archaeological report identifies two main archaeologically significant features in the study area. These are 1) a group of shell-middens with an approximate age of 1,600 years that was found at the extinct mouth of the Tumas River; and 2) an undescribed tidal lagoon. Molluscan fauna like Bullia digitalis and Dosina lupines was collected from the tidal lagoon and was dated to be 40,830 ± 480 years old. Evidence of human occupation is dated at 1,370 ± 30 years ago based on analysis of a pottery vessel found at the shell-midden sites. Remains of more recent human activity are shuttered concrete structures which may have been used during construction of the coastal railway line and coastal defence installations at Rand Rifles.
Figure 12. Molluscan (left) and pottery (right) remains found at the study site (from Kinahan 2014)
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Based on the baseline survey the study site is classified as having a low to medium sensitivity and as such Namport must be aware of the archaeological sensitivity of the area and that archaeological remains, as was found in the area, are protected by law. Once plans for the SADC Gateway Port are finalised a full archaeological impact assessment must be conducted which should include mitigation measures to be implemented. This must include the Archaeological Chance Finds Procedure as outlined in Appendix 3 of the Archaeological Baseline Survey. Implications and Impacts The study site has a medium sensitivity rating in terms of archaeological significance. Prior to commencement of construction activities at the study site a detailed archaeological impact assessment must be conducted.
7.1.6 Corrosion Environment Walvis Bay is located in a very corrosive environment, which may be attributed to the frequent salt-laden fog, periodic winds and abundance of aggressive salts (dominantly sodium chloride and sulphates) in the soil. The periodic release of hydrogen sulphide (H 2S) from the ocean is expected to contribute to corrosion (see Table 3 for corrosion comparison data with other centres). The combination of high moisture and salt content of the surface soil can lead to rapid deterioration of metal and concrete structures.
Table 3. Average annual corrosion rate for various metals in different locations in southern Africa (Nickel Development Institute) Pretoria Durban Cape Durban Walvis Sasolburg CSIR Bay Town Bluff Bay Docks Environment Location Rural, Marine, Marine, Severe Severe Industrial Type Very low Moderate Moderate marine, marine, high pollution Pollution Pollution moderate low pollution or low pollution pollution SO 2 Range 6-20 10-55 19-39 10-47 NA NA µg/m 3 Fog NA NA NA NA 113.2 NA days/year Average 146 1,018 508 1,018 8 677 rainfall (mm/year) Relative 26-76 54-84 52-90 54-84 69-96 49-74 humidity range % Temp. 6-26 16-27 9-25 16-27 10-20 5-20 Range °C Unpainted 5-15 3-5 3-7 3-5 0.6-2 5.-15 galvanized steel life, years Annual Corrosion Rate (mm/year) Stainless Steel Type 316 0.000025 0.000025 0.000025 0.000279 0.000102 NA Type 304 0.000025 0.000076 0.000127 0.000406 0.000102 NA Type 430 0.000025 0.000406 0.000381 0.001727 0.000559 0.000107 Aluminium Alloys AA 93103 0.00028 0.00546 0.00424 0.01946 0.00457 0.00281 AA 95251 0.00033 0.00353 0.00371 0.01676 0.00417 NA AA 96063 0.0028 0.00315 0.00366 0.020 0.00495 NA AA 96082 0.00033 0.00366 0.0034 0.02761 0.00587 NA
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AA 85151 NA NA NA 0.0246 0.00375 0.00317 Copper 0.00559 0.0094 0.00711 0.0246 0.0384 0.014 Zinc 0.0033 0.0231 0.029 0.111 NA 0.0152 Weathering 0.0229 0.212 0.0914 0.810 1.150 0.107 Steel Mild Steel 0.0432 0.371 0.257 2.190 0.846 0.150
Implications and Impacts Chemical weathering of metal and concrete structures is a concern. Due to the extreme corrosive environment the choice of building materials is important and regular maintenance is essential to maintain the integrity of all infrastructure.
7.1.7 The Aquatic Environment This section outlines the most important aquatic characteristics of the Walvis Bay harbour environment. Data related to sediment and water quality were obtained from past dredging and monitoring studies of the port area including the entrance channel, quays and mariculture areas.
7.1.7.1 Physico-Chemical Characteristics The coastal water of Namibia is characteristic of cool surface waters and high productivity (Sakko, 1998). This stems from the presence of the Benguela System, one of four major eastern boundary current upwelling systems of the world, along the entire Namibian coast. Essentially what this means is that surface waters are moved northwards and offshore by prevailing south to south-westerly winds, while deeper cool water moves vertically to take its place. This cooler water brings along with it abundant nutrients resulting in high primary productivity in the photic zone. Thus, phytoplankton rich water supports an abundant marine life characterized by low species diversity, but high species numbers (Sakko, 1998). A magnitude of dead phytoplankton accumulates on the seafloor where its decay replenishes the nutrients and thus the cycle can repeat itself. This layer of organic sediment is typically anoxic and accumulates at depths of 3 to 4 m in the bay of Walvis Bay (COWI 2006). An important characteristic, resultant from high primary productivity, of Namibian coastal waters is the occurrence of so called sulphur eruptions. This is the release of hydrogen sulphide resulting in anoxic conditions in the water and a “rotten egg” smell in the air. Since the breakdown of organic matter in the sediment often occurs without oxygen, anaerobic bacteria reduce sulphates to obtain energy and in turn produce hydrogen sulphide. The formed hydrogen sulphide accumulates in the sediment of the sea floor until it reaches high enough levels to trigger its release. The abundance of hydrogen sulphide in the water kills or drives away many marine organisms and reduces air quality. Implications and Impacts During dredging the risk of releasing hydrogen sulphide gas is present. This will pose a threat to the dredger crew. The dredging operator must be adequately informed of the danger and appropriate precautions taken. The chemical and biological oxygen demand (COD and BOD) of the bay’s water is another important abiotic consideration. It is largely determined by the amount of organic material that requires oxygen to be decomposed. High COD or BOD can thus contribute to hydrogen sulphide production in instances where oxygen as a resource for aerobic decomposers are depleted. Discharge of effluent from fish processing plants significantly increases the COD in the fishing harbour. These effluents are limited to a COD of 75 mg COD/ l according to the 1956 Water Act. Measured effluent COD have,
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however, been much higher than the stated limit (COWI 2006). No relevant data is available near the project site but better conditions are expected. Implications and Impacts The rich organic content of the sediments of the lagoon (see section 7.1.7.3) could increase the COD and BOD of the bay when suspension of sediments occurs during dredging. This may result in temporary low oxygen conditions that may impact on fauna of the bay. Concerns exist regarding the siltation of the Walvis Bay Lagoon. A baseline turbidity monitoring survey was carried out for Namport for the harbour area (see Figure 13 for the monitoring locations). Turbidity baseline data was collected from November 2012 through to March 2013 and a report was submitted to Namport (Botha et al. 2014). For the baseline monitoring, the turbidity probes used were calibrated for the local sediment conditions so that total suspended solids (TSS) could be estimated from real time turbidity readings. The base line survey provided the data found in Table 4.
Figure 13. Location of Probes to Determine Dredging Baseline
Table 4. Baseline Turbidity Levels in the Walvis Bay Harbour Turbidity (NTU) Total Suspended Solids (mg/l) 80 th 80 th N – number of samples Average Maximum Average Maximum Percentile Percentile Lagoon Mouth (60 cm above seabed – 0.5 to 2 m below 7.20 10.77 530.10 9.94 14.02 795.18 surface) N = 1,889 Boat (mariculture 6.80 4.89 243.90 9.39 6.76 308.09 area)
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Turbidity (NTU) Total Suspended Solids (mg/l) 80 th 80 th N – number of samples Average Maximum Average Maximum Percentile Percentile (6 m below surface) N = 2,363 Buoy 6 (3 m below surface) 2.10 2.12 16.90 3.19 3.22 23.10 N = 1,749
From May 2014, turbidity data has been recorded as part of the monitoring process for dredging for the construction of the New Container Terminal. For the period 01 September 2014 to 07 October 2014, during the time when the Chinese Harbour Engineering Company was dredging to fill the large PVC bags for the land reclamation cofferdam, the turbidity data as provided in Table 5 was recorded.
Table 5. Turbidity Values in the Walvis Bay Harbour during the Dredging Exercise for the Container Terminal Project in 2014 Turbidity (NTU) Total Suspended Solids (mg/l) 80 th 80 th N – number of samples Average Maximum Average Maximum Percentile Percentile Lagoon Mouth (60 cm above seabed – 0.5 to 2 m below 15.80 11.25 486.80 24.23 17.24 746.65 surface) N = 7,423 Boat (mariculture area) 5.40 4.14 248.20 7.94 6.08 364.95 (3 m below surface) N = 7,754 Buoy 17 – Fishing Harbour 8.50 5.64 54.00 12.65 8.39 80.36 (3 m below surface) N = 6,550
There are very little differences in the averages and maxima between the long term and short term surveys. The number of data points over the shorter recent period are much higher showing that there can be confidence in the long term data though less data points are provided. The following total suspended sediment (TSS) concentrations for the upper portion (-3m) of the water column were recommended as turbidity levels in the Environmental Management Plan for the new container terminal project by Delta Marine & CSIR (DMC-CSIR 2010): < 20 mg/l or 80 percentile of background levels – desirable low risk scenario 20 – 80 mg/l for continuous periods of three days or long - lower threshold of possible adverse ecological effects. 80 – 100 mg/l for more than six hours - probable adverse effects, mitigation measures must be considered. 150 mg/l - proven negative impacts, cease dredge operations. The baseline survey confirms that the desirable low risk scenario is set at a reasonable level and the natural conditions of the Bay are less than half of the 20 mg/l for the fishing harbour and mariculture area. Even the lagoon station where water depth may decrease to 1 m on a spring tide, the natural background turbidity is just over half of 20 mg/l.
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Implications and Impacts Increased turbidity in the marine environment as a result of dredging may impact on marine organisms by reducing photosynthetic rates and smothering organisms. However, provided turbidity monitoring at key positions in the Bay is carried out, early warning of probable adverse conditions can mitigate or even prevent harmful impact. Prior to and during the dredging of late 2010 and early 2011 water quality samples were collected through the bay and also near the project location, see point W3 in Figure 14. During this time the BCLME guideline values were sometimes exceeded, mostly for short periods. Concentrations of copper, lead and zinc exceeded the BCLME guideline values at a number of occasions, see Table 6 (Botha 2011). The data span a short time frame and some influence might be present from the dredging that took place in the commercial harbour.
Table 6. Metals in Seawater Minimum and Maximum Concentrations in 15 Samples Collected Between 01 Dec 2010 and 06 Apr 2011 at W3 (Botha 2011). Minimum Maximum BCLME Water # Exceed # Exceed (Recommended Detection Guideline Guideline Limit Value Value) Arsenic 0.0036 0.0092 No Value 15/15 0 Antimony <0.005 <0.005 No Value 0/15 0 Barium 0.0048 0.015 No Value 15/15 0 Beryllium <0.001 <0.001 No Value 0/15 0 Cadmium <0.0004 <0.0004 0.0055 0/15 0 Chromium <0.002 0.003 No Value 1/15 0
Cobalt <0.001 <0.001 0.001 0/15 0 Copper <0.003 0.018 0.0013 3/15 3/15 Mercury <0.00004 0.00028 0.0004 14/15 0
Lead <0.003 0.01 0.0044 1/15 1/15 Molybdenum 0.0085 0.013 No Value 15/15 0 Nickel <0.002 0.0022 0.07 1/15 0 Selenium <0.005 0.0052 No Value 1/15 0 Tin <0.005 <0.005 No Value 0/15 0 Vanadium <0.002 0.0079 0.1 11/15 0 Zinc <0.005 3.7 0.015 8/15 2/15
Filter-feeding organisms such as mussels act as a conduit for the transfer of toxic trace metals from primary trophic levels to higher levels such as birds and humans. Metals accumulated in the filter-feeding organisms and mussels can therefore be used as an indicator for the presence and bioavailability of metals in the environment. Namport in accordance to the dredging Environmental Management Plans has carried out analyses of heavy metals in samples from mussels. According to Racal (1999), the accepted human health safe concentration limits for trace metals in e.g. mussels and oysters are for Copper, Lead and Zinc respectively 250 µg/g, 20 µg/g and 1500 µg/g. Biological tissue samples were collected at various points during the monitoring of the last dredging activities (Botha 2011) to determine the impact on the marine environment. This included pre-dredging samples used to set baseline concentrations. Oyster samples were collected from two locations in the Mariculture Farm near Pelican Point. Mussel samples were collected from Langstrand, Bird Island, the entrance to the Lagoon and from the Mariculture Farm at Pelican Point. The sample sites are shown in Figure 15. The samples collected were submitted to the Council for Scientific and
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Industrial Research (CSIR) Durban Laboratory for Cadmium, Mercury, Copper, Chrome, Lead, Zinc and Tin analysis. The sampling schedule and the results can be found in the report by Geo Pollution Technologies (Botha 2011). The Foodstuffs, Cosmetics and Disinfectants Act No. 54 of 1972 of South Africa was used as a base for the evaluation of mussel and oyster analysis. The biological tissue analysis data indicates that the guideline values for lead were exceeded in the samples collected on 11 and 26 January 2011 from the entrance of the lagoon (B1), as well as in the sample collected on 10 February 2011 from the Bird Island area (B6) (Figure 15). No other metals exceeded the guideline values. The cadmium content in oyster flesh from B4 exceeded the guideline values on 23 February and 23 March 2011. It is unlikely that the samples collected from the Bird Island area, just north of the project area were impacted by the 2010/2011 dredging activities.
Figure 14. Water sampling sites for the water quality monitoring done for previous dredging activities in 2010/2011 (Botha 2011).
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Figure 15. Sampling sites for biological flesh Implications and Impacts Mobilisation of heavy metals in the environment during dredging operations could have potential deleterious effects on marine biodiversity and humans. Mitigating measures must be in place to prevent the spread of suspended sediment from the point of dredging.
7.1.7.2 Currents and Tides The Benguela Current flows in a north-westerly direction along the Namibian coast. The average speed of the current is between 0.25 and 0.35 m/s (DMC-CSIR, 2010). The most important hydraulic conditions are shown in Table 7 (Tractebel, 1998; COWI, 2003a; DMR-CSIR, 2010). Water enters and exits the bay at the northern tip of Pelican Point (DMC-CSIR 2010). Water entering is below the exiting water. Current velocities are on average 0.12 m/s with sporadic maximums up to 0.25 m/s. A study in 1965 indicated a pre-dominant clockwise circulation of currents in the bay (Tractebel, 1998). This was later confirmed in the COWI (2003b) and DMC-CSIR (2010) studies. Circulation occurs mostly in the upper layer and it depends on the wind direction. The current pattern is clockwise in the morning, towards the south. At Pelican Point, the current moves mostly northward for the whole day. A general northward current is found along the east side (vicinity of the project location) of the bay very close to the coast.
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Water currents in the bay are depicted in Figure 16 below. From this figure it is clear that a stronger north flowing current can be expected in the project area, after the container terminal is constructed.
Table 7. The oceanographic and hydraulic conditions of the bay and the sea (adapted from Tractebel, 1998; COWI, 2003b; DMR-CSIR, 2010). Hydrological conditions Description Tides and sea level -Tide Highest Astronomical Tide +1.97 statistics for Walvis Bay from Mean High Water of Spring Tide +1.69 SA Tide Tables Mean High Water of Neap Tide +1.29 Mean Level +0.98 Mean Sea Level +0.966 Mean Low Water of Neap Tide +0.67 Mean Low Water of Spring Tide +0.27 Lowest Astronomical Tide 0.00 Waves 60 % southerly 23 % south-south-westerly 7 % south-westerly Ocean current The Benguela current runs north-westerly along the Namibian coastline at a speed between 0.25 m/s to 0.35 m/s Tidal current Negligible
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Figure 16. Comparison of Ebb (top) and Flood (bottom) Scenarios for Before and After the Construction of the New Container Terminal (Source: Hydrodynamic Modelling Report of DMC-CSIR 2010)
Implications and Impacts Current patterns in the bay is such that suspended sediments caused by dredging of the western part of the new entrance channel may be carried towards sensitive receptors at the harbour and Ramsar site, although distance to the Ramsar site should be a sufficient buffer. Closer to shore the currents are in a northerly direction and would carry sediments / pollutants to the north.
7.1.7.3 Sediment An important factor influencing the sediment in the Walvis Bay area and along the rest of the coast is the presence of high nutrient levels as a result of upwelling (see section 7.1.7.1 for a detailed discussion). The nutrient rich water is responsible for high primary productivity with an abundance of phytoplankton. Dead phytoplankton settles to the bottom where decay takes place. The result is that the ocean floor at Walvis Bay consists of a thick dark green mud layer with a very high organic content at some places that overlay fine to medium sand (COWI, 2006; WSP, 2014). Substantial variation
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exists in the ratio of fine silt to sand in the sediment. In some areas it is predominately fines (mud) and in others sand (Sogreah, 1999). A geotechnical survey of the proposed area for the SADC Gateway Port was conducted on 2013/2014 (WSP, 2014). This survey consisted of 33 offshore and 25 onshore boreholes of a depth of about 35 m. Based on the results of the survey the offshore sediments can be divided into four layers. These are: Upper layer with a thickness of 1 m to 4 m consisting of very soft, diatomaceous oozes, clayey silts and silty clays. The upper layer is followed by a medium dense to very dense, fine grained sand with shell fragments layer with a varying thickness of 2 m to 20 m. The third layer has a thickness between 4 m and 32 m of soft to medium hard rock, lithic arenites and pebbly conglomerates. Below the third layer is bedrock, weathered soft rock to hard rock, granites, gneisses and migmatites. The geotechnical survey indicated that for most part a cutter suction dredger would be sufficient for deepening the harbour basin, but where underlying rock is found to be shallow some blasting might be required with alternative dredging techniques. For berth and quay wall construction different methods could be used which can include piling, anchored walls and gravity walls. A major concern with dredging in harbours is the quality of sediments. The nature of harbours is such that various potentially toxic chemicals, and typically heavy metals, can accumulate in the sediment. Dredging of such sediments result in the mobilisation of the toxic substances in the marine environment as a result of sea floor disturbance, hopper overflow and sediment disposal. Historic data of heavy metals in the sediments of Walvis Bay indicated higher concentrations of heavy metals being associated mostly with the beginning of the existing entrance channel where finer sediments can be found (Botha 2011). A number of soil samples were collected analysed for heavy metals within the SADC Gateway Port dredging areas (WSP, 2014), see Figure 17. Results of the analysis area presented in Table 8. It is clear that a number of elements are a potential concern.
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Table 8. Chemical Analysis of Sediment in Dredge Area (WSP, 2014) Borehole Depth Aresenic Cadmium Chromium Copper Lead Mercury Nickel Zinc (m below surface) (mg/kg) (mg/kg) (mg/kg) (mg/kg) (mg/kg) (mg/kg) (mg/kg) (mg/kg) SPTW1 4.90 - 6.97 3.75 1.78 31.9 11.3 5 <0.14 13.6 34.2 SPTW1 6.97 - 7.42 3.96 0.503 13.7 5.59 2.43 <0.14 5.06 10.4 SPTW1 7.97 - 8.42 2.95 0.0495 12.6 5.42 2.61 <0.14 5.14 11.4 SPTW18 14.00 - 14.45 3.91 0.05543 15.6 7.49 2.66 <0.14 5.55 10.6 SPTW26 15.15 - 15.60 4.4 0.307 15.8 5.77 2.81 <0.14 5.89 11.9 SPTW27 9.90 - 10.10 2.71 0.157 18.3 6.72 3.27 <0.14 6.27 14.7 SPTW27 13.89 - 14.34 2.68 <0.02 11.8 4.84 2.72 <0.14 4.48 10.4 SPTW27 8.20 - 9.89 7.09 4.64 43.8 16.6 6.54 <0.14 18.4 83.3 SPTW28 9.89 - 10.34 8.04 <0.02 14 5.29 2.72 <0.14 5.05 10.8 SPTW28 11.12 - 11.43 5.1 <0.02 16.2 5.91 3.03 <0.14 6.48 12.1 SPTW28 14.13 - 14.58 3.4 <0.02 19.5 5.97 3.19 <0.14 6.84 12.8 SPTW29 8.20 - 11.13 7.6 4.83 43.9 21.6 6.57 <0.14 18.2 72.5 SPTW29 12.65 - 13.10 2.44 0.0297 15 5.39 2.81 <0.14 5.27 11.6 SPTW29 13.65 - 14.10 2.24 <0.02 13.2 5.5 2.62 <0.14 5.05 11.2 SPTW29 16.65 - 17.10 3.21 0.0245 17.7 5.24 2.94 <0.14 5.61 12.1 SPTW29 18.15 - 18.60 3.97 0.0693 15.8 5.67 2.97 <0.14 5.82 12.2 SPTW30 15.11 - 15.56 3.05 0.0279 14.3 4.79 2.79 <0.14 5.79 13.8 SPTW30 16.11 - 16.56 4.97 <0.02 12.9 6 2.88 <0.14 5.67 10.7 SPTW30 9.20 - 13.11 5.51 3.56 30.6 28.6 15.2 <0.14 14.9 38.7 BCLME recommended sediment quality guidelines for toxic substances: Recommended Guideline 7.24 0.68 52.3 18.7 30.2 0.13 15.9 124 Value Probable Effect 41.6 4.21 160 108 112 0.7 42.8 271 Concentration Coloured cells exceed guideline value of same colour
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Figure 17. Location of Sediment Sampling Points (WSP, 2014)
Implications and Impacts Suspended sediments will mobilize heavy metals in the water column. This may negatively impact on sensitive receptors like marine organisms, mariculture areas, Ramsar site and seawater users, e.g. fish factory seawater intakes. Prior to dredging sediment samples in the area to be dredged need to be analysed for chemicals of concern and a monitoring campaign during dredging must also be devised.
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7.1.8 Fauna of the Bay
7.1.8.1 Birds A specialised bird study was conducted by African Conservation Services (Scott & Scott 2013) for the planned new tanker berth and associated land based infrastructure (liquid bulk terminal) and the following is a brief summary of some important aspects highlighted by the report. In the immediate vicinity of Walvis Bay there are three main wetland systems of importance to avifauna. They are the Lagoon and Kuiseb River mouth (including the salt ponds), the Walvis Bay sewage ponds and the mixed sandy and rocky coast north of Walvis Bay. Approximately 10 km 2 of these wetlands have been declared a Ramsar site and the largest extent falls into one of two Important Bird Areas, IBA NO13 and IBA NO14. The Walvis Bay IBA NO14 is regarded as the most important coastal wetland in the Sub-region and is probably one of the most important coastal wetlands in Africa. It supports on average 91,000 birds of 94 different species with peak numbers reaching 150,000 (Robertson et al. 2012). These are mostly intra-African and Palearctic migrants. Bird counts on the coastline area of IBA NO13 exceed 13,000 shorebirds of approximately 31 species, most of which are Palearctic migrants. IBA NO13 is not only the richest shoreline in terms of shorebird density anywhere in southern Africa, but also supports the densest colony of breeding Damara Terns known. Important in this area is the guano platform, or bird island, that provides roosting and breeding sites to large numbers of birds. In the greater study area of the specialist study a total of 225 species of birds have been identified of which 20 are regarded as Threatened in Namibia (Simmons & Brown in press), while 11 species are also Globally Threatened (BirdLife International 2013). Thirty-six species are endemic/near-endemic to southern Africa and two endemic to Namibia. Twenty-eight species have been identified as potentially at risk due to impacts associated with the development. These include 18 species ranging from Vulnerable to Endangered , endemics and near-endemics, and species of which more than 1% of the biogeographical population occur in the area. Implications and Impacts The wetlands and the birds supported are of significant ecological importance. The planned infrastructure and future operations of the SADC Gateway Port may adversely impact on birds and their habitats if special care is not taken.
7.1.8.2 Marine Mammals A specialised cetacean study was conducted by the Namibian Dolphin Project (Gridley and Elwen 2013) for the planned new tanker berth and associated land based infrastructure and the following is a brief summary of some important aspects highlighted by the report. The marine mammals, occurring at various times in the Walvis Bay area, are the cetaceans which are the Common Bottlenose Dolphins, the Namibian endemic Heaveside’s Dolphins, Dusky Dolphins, Humpback Whales, Southern Right Whales and Pigmy Right Whales as well as the Cape Fur Seals. The Common Bottlenose Dolphin and Heaveside’s dolphin and Cape Fur Seal is seen most frequently (daily), the Pigmy Right Whale less frequently (monthly) and the rest infrequently as they are seasonal or infrequent visitors. The Common Bottle Nose Dolphin population of less than a 100 individuals is quite unique in being one of the smallest mammal populations in Africa.
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Apart from the intrinsic value of these mammals as well as their role in the ecosystem, their role in the marine tourism industry of Walvis Bay is indispensable. With a revenue of N$ 30 million per year and employment for 80 people, this sector relies mainly on the daily presence of dolphins and seals, and the chance of sighting whales, to attract a steady flow of tourists for various marine excursions. The SADC Gateway Port development will be located within key Bottlenose Dolphin habitat and apart from this the development and its future operations will have various impacts on the cetaceans and seals. These include: direct habitat loss, noise pollution, hydrocarbon pollution, increased turbidity and liberation of contaminants into the water column during dredging, introduction of organisms and pollutants from ballast water, entanglement with/ingestion of human-generated debris, ship interaction and strike. Implications and Impacts Whales, dolphins and seals are often considered as flagship species to which people attach great inherent value. This is evident from the million dollar tourism industry based on the presence of these mammals. Their role in the ecosystem is also of significant importance. Construction and operation of the SADC Gateway Port may negatively impact on these populations and preventative and mitigation measures must be employed.
7.1.8.3 Benthic and Seashore The Namibian benthic and seashore communities are characterised by relatively low species diversity with high abundance. It is also a dynamic ecosystem with relatively high resilience against impacts when compared with the more tropical waters of for example the east coast of southern Africa. In the vicinity of the development, from the naval base to just south of Bird Island, the shore area can be classified as sandy beach. North of this sandy beach a mixed shore exist with exposed rocky shores during low tide. This mixed rocky and sandy intertidal beach stretches to just north of the Langstrand camp site. Very few if any of the rock areas remain exposed during high tide events. The low eulittoral zone are characterized by higher species diversity due to the agitation of water maintaining high oxygen concentrations and thus promotes algal growth which in turn attract intertidal grazers. The high eulittoral zone however undergo periods of desiccation and temperature stress as tides change and low species diversity is present (Nashima, 2013). At Langstrand it has thus been found that the most dominant high eulittoral zone species was barnacles while the low eulittoral zone is dominated by algae. Though specific species can be found in the distinct rocky intertidal zones there exists overlaps between the assemblages. The diversity and composition of these assemblages can vary significantly. This could be due to variable micro-scale topography and amount of wave action experienced from one place to another (Nashima, 2013). Large parts the marine environment of Walvis Bay is characterized by low diversity of benthic species. The major limiting factor being low oxygen concentrations in the sediment even though high nutritional levels may be present (COWI 2006). Low oxygen conditions gave rise to a diverse mix of anaerobic bacteria including sulphide oxidizing taxa like Beg giatoa , Thiomargarita namibiensis and Thioploca spp.. A marine ecosystem specialist study (Botha et al., 2013g) indicated that there is a decrease in diversity and abundance of species as one move into deeper water. The macrofauna of the benthos was dominated by the crustacean order Cumacea (mainly Iphinoe africana ) and polychaetes (mainly Prionospio sexucolata ). Meiofaunal diversity was rich in nematodes. Few bivalves were present and echinoderms (ophiuroids and at one station an asteroid) were least common.
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Implications and Impacts Information on benthic and seashore communities in the Walvis Bay area is limited. Best practice would include a pre-construction baseline survey on benthic and intertidal beach biodiversity. This will serve as a pre-development reference for follow up monitoring surveys to assess any impacts resulting from dredging and other port related impacts. One would expect that given the dynamic nature of the ecosystem, minor impacts (e.g. suspension of sediments during dredging), would have short term effects with the relatively rapid recovery. More significant impacts like large hydrocarbon spills would have much longer lasting impacts, but should be prevented through safe work practices and spill control equipment and procedures.
7.1.8.4 Sharks Four main species of sharks occur in the surfzone in the proximity of the development and along the coastal area northwards to Swakopmund. These are the Spotted Gullyshark, Bronze Whaler, Smooth-Hound and Broadnose Seven Gill sharks (Envirosolutions 2005). Recreational fishermen target sharks in the vicinity of the development on a catch and release basis. Implications and Impacts Once development of the SADC Gateway Port is complete, the area will become unavailable for shark fishing which may negatively impact on tourism. Since the area already fall within port limits and fishing is, by law, not allowed within port limits this impact is questionable.
7.1.8.5 Turtles The Namibian coastal waters are home to five species of turtles and all five species are listed as threatened under the IUCN and is controlled through CITES. The most commonly occurring turtles near the proposed development are the Leatherback Turtle and Green Sea Turtle with the Hawksbill Sea Turtle occurring occasionally. Implications and Impacts The greatest threat to turtles in Namibian waters is injury in fishing nets and the ingestion of debris like plastic bags, packing material and other waste that floats in the ocean.
7.1.8.6 The Lagoon The Walvis Bay Lagoon, a Ramsar-protected site in the southern part of the Bay, is a very important and sensitive ecological area in the bay. The lagoon is the most important coastal wetland for migratory birds in southern Africa and one of the top three most important wetlands for migratory birds in Africa. It is 7 km long with approximately 10 km 2 of wetland conditions that provides a home to a large population of flamingos and is a migration point for thousands of wading, resident and migratory birds. Implications and Impacts Siltation of the lagoon is a major concern related to the suspension of sediments during dredging operations. Simultaneously mobilized contaminants like heavy metals may impact on organisms in the wetlands. Port operations such as fuel offloading may cause spills into the ocean. This may reach the lagoon depending on wind and tidal conditions. The new SADC Gateway Port is further away from the Ramsar Site than the existing port and should therefore reduce the risk of impacts on the lagoon.
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7.1.9 Socio Economic Environment The sections that follow aim to identify trends that are related to the importance of the assessment and determine potential impacts and/or implications of each that are relative to the project. It is important that the key-socio-economic trends in Walvis Bay are understood as a basis for the assessment as they are of major importance. For this purpose a socio-economic specialist study was commissioned and this report is available in Appendix A (Simon, 2014). The following summary includes the most important results of the socio- economic study:
7.1.9.1 Population Growth The Erongo Region, and Walvis Bay specifically, is one of the fastest growing regions in terms of population size in Namibia. The population growth rate of Walvis Bay for the period 2001 to 2011 is 4.7% while that of the Erongo Region is 3.4% and that of Namibia 1.4%. In Walvis Bay, this growth can firstly be attributed to in-migration of job-seekers (42.63%) and secondly to in-migration by people who obtained jobs in Walvis Bay prior to moving. This goes hand in hand with a decline in rural populations of the Erongo Region.
Implications and Impacts Walvis Bay has been attracting migrants from elsewhere in Namibia for many years and the main motivation of these migrants to move to Walvis Bay is a perception that there are better employment and other opportunities in Walvis Bay than at their place of residence prior to moving to Walvis Bay. The proposed development of the harbour will strengthen this perception and may even cause a slight acceleration in the growth rate. However, the IUSDF included the expansion of the harbour and provided for the growth of Walvis Bay to accommodate the effects of the harbour in terms of housing, social and utility services. Therefore, the development of the harbour was planned for by the local authority and is seen as one of the drivers of change, nudging Walvis Bay in the direction of the vision for the town, namely to be the primary industrial city in Namibia and port of choice for landlocked southern African countries.
7.1.9.2 Economic Activities A local economic development strategy and plan for Walvis was prepared by Urban Econ, in 2012. This report identified the fishing industry of Walvis Bay as one of the major economic activities of the town. Also, the salt industry is also one of the main role players in terms of the economic environment. Both are using port facilities for their operations. Due to Walvis Bay’s strategic location along the coast allowing it to be a harbour town, it is seen as a good location for investors. Thus, the construction sector is also a booming industry in the town. The entire central coastal area of Namibia is a popular tourist destination and Walvis Bay is no exception. Popular tourist attractions is the Walvis Bay Lagoon, sightseeing marine cruises, the desert environment and dunes, as well as fishing opportunities. Generally the town of Walvis Bay offers all major business services, shops and amenities to its residents and visitors and is linked to the rest of Namibia, southern Africa and the world through a variety of transport corridors, an international airport and the Port of Walvis Bay (Figure 2). The overall vision of the town will be supported by the harbour extension and the proposed heavy industrial area. This will also have a positive influence on the expansion of all industrial activities at the town. The Walvis Bay IUSDF ensured that all proposed developments were included and incorporated in the document.
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Implications and Impacts In Namibia, where unemployment levels are very high, economic development and employment creation are extremely important. Although such developments may have environmental and social impacts related to change, it is much more likely to have positive environmental and social impacts in the long run if viewed from a strategic point of view. (Reduction in poverty and reduced dependence on natural resources.) The impact is likely to be a positive one, contributing to the economic base of the town and to the local, regional and national development goals.
7.1.9.3 Employment, Income and Livelihoods During the last census of 2011, unemployment in Walvis Bay was 27% which is significantly lower than the Namibian level of 37%. The average annual household income in the Erongo Region during the 2009/2010 Namibian Household Income and Expenditure Survey was N$ 84,989 which is second to only the Khomas Region with N$ 132,209 (Namibia Statistics Agency, 2012). The main source of income in the Erongo Region is from salaries and wages with about 80% of households relying on this type of income (Namibia Statistics Agency, 2012). Implications and Impacts Seen together with the expansion of the economic base of the town, the development of the harbour is likely to increase employment opportunities, not only in direct relation to the harbour, but also on the downstream activities and businesses likely to develop to service and support the harbour activities as well as the likely new industrial activities at the dry port area.
7.1.9.4 Ecosystem Services The waters of the bay and lagoon at Walvis Bay provides the local and national community with a range of benefits. Small scale purse-seine fishing for mainly mullet occurs north of the town. Fish factories make use of the harbours water for the processing of fish. Tourists frequent Walvis Bay and especially the lagoon and bay where sightseeing and sunset boat tours to view seals, dolphins and whales and the rare sunfish, are very popular. Bird watching along the eastern shore of the lagoon is also a major tourist attraction. Mariculture, especially for mussels and oysters, has become important for both local and international markets. Implications and Impacts All beneficial uses of the bay’s natural environment would be seriously jeopardised if major environmental impacts occurred in the bay.
7.1.9.5 Transport and Traffic With the expansion of the harbour and the development of the heavy industrial area, an increase in traffic, and specifically heavy vehicle traffic can be expected. This has seen the proposed development of a number of multi-purpose service corridors which have been included in the IUSDF. These will link the SADC Gateway Port, farm 58 (heavy industrial area) and the national road and rail system. A transportation master plan for the town is in the process of being drawn up in light of the IUSDF proposal. From preliminary traffic figures it is expected that 1,500 heavy vehicles trips and 20,000 light vehicle trips will be generated at Farm 58 during peak hours. At the SADC Gateway Port an estimated 600 to 700 heavy and 3,000 to 4,000 light vehicles will comprise additional traffic.
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Serious concerns have been expressed about the capacity of the current railway systems, which are thought to not be nearly as efficient and effective as needed for any form of cargo that relies on a speedy and reliable transportation system. As a result substantial congestion on local roads is to be expected, despite the necessary corridor projects that have been put in place. Heavy vehicle traffic has increased over the past few years and the regional and national roads leading to and from Walvis Bay are increasingly under pressure. Implications and Impacts Within Walvis Bay, the potential impacts of the SADC Gateway Port development have been calculated and planned with the commensurate implementation projects. This was done to ensure that individual road transportation and corridor projects are budgeted for and implemented in time to ensure that the port extension, the heavy industrial area and the links between the two is such that it would not compromise traffic movement in Walvis Bay. The cumulative impacts of all the likely developments in the town has been duly considered and planned. However, it assumed that the rail infrastructure will be upgraded to carry the bulk of cargo, at least from the harbour to the heavy industrial area for further distribution. Despite this, the peak traffic flows that can be expected once the proposed facilities are fully developed is enormous and the local road system will need to be planned and developed to be able to handle these huge traffic flows. If the capacity of rail does not improve tremendously, there will be a major traffic impact on Walvis Bay and along the mentioned corridor roads.
7.1.9.6 Residential Developments The projected growth of Walvis Bay has been incorporated in part of the implementation plan of the IUSDF, this included projecting a need for an extra 90 additional township extensions, with an additional 320 residential erven, as well as the including the integration of bulk and utility services. Between 2014 and 2030 a total of 28, 800 new residential erven can be expected. Implications and Impacts Locally, residential developments were planned to accommodate population growth which can be expected as a result of all economic development (including the development of the SADC Gateway Port) projected to happen in Walvis Bay until 2030. Commensurate provision is also made for social services, utilities, open space and other facilities. It is therefore unlikely that the port development will have any unplanned impacts on Walvis Bay town. It should be noted that most of the land surrounding Walvis Bay is protected land and mainly within the Dorob National Park. The section between Walvis Bay and Swakopmund is a historic holiday area, previously declared recreational land and now declared national park. Residents and visitors of Namibia normally move into this area during the holiday seasons where they utilise the land for recreational purposes. This is in line with the Nature Conservation Ordinance 1975 which states in section 14. (1) “ The Executive Committee may declare any area a game park or a nature reserve for the propagation, protection, study and preservation therein of the wild animal life, fisheries, wild plant life and objects of geological, ethnological, archaeological, historical and other scientific interest and for the benefit and enjoyment of the inhabitants of the Territory and other persons .” Care must be taken that this land remains available for this purpose and that it is not reserved for or taken up by exclusive use practices like housing and other developments.
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7.1.9.7 Industrial Developments As stated in the socio-economic specialist study (Appendix A) the existing developed and planned industrial area exceeds 240 ha, and industrial land requirements, providing for both small and service industrial requirements, have a planning norm of 0.8 ha per 1000 population. This also includes large land consumers involved in manufacturing, processing and warehousing. Over the 15 year plan period the IUSDF has provided for enough light, general and heavy industrial land to satisfy these potential requirements. It is envisioned that the harbour and the industrial area is to be linked by road, railway and other transportation methods which include conveyor belts and pipelines. The railway is hoped to form a very integral part of the transportation corridor and that most bulk freight would be brought in and out via rail than on the roads. The IUSDF has incorporated a number of transportation corridors which provides the space required but since the responsibility fall outside Municipality and Port Authority mandates, this may not guarantee implementation. See the socio-economic specialist study (Appendix A) for maps indicating the location of such corridors.
Implications and Impacts The IUSDF provides the required land for industrial purposes as well as the land required for the corridors to link the main industrial “estates” being the harbour and the heavy industrial areas. However, it will be extremely important that the key stakeholders namely the Municipality of Walvis Bay, Namport, TransNamib, Roads Authority and the Ministry of Transport work together to ensure that all the envisaged modes of transport, to bring to and evacuate cargo from the harbour, is in place. The main concern is with the provision of rail services between the harbour and the hinterland via the heavy industrial area.
7.1.9.8 HIV & Prostitution Namibia has a high incidence of HIV/AIDS, which has a strong and adverse socio- economic impact on livelihoods of people. The HIV prevalence rate for the age group 15 to 24 is estimated at 5.8% for females and 2.3% for males for Namibia. The incidence of HIV/AIDS in Namibia displays a declining trend. Between 2005 and 2009 the estimate for the number of people with HIV/AIDS in Namibia has decreased from 16.5 % to 13.1 % (http://www.na.undp.org/). Implications and Impacts The spending power of locals is likely to increase as a result of employment during the construction phase and dredging activities. This might be a seen as an opportunity for sex workers and it can lead to the spread of HIV/AIDS.
7.1.9.9 Mariculture Mariculture of oysters and mussels are practiced within port limits. The existing mariculture area (Aqua Park 1) is shown in Figure 14. The mariculture area relies on clean conditions for the survival of the animals as well as for the production of safe to eat products. However, the mariculture area being located in the port limits is subject to potential risks especially during port related dredging activities. There are also plans of a future land based mariculture area just north of the SADC Gateway Port with the remaining parts of Farms 39 and 46 being zoned for land based aquaculture activities. See the map in Appendix D for the sub-divisions of a section of the remaining portion of Farm 46. The municipality was advised to lease these subdivisions to companies who will operate land based aquaculture activities. It was stated at the time of meeting with the aquaculture directorate representatives that the subdivisions had been approved by
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the Namibian Planning Advisory Board (NAMPAB) and that the application was submitted to the Townships Board for approval At a meeting with Mr. Rudi Cloete (Deputy Director) and Mr. Frikkie Botes (Chief Biologist) of the Aquaculture Directorate of the Ministry of Fisheries and Marine Resources, the following points were discussed. If the SADC Gateway Port is developed, there will be a concern regarding the quality of the water that would be abstracted from the sea for the land based aquaculture activities. Currently, the dominant currents flow northwards along the sandy beach where the new port entrance is planned. Any pollution that is created in the new port could jeopardize water quality for the farming activities. However water abstraction could be done further out to sea and from a greater depth in order to mitigate against this potential threat to the industry. Also, the SADC Gateway Port will be further away from Aqua Park 1 as well as in an area where water currents flow away from Aqua Park 1 (in contrast to the existing port) thus no additional impact from the new port is expected on Aqua Park 1. There is however a water based mariculture area roughly 17 km downstream of the proposed port at Patreisberg. This mariculture area may potentially be affected. The dump site for dredged material specifically has the potential to impact on the mariculture activities at Patreisberg as this could lie in the path of drifting suspended sediments and dissolved undesirable heavy metals. Presently, the dredging of the approach channels and berths at the existing port are regarded as potential threats to the product quality of organisms growing at Aqua Park 1. Monitoring the water quality and receptors and inclusion of monitoring programmes in environmental management plans is considered important by the fisheries representatives at the meeting on 22 nd August 2014. Enquiries from one farmer to have access to a water based mariculture area in the vicinity of the location of the proposed SADC Gateway Port were made in the past. The aquaculture directorate representatives stated that the lessees of the subdivided Farm 46 were under the impression that access to sea based operations would be possible at an aqua park close to their land based operations. Namport’s comments (personal communication) on the subject of a second aqua park was provided by Mr. Elzevir Gelderbloem, the port engineer, who stated that currently, there exists only Aqua Park 1 in the port of Walvis Bay. Any new aquaculture farms/parks must be applied for and relevant EIA’s undertaken. The Ministry of Fisheries would have to formally apply for a second aqua culture park to be established, after which EIA’s on these new aquaculture parks would have to be carried out to see what effects it will have on the environment and on port activities. Namport is fully aware of the planned onshore aquaculture activities close to the guano platform and this will require seawater intakes from Namport waters which should not be a problem. Currently, for instance, the fishing factories also extract seawater for their processes and there are also mariculture farmers in the current fishing harbour who have been operating for many years with no problems illustrating that the activities can coexist. When Namport dredges the channel (both capital and maintenance dredging) some overflow does occur and that overflow could potentially harm aquaculture activities that are in close proximity to it. Thus all aquaculture activities should occur far away. For this reason Aqua Park 1 is positioned in an appropriate place and it is recommendable to consider a second aqua park further away in the area of Vierkantklip or Patreisberg. Additionally, within port limits there exist large anchorage areas and navigational safety is a concern for small craft crossing the entrance channels as well as navigational dangers relating to confusing lights in the water in close proximity to anchorage areas etc. For this reason, aqua parks adjacent the vessel approach channels will be in conflict with safe and efficient port activities.
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Implications and Impacts The location of the new port reduces the likelihood of impacts related to spilled products reaching the existing mariculture area (Aqua Park 1). Sediment dispersal due to dredging remains a possible threat that must be mitigated. The future onshore mariculture area may be impacted by spills should these reach its water intakes. This threat must be closely investigated when the mariculture area is developed, so as to reduce possible impacts. It should be kept in mind that port developments are normally limited in where such developments can take place. Mariculture developments are more flexible regarding suitable locations and port developments often makes mariculture developments more feasible. Vision 2030 identified the need to develop the aquaculture and mariculture industries. The development of the port and other industrial activities are however also in line with Vision 2030. Therefore there is a need that careful planning takes place to properly plan for the coexistence of these developments.
7.1.9.10 Waste Removal Namport currently outsources its waste management to the Walvis Bay Municipality. General waste is removed by the municipality and no sorting or recycling is practiced at source. At the landfill site the waste is classified into the following: black sand (oil polluted), boxes, building material, burials, cans, tins, car wrecks, condemned food, garden refuse, glass, household waste, industrial waste, metals, oil, plastic, paper, salt, sewage, tyres, wood and other. A small hazardous waste disposal facility was also constructed in 2002. If the Walvis Bay SADC Gateway Port goes ahead there would be an increase in Namport’s contribution to the waste at the landfill site. What this contribution would be is difficult to predict. The municipality however also expects a doubling of the town’s population in the next 16 years. Strategic planning from the municipality is necessary to address this need. The landfill site itself has currently sufficient capacity in terms of the space available, and sand resource to cover the waste, to cope with the increases expected. Planning is more critical for the conveyance efficiencies that will be challenged as volumes and tonnage increase. Mr. Riaan Archer (personal communication), the Inspector for the Municipal hazardous waste site stated that since the inception of the hazardous waste site in 2002 a total of 788,191 tonnes of hazardous waste was dumped at the site. Out of this total, Namport made use of the hazardous waste site only once. That was in 2013 when 2,590 kg of asbestos was disposed of at the site. Implications and Impacts The SADC Gateway Port will produce only a small portion of the total waste received by the waste disposal site. Domestic waste of the additional employees that migrate to Walvis Bay may have an additional impact. The Walvis Bay Municipality must ensure that provision is made for waste and sewage removal given the projected growth of the town.
7.2 Regional Context Being the second most affluent region after the Khomas Region, the Erongo Region’s economy is mainly based on natural resources and due to the expansion of the mining industry and the Port of Walvis Bay, is slowly becoming more diversified. Over half of the region’s economic base constitutes from Swakopmund and Walvis Bay and more than a quarter of the country’s Gross Domestic Product (GDP) (Erongo Regional Council 2007). The following section explores the
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tourism, fisheries, mining, transportation, as well as the water and energy sectors of the Erongo Region.
7.2.1 Tourism Tourism contributes 3.7% to the GDP of Namibia with the months of July and August being the peak tourist period. Due to the popularity of Swakopmund and Walvis Bay as a summer holiday destination for Namibians and other southern African residents, these towns experience their influx of tourists during the months of December and January. A massive 49% of all tourist accommodation establishments in Namibia are found in the Erongo Region. This illustrates the importance of tourism in this region and at the coast.
Implications and Impacts The importance of tourism the Erongo Region makes it imperative that the tourism industry in this region is protected. The potential increase in traffic on the roads, as well as activity in the area could have a negative effect on the amount of tourists that visit the area for the natural beauty as well as peace and quiet in the central Namib Desert, as well as the coast. It should be encouraged to channel all businesses, commuter and industrial traffic to MR44 behind the dunes and retain and further develop TR2/1 (B2 coastal road) to function as an activity spine for tourism and leisure with MR44 serving as a mobility spine.
7.2.2 Mining The major mining product in the Erongo Region is Uranium. A high demand for uranium coupled with high prices lead to rapid expansion of the uranium mining industry in the Erongo Region. A subsequent decline in demand saw many of these mines being put on hold, but in recent years there has been a recovery in prices bringing about renewed interest in the uranium mining sector. Namibia is the largest salt producer in sub-Saharan Africa with salt works at Walvis Bay, Swakopmund and Cape Cross. Salt is the most important non-metallic mineral mined in Namibia, with most of the salt output coming from sea water evaporation pans at Walvis Bay and Swakopmund. More than 500,000 tonnes of salt (table salt and chemical grade) are harvested in Namibia per year. Most of the salt produced in Namibia is exported to South Africa, West Africa and elsewhere. Guano is harvested from artificial platforms that are used as seabird harvesting platforms. The guano is harvested in regular intervals and is rich in Nitrogen, Phosphorus and Potassium which makes it valuable as an agricultural fertilizer. The platforms produce approximately 2, 500 tons of guano per season, bringing in about N$700 per ton, and is collected every 12 to 18 months after the end of the summer breeding season. Quarrying for marble, granite and semi-precious stones, sand mining and hydrocarbon exploration are some additional mining industries in the Erongo Region. Implications and Impacts Mining development is one of the local drivers for the expansion of the harbour. The growth and expansion of the mining industry will result from the need to transport and ship mineral products as well as on occasion, shipping unrefined ore to other international countries. The ability of Namibia to transport these products to and from the harbour without seriously jeopardising the national roads and road safety will be a key impact of this. It is imperative that the national rail system be developed and operated at a level where it will be able to move the majority of this bulk from (even international) origins to the desired destinations, thereby keeping most of this freight off the national road system.
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7.2.3 Fisheries Commercial fishing contributes approximately 7% to the overall GDP of the Erongo Regions’ economic activities and also accounts for 25% of the foreign exchange earnings in the region. About 97% of fishing catches in this region are exported. Implications and Impacts The port expansion is likely to have only a positive effect on the fishing industry from a socio-economic point of view and will provide for more services to be provided to the fishing fleets specifically and the industry in general. Fishing within port limits are prohibited by the Namibian Ports Authority Act (Act 2 of 1994).
7.2.4 Transport Corridors The coastal roads and the B2 highway between Swakopmund and Okahandja are already congested with numerous accidents occurring on a regular basis. The expansion of the port will increase traffic on these roads which may lead to major congestion on the regional and national road systems. There are plans in place for the upgrade of the MR44 behind the dunes to a bitumen surfaced road while a passing lane and other remedial work was recommended for the TR2/1 (B2 coastal road). Implications and Impacts The issue of being able to transport the freight generated by the proposed port expansion is the key implication and impact of the project. Unless rail assumes its rightful place as the prime mover of bulk cargo and freight, the expansion of the port will cause a complete congestion of the national roads and corridors to a point where the entire road system along the corridors will become unsafe and impossible to maintain. In addition to an effective and efficient rail system, the upgrading of a number of roads along the Walvis Bay corridors will also be required. Detailed projections of the traffic of various modes that will be generated by the harbour is the subject of an ongoing study, the data for which is likely to be available soon. Once this is available, a clear assessment of this impact can be made.
7.2.5 Water Potable water is a scarce resource in the central coastal areas. Approximately 17,675,756 m3 of water is supplied by NamWater from the Omdel and Kuiseb aquifers, as well as the Areva Desalination Plant (Figure 18). In 2015 and onwards the supply from Areva is planned to be increased to a maximum of 10,000,000 m3 from the current 5,000,000 m 3. Unfortunately the demand is expected to still be greater than the supply, which is expected to result in NamWater’s intention to increase extraction from the Kuiseb aquifer by extending water supply from the J-line and increasing abstraction from the Dorop South well field. Provision from the planned desalination plant just north of Swakopmund can be expected as well. Increased water provision in the central coastal area may result in both economic and environmental impacts, which are briefly discussed next.
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Figure 18. Central Coastal Area Water Supply Scheme
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7.2.5.1 Economic The significant increase in mining activities in the central Namib have increased the demand for potable water along the central coast and Namib. As a result the focus for water provision is moving towards desalinated water. The Areva desalination plant has a capacity of 20,000,000 m 3/annum of which 10,000,000 m 3 is earmarked for mining while the remainder is for municipal supply to residents, businesses and industries. Desalinated water is however more expensive than water supplied from traditional water sources. Therefore as the water demand increases and the supply shifts to desalinated water, significant tariff increases might be experienced in the coastal areas. This may have significant impacts on low income individuals or businesses that rely on larger volumes of water for their livelihoods. A specific concern is pensioners that moved to the coast for retirement.
7.2.5.2 Environmental The options to extract more water from the Dorob South and Kuiseb aquifers, with extension of the J-line, could have significant environmental impacts. The J-line well field targets a series of paleochannels that forms the route for freshwater flow to Sandwhich Harbour. Increased abstraction from these areas may ultimately reduce the volume of freshwater reaching Sandwich Harbour and this will negatively impact on plant and animal communities depending on this water source. If abstraction in high volumes persist, freshwater flow to Sandwich Harbour might even be cut off completely.
Figure 19. Predicted Water Consumption (Domestic, Industrial and Mines) and Water Supply from Existing Sources for the next 20 Years (source: NamWater)
Implications and Impacts At some point in the future, the cumulative impacts of mining development, industrial development, population growth and the expansion of the port will cause the demand for water to outstrip the supply yielded by the Kuiseb and Omdel Aquifers as well as the current desalination plant. This situation must be monitored carefully and additional desalination
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plants must be planned and developed in time to mitigate this impact. However, it is also likely that the development of desalination plants will cause an increase in the cost of water and this may cause it to become unaffordable to local residents, especially the urban poor and pensioners. Furthermore, the intermediate solution of increased groundwater extraction in the Kuiseb area may negatively impact on paleochannels and freshwater supply to sensitive environmental receptors.
7.2.6 Electricity Supply Namibia currently is struggling to meet the demand to supply electrical power. The current generation capacity is about 384 MW, whereas the current demand for electricity is approximately 550 MW. The total deficit at peak demand periods is about 166 MW. Further, the demand for electrical power is expected to increase to an average of 3.5% per year, this excludes the expected uranium rush. The balance is supplied from various sources within the Southern African Power Pool (SAPP) with the largest share traditionally coming from Eskom, South Africa. However, South Africa has had trouble meeting its own demand requirements since 2005 and its ability to assure a cheap, uninterrupted power supply to Namibia in future is doubtful. Feasibility studies for a number of generation projects is currently taking place by NamPower. These projects include the Kudu Gas Project, The Baines Hydropower Scheme and a potential Coal Fired Power Station in the Erongo Region. It can be expected that all large development projects such as mines, large manufacturing industries and also the SADC Gateway Harbour are likely to contribute to an increase in the demand for power above the natural growth rate. This in turn will increase the pressure on the resource and result in serious power shortages unless ways and means are found for Namibia to become self-sufficient in the generation of its own power needs. Figure 20 provides an overview of the expected electricity supply and demand forecast for Namibia.
Figure 20. Electricity Supply and Demand Forecast of Namibia (Adapted from Hatch 2014)
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Implications and Impacts The cumulative effect of mining, industrial, tourism and residential development in the Erongo Region will further exacerbate the current power shortage, not only in the region but also nationally and within the SAPP. It is therefore imperative that the timing of the development of the port and the related industrial developments be synchronised with the development of additional generation capacity in Namibia. It is therefore important that NamPower be regarded as one of the key stakeholders in the port development process in order to prevent downstream power shortages once the expansion has been completed.
7.3 National Context
7.3.1 Namibia’s Vision 2030 and NDP4 Namibia’s Vision 2030 expresses the aspiration of economic growth, good governance and development of its people. The development of urban areas, industrial activities and port expansion is in line with its visions. The NDP4 prioritise four economic factors of which one is logistics. As such NDP4 recognises that the Port of Walvis Bay is at or near capacity and that port expansion is a priority. Implications and Impacts The expansion of the port and other industrial activities are clearly in line with Vision 2030. It is likely to contribute to strengthen the economy (sub vision 2), to the sustainable exploitation of mineral resources (sub vision 3) and to decrease inequality through economic growth (sub vision 6). However, Vision 2030 clearly also places emphasis on a balance between responsible use of natural resources and the wellbeing of the country’s population. This places a burden on all ministries, agencies and individuals to carefully consider the impact of any project on the health and wellbeing of all people and the environment within which they live and make a living. The expansion of the port is also in line with the provisions of the fourth National Development Plan, specifically with logistics identified as one of the four priority sectors and plans to turn Namibia into an international logistics hub. However, such plans can only work if the infrastructure to support it is in place. The cumulative impact of the various projects to make Namibia a logistics hub and serve regional markets have already increased congestion on our national road system and it is therefore imperative that the road and rail network must be upgraded commensurate with the requirements posed by the country becoming a logistics hub for SADC regional markets.
7.3.2 Mining Mining and quarrying contributed 9.3% to Namibia’s GDP in 2013. Mining therefore remains one of the leading generators of income and employment. Most mining activities relies to some or other degree on port related services for the import of chemicals or products required for the mining process or for the export of mining products like iron ore. Implications and Impacts With the sustainable exploitation of mineral resources as one of the sub visions of Vision 2030, and given the high value of mining exports, the port expansion clearly is in line with the logistic needs of the mining industry. It will augment mining development and contribute to the national economy.
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7.4 International Context
7.4.1 Transport Corridors The major transport corridors associated with the Port of Walvis Bay is the Trans Caprivi, Trans Cunene and Trans Kalahari with the Trans Oranje to a lesser degree (Figure 2). Although the corridors are mostly not operating at their maximum design capacity there are some points of congestion along the routes and these are typically associated with border posts, densely populated areas or sections of deteriorated road surface. For a more detailed discussion see the socio-economic specialist study in Appendix A. Implications and Impacts The development of the SADC Gateway port will increase the amount of goods transported on local, regional, national and international transportation networks tremendously. Again, if a rail service does not take its rightful place, the port development will lead to a chaotic situation, not only on regional and national roads, but also on the roads leading through SADC countries linked to the Walvis Bay Harbour.
7.4.2 International Logistics Hub In line with Namibia’s NDP4 desired outcome of becoming a regional leader in logistics and distribution, an international logistics hub is planned. The logistics hub will provide storage and transhipment facilities linked to a transport network that will reach cross- border in order to serve the SADC community and especially the landlocked countries of SADC. A Baseline Survey Report for the Strategic Environmental Assessment for the Project on the Master Plan for Development of an International Logistics Hub for SADC Countries in the Republic of Namibia has recently been completed (SAIEA 2014) and the SEA is currently underway. The logistics hub will rely on port facilities with adequate capability for the import and export of goods via Namibia. The current port facilities are already at or near maximum and as such, for the logistics hub to be a success, expansion of port facilities is crucial. The envisioned SADC Gateway Port will complement a logistics hub and vice versa. Implications and Impacts The success of the logistics hub depends largely on the expansion of the port facilities in Namibia. Similarly the presence of a logistics hub in Namibia will create opportunities for the export and import of goods via Namibian ports.
7.4.3 Botswana Coal Namibia and Botswana have signed an agreement which will see coal from the Mmamabula Coalfields in Botswana being exported via the Port of Walvis Bay. An estimated average of 24,000,000 tons per annum, and at maximum 100,000,000 tons per annum, of coal is expected to be exported via the port. For the transport of the coal agreements are in place to build the Trans-Kalahari Railway Line. This will include construction of new lines and the upgrade of existing lines between Botswana and Walvis Bay. Implications and Impacts The expansion of the Walvis Bay Port is inextricably linked to the various corridors and assumes that landlocked countries will utilise the port for their trade routes. From the literature, this integrated network seems to be well attended to by the SADC Secretariat as well as the Walvis Bay corridor Group. It provides confidence in the process and in the probability that the various developments (expansion of the port linked with the improvement of road capacities and the simultaneous development and improvement of the rail network) will be properly coordinated and that it will be ensured that the various capacities coincide with the requirements and actual freight to be carried via the various
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transport modes. It is however, important that this be monitored and that the Walvis Bay Corridor Group, Namport, the Ministry of Works and Transportation, the Roads Authority and Trans Namib be obliged to work together to ensure that none are lagging behind at any point in time during this development process.
8 STAKEHOLDER CONSULTATION Consultation with stakeholders and the public formed an integral part of the SEA process. Apart from arranged meetings with key stakeholders, two public meetings were also conducted, one in Windhoek and one in Walvis Bay. Identified stakeholders were invited via e-mail and the two public meetings were advertised twice in two separate national newspapers, 14 and 7 days prior to the first meeting in Windhoek. The meetings were held at the Ministry of Mines and Energy head office in Windhoek on 10 July 2014 and at the Protea Hotel in Walvis Bay on 15 July 2014. Views, comments and opinions expressed by I&APs were noted and incorporated into this report. A list of registered stakeholders and I&APs and stakeholders and I&APs who attended the meetings are presented in Appendix E and the minutes of the meetings are presented in Appendix F. Any additional correspondence and meetings are presented in Appendix G. Through stakeholder communication and the public meetings it became evident that one of the major concerns regarding developments in Walvis Bay, and Namibia in general, is the piecemeal planning involved with new projects. It was suggested that this lack in a holistic approach to planning should be addressed. This is however not only relevant to Namport but to a much broader community. Transport was identified as the most likely factor that may result in hampering the success of the port development. This is due to significant shortfalls in both the rail and road transport infrastructure which may limit the transport of port related goods. Simultaneously concerns were raised about the impact that increased traffic generated by the port will have on the Namibian roads and rail as well as public safety. Service delivery in terms of water, electricity, waste removal and housing was also mentioned as possible limiting factors. The potential impacts of the port on shoreline changes, mariculture areas and biodiversity in general was also raised. It was noted that each phase of the port development should have its own EIA and clearances before it can commence and these impacts must be addressed in these studies. Apart from potential problems and impacts it was also noted that the port expansion is seen as necessary and beneficial for Namibia. Compromises should be reached between the environment and port development which should include aspects such as a greenbelt or buffer zone between future residential developments and the port.
9 IMPACT ASSESSMENT The purpose of the SEA is not to address each of the potential individual impacts of possible operations that can be practised at the SADC Gateway Port. This is also not practically possible since final development plans of the SADC Gateway Port are not available. However, a brief overview of the major impacts expected is provided in Figure 21. The overview focus on the cumulative impacts of the construction and general operations of the SADC Gateway Port. Figure 22 provides a simplistic overview of all impacts identified with the responsible parties or documentation (existing or to be prepared) needed to address the impacts.
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Figure 21. Main Infrastructure Demands Based on the Different Development Phases
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Figure 22. Summary of Identified Impacts Page 63of160 Page 64 of 160
In Table 9 and Table 10 an impact assessment overview is provided by looking at each of the proposed phases of the development as provided in section 5.1 in terms of the most important impacts identified by the stakeholders, although it is not definite that each phase will materialize. Archaeology impacts which has been identified in section 7.1.5 are not repeated in these tables. An EIA and EMP have already been conducted for the liquid bulk terminal and associated infrastructure (Botha et al. 2013 a-d). Impacts associated with the construction and operational phase of the liquid bulk terminal have been discussed in detail and mitigation measures proposed. The terminal will initially serve the purpose of simply replacing the existing tanker jetty. Construction impacts will thus be localised to the new location with potential sea based impacts being localised to the Port of Walvis Bay. The major construction impacts are associated with dredging of the new entrance channel (that would serve as entrance channel for the entire SADC Gateway Port) as well as pile installation for the access trestles and berths for fuel offloading. Similar studies will have to be completed for each phase of the port development and for each of the different operations that will take place in the port before it may commence. It should be noted that the bulk terminals for coal, iron ore, etc. will only have emergency stockpiles in the SADC Gateway Port itself. The main storage for bulk products will require a large expanse of land elsewhere which would in turn have its own impacts on the environment. It is envisioned that this storage will take place at farm 58, the planned industrial park to the east of Dune 7. Separate Environmental impact assessments will have to be conducted for the components of the industrial park.
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Table 9. Construction Phase Impact Assessment
Phase Transport Municipal Services Ecological (Completion Date) Liquid Bulk Terminal Transport of equipment and building materials Electricity The most important impacts of dredging (2016) will result in traffic impacts and congestion of Electricity use for the construction process will and pile construction may be on the roads for the duration of construction. be minimal. Ramsar site (Lagoon), dolphins and Multipurpose Dry Bulk Nature whales, birds and rocky shores. These Terminal Water impacts are mostly associated with noise, (2017 or later) Relatively large volumes of water will be sediment suspension, collisions with required for concrete mixing for the Coal Bulk Terminal infrastructure and habitat loss. construction of slabs and piles of the access (2022) trestles and berths of all three terminals. Volumes of water required are not known. Housing If construction is outsourced to companies or people not from Walvis Bay, such people will have to find accommodation in or near Walvis Bay which can increase the demand for housing. Walvis Bay is a fast growing town and a Electricity Should the construction of the terminals number of construction activities are in If construction of the terminals coincide with coincide with the ongoing container progress or planned. All construction sites the ongoing container terminal expansion terminal expansion project, or occur require the transport of goods to some degree. project or occurs simultaneously with each simultaneously with each other,
Cumulative If construction of the terminals coincide with other, Namport’s cumulative electricity demand Namport’s cumulative contribution to the ongoing container terminal expansion will increase. ecological impacts may become project, or occurs simultaneously with each significant. Water other, Namport’s cumulative contribution to The increase in population size, industrial traffic impacts may be significant. Geo Pollution Technologies (Pty)Ltd developments and mining in the Central Coastal Region, and the construction activities associated with these, are putting pressure on potable water resources. The construction of the terminals will put additional strain on water supply. Housing
Various ongoing and future construction Page 65of160 activities require construction personnel who in Port ofWalvis BaySADCGateway-SEA Nov2016
Phase Transport Municipal Services Ecological (Completion Date) turn requires housing. Current dredging activities performed by a Chinese company is accompanied by an influx of a large contingent of Chinese nationals who require housing. Should the construction of the terminals coincide with the ongoing container terminal expansion project, or occur simultaneously with each other, Namport’s cumulative contribution to housing demand would be significant. Container Terminal Transport of equipment and building materials, Electricity Additional dredging, land excavation and will result in traffic impacts and congestion of Electricity use for the construction process will land reclamation may affect water Break roads for the duration of construction. be minimal. quality through the suspension of Bulk/Multipurpose Nature sediments. This may affect sensitive Terminals Water ecological receptors or mariculture areas. Water will be used for concrete mixing for Ro-Ro Terminal Habitat loss will occur where land quay walls, breakwaters, revetments, etc. excavations for the water area occur and Ship Repair Area Housing terminals are built. Rail Marshalling Yard If construction is outsourced to companies or people not form Walvis Bay, such people will Water Area have to find accommodation in or near Walvis Miscellaneous Bay. (Completion Dates not Walvis Bay is a fast growing town and a Electricity The coastline between Walvis Bay and Determined) number of construction activities are in If construction of the terminals coincide with Swakopmund is regarded as ecologically progress or planned. All construction sites construction of other terminals and the valuable. Construction of the land based require the transport of goods to some degree. operations of completed terminals, Namport’s infrastructure and harbour basin together
Cumulative If construction of the terminals occurs cumulative electricity demand may become with residential and other developments Geo Pollution Technologies (Pty)Ltd simultaneously with each other or with other significant. along the coast leads to habitat loss. Namport expansion projects, Namport’s Water cumulative contribution to traffic impacts may The increase in population size, industrial become significant. developments and mining in the Central Coastal Region, and the construction activities associated with these, are putting pressure on potable water resources. The construction of the terminals will put additional strain on water Page 66of160
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Phase Transport Municipal Services Ecological (Completion Date) supply especially when added to operational water use of completed terminals. Housing Various ongoing and future construction activities require construction personnel who in turn requires housing. Should construction of terminals occur simultaneously with each other, Namport’s cumulative contribution to housing demand could become significant if contractors and workers are not sourced locally.
Table 10. Operational Phase Impacts Phase Transport Municipal Services Ecological/Mariculture (Completion Date) Liquid Bulk Terminal Initially no additional impact is expected due Electricity The spillage of fuel is considered a (2017) to similar fuel demand as before. Initially no or very little additional impact is severe risk to ecological and mariculture expected due to the liquid bulk terminal receptors. Nature Ultimately fuel demand will increase replacing the existing tanker jetty. nationally. This will increase pressure on road It is expected that the potential risk to the and rail transport. The opportunity for fuel Even with increases in fuel demand, electricity Ramsar site (Walvis Bay Lagoon) and export to other SADC countries also exist. use for the operational process will remain Aqua Park 1 is less than that of the minimal and will mostly be limited to the current tanker jetty due to currents and supply of electricity to buildings, for lighting prevailing winds moving away from purposes and for pumping of fuel along these receptors and out of the bay. pipelines. However, potential impact on the rocky shores north of the liquid bulk terminal Water Geo Pollution Technologies (Pty)Ltd increase. Initially no or very little additional impact is expected due to the liquid bulk terminal The improved integrity and safety replacing the existing tanker jetty. Despite aspects of the proposed liquid bulk increases in fuel demand, water use for the terminal would also minimize potential operational process will remain minimal and risks associated with fuel spills. will mostly be limited to domestic use and Infrastructure presence and lighting may supplying tanker ships with potable water. impact birds.
Housing Page 67of160 A small employee base will be required to man
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Phase Transport Municipal Services Ecological/Mariculture (Completion Date) the liquid bulk terminal and onshore station. Employees would most likely be sourced from Walvis Bay and no additional housing will be required. The number of employees would increase slightly with increases in fuel demand or with expansion of storage facilities at the liquid bulk terminal. This may increase the need for housing. The ultimate goal of the SADC Gateway Port Electricity Considering the predicted growth in is to generate increased import and export of The increase in population size, industrial Walvis Bay’s population and the goods. A cumulative impact on transport is as developments and mining in the Central industrial nature of its developments, such expected as a result of increased transport Coastal Region are putting pressure on Walvis Bay as a town will pose increased
Cumulative need, increased fuel demand and potential fuel electricity supply. The operations of the liquid risks to sensitive ecological receptors. exports. bulk terminal will put additional strain, The liquid bulk terminal and the entire although minimal, on electricity supply. SADC Gateway Port will contribute to Namport’s overall ecological impact. Water The increase in population size, industrial developments and mining in the Central Coastal Region are putting pressure on water supply. The operations of the liquid bulk terminal will put additional strain, although minimal, on water supply. Housing
Geo Pollution Technologies (Pty)Ltd Walvis Bay is an industrial town and local developments may attract job seekers from all over Namibia. This will increase the demand for housing. Multipurpose Dry Bulk Imported dry bulk products will need to be Electricity Dry bulk products stored and handled at Terminal transported from the terminal to clients in Electricity will be required for lighting, the terminal may include hazardous (2017) Namibia and dry bulk products like mining ore buildings, and running of conveyors. materials or chemicals the can be Nature will be transported to the terminal for export. detrimental to the ecological Water Page 68of160 This will require significant road and/or rail environment or mariculture areas if Water will be required for domestic use and
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Phase Transport Municipal Services Ecological/Mariculture (Completion Date) transport, potentially all over Namibia. may be required for dust suppression if spilled into the ocean or blown by wind stockpiles are not covered. Potable water will to receptors. be supplied to cargo ships. Housing A small employee base is likely to be required to operate the terminal. Employees would most likely be sourced from Walvis Bay and no or very little additional housing will be required. The number of trucks and rail cars in operation Electricity The storage and handling of a wide in Namibia will increase. The cumulative The increase in population size, industrial variety of potentially harmful products at impact will lead to more rapid road and rail developments and mining in the Central the SADC Gateway Port, existing port deterioration, more accidents and traffic Coastal Region are putting pressure on and other industries in or near Walvis
Cumulative congestion, as well as delayed delivery times. electricity supply. The operations of the Bay, all pose a potential environmental These may ultimately reduce Namport’s multipurpose dry bulk terminal will put risk. All products have to be transported efficiency and status as “port of choice”. additional strain on electricity supply. and with an already deteriorated Dangerous and congested roads in Namibia transport infrastructure the chances of Water may negatively influence tourism. accidents releasing materials into the The increase in population size, industrial environment increases. developments and mining in the Central Coastal Region are putting pressure on water supply. The operations of the multipurpose dry bulk terminal will put additional strain on water supply, especially if needed for dust suppression. Housing
Geo Pollution Technologies (Pty)Ltd Walvis Bay is an industrial town and local developments may attract job seekers from all over Namibia. This will increase the demand for housing. Coal Bulk Terminal An agreement is in place between Botswana Electricity Coal can be detrimental to the ecological (2022) and Namibia for the export of coal from the Electricity will be required for lighting, environment or mariculture areas if Mmamabula Coalfields. This can be up to 100 buildings, and running of conveyors. spilled into the ocean or blown by wind Nature MT per annum and will rely on rail transport to receptors. Water Page 69of160 via a newly built dedicated railway line Water will be required for domestic use and
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Phase Transport Municipal Services Ecological/Mariculture (Completion Date) between Botswana and Walvis Bay may be required for dust suppression if stockpiles are not covered. Potable water will be supplied to cargo ships.
Housing A small employee base is likely to be required to operate the terminal. Employees would most likely be sourced from Walvis Bay and no additional housing will be required. No significant cumulative impact on Electricity The storage and handling of a wide Namibia’s transport infrastructure is expected The increase in population size, industrial variety of potentially harmful products at since the coal will be transported on a newly developments and mining in the Central the SADC Gateway Port, existing port built dedicated rail line. Coastal Region are putting pressure on and other industries in or near Walvis
Cumulative electricity supply. The operations of the coal Bay, all pose a potential environmental bulk terminal will put additional strain on risk. electricity supply. Water The increase in population size, industrial developments and mining in the Central Coastal Region are putting pressure on water supply. The operations of the coal bulk terminal will put additional strain on water supply, especially if needed for dust suppression. Housing
Geo Pollution Technologies (Pty)Ltd Walvis Bay is an industrial town and local developments may attract job seekers from all over Namibia. This will increase the demand for housing. Container Terminal The Namibian goal of becoming a logistics Electricity Ecological impacts will mostly be hub in SADC would mean a significant Electricity will be required for lighting, limited to the by-products of transport Break amount of imports and exports of products buildings, cranes, etc. (i.e. greenhouse gas emissions) although Bulk/Multipurpose Nature including vehicles via Namibia. These will be some harmful substances may be stored Terminals Water Page 70of160 transported by road and/or rail. and handled that can be dropped into the Water will be required for domestic use and
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Phase Transport Municipal Services Ecological/Mariculture (Completion Date) Ro-Ro Terminal supplying cargo ships with potable water ocean during loading and offloading of ships. These products may reach Water Area Housing sensitive ecological receptors or A small employee base is likely to be required Miscellaneous mariculture areas. to operate the terminals. Employees would (Completion Date Not most likely be sourced from Walvis Bay and no Determined) additional housing will be required. The number of trucks and rail cars in operation Electricity The storage and handling of a wide in Namibia will increase. The cumulative The increase in population size, industrial variety of potentially harmful products at impact will lead to more rapid road and rail developments and mining in the Central the SADC Gateway Port, existing port deterioration, more accidents and traffic Coastal Region are putting pressure on and other industries in or near Walvis
Cumulative congestion, as well as delayed delivery times. electricity supply. The electricity need for the Bay, all pose a potential environmental These may ultimately reduce Namport’s operations of these terminals, although risk. efficiency and status as “port of choice”. minimal, will put additional strain on electricity Dangerous and congested roads in Namibia supply. may negatively influence tourism. Water The increase in population size, industrial developments and mining in the Central Coastal Region are putting pressure on water supply. The operations of the terminals will put additional strain on water supply, Housing Walvis Bay is an industrial town and local developments may attract job seekers from all over Namibia. This will increase the demand
Geo Pollution Technologies (Pty)Ltd for housing. Ship Repair Area Low Impact Electricity Ships in need of repair or maintenance Electricity will be required for operations of may release oils, fuels, paints etc. into (Completion Date Not machinery, tools, cranes, lifts, lighting and, the environment, including the ocean. Determined) Nature buildings. This may include materials used for sandblasting of ships. This can introduce Water chemicals of concern into the Water will be required for domestic use and environment, especially if old ships with cleaning of ships. Page 71of160 lead and tributyltin in their paints are
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Phase Transport Municipal Services Ecological/Mariculture (Completion Date) Housing repaired or serviced. A relatively larger employee base is likely to be required to operate the ship repair areas. Employees would most likely be sourced from Walvis Bay and elsewhere since the skills to perform the work may not be available locally. Additional housing will likely be required. Low Impact Electricity The cumulative effect of all harbour The increase in population size, industrial related operations typically deteriorate developments and mining in the Central the quality of harbour water and Coastal Region are putting pressure on sediments. The increased size of the
Cumulative electricity supply. The electricity need for the proposed port and the additional operations of the ship repair area, although activities that will be performed here will minimal, will put additional strain on electricity all contribute to the introduction of supply. unwanted materials into the environment. Noise, artificial lighting, ship traffic, Water pollution, etc. all contributes to reduced The increase in population size, industrial ecological integrity. developments and mining in the Central Coastal Region are putting pressure on water Water movement may transport supply. The water need for operations of the pollutants to remote ecologically ship repair area will put additional strain on sensitive receptors or mariculture areas. water supply. Housing Walvis Bay is an industrial town and local developments may attract job seekers from all Geo Pollution Technologies (Pty)Ltd over Namibia. This will increase the housing demand.
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10 CONCLUSION AND RECOMMENDATION Namport efficiently and effectively operates the existing Port of Walvis Bay making it a preferred port of call in southern Africa. As such the port is operating at near maximum capacity. The importance of port expansion has been highlighted in various National plans and programmes and is seen as a central part of developing Namibia as a logistics hub in southern Africa. However, due to a shortage of available land, the existing port cannot be expanded and an alternative location for port expansion is required. Although alternative locations, like expansion of the Lüderitz Port or construction of a new port at Angra Fria, have been investigated, the construction of the SADC Gateway Port just north of Walvis Bay is preferred. Walvis Bay being centrally located along the coast with established transport links to the rest of Namibia and southern Africa is the logical choice for port expansion at this stage. In addition to that Walvis Bay is already developed with a number of industries relying on the port for their imports, exports and other forms of business. According to the IUSDF of Walvis Bay, the town is also earmarked for becoming an industrialized town which further supports port expansion here. A development of the size of the proposed SADC Gateway Port cannot be without environmental impacts, both locally and nationally. Due to Walvis Bay being surrounded by National Parks (Namib Naukluft and Dorob), land available for the development is scarce. Residential and other developments along the coast north of Walvis Bay further reduce the available options for the port expansion. The proposed location of the SADC Gateway Port has however been identified in a previous coastal SEA as most suitable for port related activities due to a relatively low environmental sensitivity when compared to other nearby locations. Considering the port at a strategic level, the most important impacts have however been identified and discussed in some detail. These include transport and the supply of services such as water, electricity, housing and waste removal. The transport sector in Namibia currently relies heavily on road transport due to significantly deteriorated rail infrastructure, resulting in slow and unreliable rail delivery times. This has resulted in Namibia’s roads being impacted by trucks resulting in road surface damage, traffic congestion and an increase in accidents. To achieve the goal of developing Namibia as a logistics hub and developing the port as a key port of call along the south-western coast of Africa, significant investment will have to be made in road and rail infrastructure construction, upgrade and maintenance. Also, a shift from road to rail transport for goods must be advocated in order to lessen the burden on road infrastructure and make Namibia’s roads safe. The utility suppliers NamPower, NamWater and the Walvis Bay Municipality seems confident in their ability to supply electricity and water to meet the growing demand of the central coastal region. The planned 800 MW Kudu Gas Power Plant would be more than sufficient to meet Namibia’s electricity demand for the near future. NamPower’s interim plan until Kudu Gas is commissioned is to develop a 250 MW power plant and tenders have already been awarded for this. NamWater plans to meet the demand for potable water by construction of a desalination plant north of Swakopmund. This plant, together with the existing Areva plant, will meet a large proportion of the water demand and reliance on groundwater, which is vulnerable to interruption when the Kuiseb River is in flood, would be reduced. The IUSDF of the Walvis Bay Municipality makes provision for housing, schools, hospitals etc. for the predicted growth in Walvis Bay, including the port development and its additional resource demands. The socio-economic specialist study conducted, emphasises that the IUSDF has planned and budgeted for the local cumulative impacts of the SADC Gateway Port as well as the overall development of Walvis Bay. The location of the proposed SADC Gateway Port is regarded as having a low to medium sensitivity with regards to archaeology. It is very important that Namport is aware of the archaeological sensitivity of the area and that archaeological remains, similar to those that have been found at this location, are protected by law. Once plans for the SADC Gateway Port are finalised a full archaeological impact assessment must be conducted which should include mitigation measures to be implemented. This must include the Archaeological Chance Finds Procedure. On a positive note, the larger and improved Port of Walvis Bay will be able to better serve Namibia and southern Africa as a whole. The development of the SADC Gateway Port will support industrial
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growth and the logistics need of Namibian and southern African industries and companies. Economic development in Namibia will be stimulated and employment opportunities directly or indirectly linked to the port will provide livelihoods locally and at national level. Development of the SADC Gateway Port must be done in an environmentally conscious manner and impact assessments must be conducted for the various phases of the development. Special consideration must be given to the fauna associated with the marine environment, this includes birds and mammals, as well as to the archaeology of the area.
Geo Pollution Technologies
Pierre Botha B.Sc. (Hons.) Hydrogeology November 2016
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Mussels, status report June 1999, carried out for Namport by Racal Survey South Africa, July 1999. Robertson T, Jarvis A, Mendelsohn J, Swart R. 2012. Namibia's Coast. Ocean riches and desert treasures. Raison, Windhoek. Ruppel, O.C. & Ruppel-Schlichting, K. (2013). Environmental Law and Policy in Namibia, 2nd Ed: Towards Making Africa the Tree of Life. Orumbonde Press, Windhoek. SAIEA. 2014. Strategic Environmental Assessment for the Project on the Master Plan for Development of an International Logistics Hub for SADC Countries in the Republic of Namibia. Unpublished Report. Sakko, A.L. (1998). The influence of the Benguela upwelling system on Namibia's marine biodiversity. Biodiversity and Conservation 7, 419-433. Scott, RM & Scott, HA. 2013. Environmental Impact Assessment for the New Port of Walvis Bay Marine Petroleum Product Import/Export Terminal and Pipeline. Bird specialist report. Unpublished report, African Conservation Services cc, Swakopmund Namibia. Simmons, RE, Brown, CJ In press. Birds to watch in Namibia: red, rare and endemic species. Ministry of Environment and Tourism, Namibia Nature Foundation, Windhoek. Simon, E. 2014. Strategic Environmental Assessment for the New Port Of Walvis Bay SADC Gateway – Socio Economic Specialist Study Skov, H., Bloch, R., Lauridsen, F.S. & Uushona, D. 2010. Strategic Environmental Assessment (SEA) for the coastal areas of Namibia. Report for NACOMA. DHI report. 120 pp. Sogreah, 1999. Namibia Ports Authority. Feasibility study for Deepening of the Port of Walvis Bay. Windhoek Consulting Engineers. Centre for Marine Studies - UCT KKS (Pty) Ltd. 1999. Tractebel, 1998. Environmental Impact Assessment study for the dredging of the port of Walvis Bay - Final Report. February 1998. Urban Dynamics. (2014). Integrated Spatial Development Framework for Walvis Bay. Walvis Bay: Municipality of Walvis Bay. Urban Econ. 2012. Municipality of Walvis Bay: Local Economic Development Strategy and Plan. Cape Town: Urban Econ: Development Economists. Van der Wateren F.M, Dunai T.J; 2001; Late Neogene passive margin denudation history— cosmogenic isotope measurements from the central Namib desert.; Global and Planetary Change 30 (2001) 271–307 WSP. 2014. Port of Walvis Bay – New Tanker Berth and North Port Expansion – Interpretative Geotechnical Report. 2014/05/28.
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APPENDIX A: Socio-Economic Specialist Study
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ENVIRONMENTAL STRATEGIC GATEWAY PORT: SADC
ASSESSMENT PORT OF WALVIS BAY SADC GATEWAY STRATEGIC ENVIRONMENTAL ASSESSMENT
Socio Economic Specialist Study
Final Draft Report: 20 November 2014
Prepared by: Ernst Simon
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Project: STRATEGIC ENVIRONMENTAL ASSESSMENT FOR THE NEW PORT OF WALVIS BAY SADC GATEWAY – Socio Economic Specialist Study Report Draft Version/Date 20 November 2014 Prepared for: Namibia Port Authority P O Box 361 Walvis Bay Namibia Specialist Urban Dynamics Consultant Main Project Ernst Simon Team (B Soc Sc Hons Sociology) MTRP Cite this Simon, E.(2014).STRATEGIC ENVIRONMENTAL ASSESSMENT document as: FOR THE NEW PORT OF WALVIS BAY SADC GATEWAY – Socio Economic Specialist Study
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SUMMARY Walvis Bay just completed an Integrated Urban Spatial Development Framework (IUSDF). This framework is a long term plan which considers the current growth and development of Walvis Bay and strategically guides it in a desired direction to reach a specific desired state by the end of the plan period (2030). The development of the SADC Gateway Port formed an integral part of the planning process and influenced the projections of the housing requirements over the plan period, the requirement for social and services infrastructure, the need for commercial and industrial land and the provision for bulk services to ensure that these developments can be accommodated. As a result of the plan, it is anticipated that the potential local social and socio-economic impacts were considered and will be mitigated through the implementation of the provisions of the IUSDF. However, despite the reservation of enough land for the required roads and corridors, the actual provision of non road transport (such as rail, pipelines and conveyors) is not within the control of the local authority. As far as could be discerned, there are no clear strategic plans in place for the development of a rail service to serve the proposed harbour. Current conditions and the level of operation of rail services linked with the future requirements should the harbour be developed is a cause for concern and there is no indication that rail transportation is ready to take its very important role to transport goods to and evacuate it from the proposed new port. This is a major worry. If rail does not take its rightful and effective role, road transport is likely the only other alternative and this is likely to have a huge impact on road traffic and road conditions, not only locally, but also in the region, in Namibia and further afield where current road infrastructure capacities are even lower than in Namibia. In fact, even if rail, pipelines and conveyors are developed, projections indicate that there will be a huge increase in road traffic, especially heavy vehicles and this will have a major impact on the local, regional, national and international road network leading to the regions and countries being served by the port. The development of the SADC Gateway port is likely to have a number of positive impacts namely the creation of much needed employment opportunities at local, regional and national level and a stimulus for local, national and regional economic development. It would also support the mining and minerals industry in the country. The central Namib is an arid region and groundwater and surface water sources are inadequate to satisfy the current demand. The Trekkopje desalination plant is able to supply the current demand provided that an agreement is reached between the current owners and NamWater. In the meantime, more desalination plants are being considered, one by the Husab Mine and another by NamWater. The country has a shortage in electricity supply and the development with the anticipated ancillary industrial development will exacerbate this problem.
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TABLE OF CONTENTS
1 INTRODUCTION 1
2 DEVELOPMENT AND RELATED ACTIVITIES 1
2.1 Planned Infrastructure Development 1 2.1.1 Liquid Bulk Terminal (Phase 1 of the Development) 1 2.1.2 Multipurpose Dry Bulk Terminal (Phase 2 of the Development) 1 2.1.3 Coal Bulk Terminal (Phase 3 of the Development) 2 2.1.4 Container Terminal 2 2.1.5 Break Bulk/Multi-Purpose Terminals 2 2.1.6 Ro-Ro Terminal Area 2 2.1.7 Ship Repair Area 2 2.1.8 Rail Marshalling Yard 3 2.1.9 Water Area 3 2.1.10 Miscellaneous 3
2.2 Construction Activities 3
2.3 Operational Phase 4
3 THE RECEIVING ENVIRONMENT 4
3.1 The Local Context 4 3.1.1 Planning Context 4 3.1.2 Socio Economic Environment 5
3.2 Regional Context 14 3.2.1 Tourism 14 3.2.2 Mining 15 3.2.3 Fisheries 16 3.2.4 Transport Corridor 16 3.2.5 Water 18 3.2.6 Electricity Supply 19
3.3 National Context 20 3.3.1 Namibia’s Vision 2030 20 3.3.2 Fourth National Development Plan 21 3.3.3 Mining 22
3.4 International 23 3.4.1 Transport Corridors 23 3.4.2 Botswana Coal 23
4 CONCLUSION AND RECOMMENDATIONS 24
5 REFERENCES 26
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LIST OF TABLES
Table 1. Summary of Proposed Port Layout ...... 3 Table 2: Historical Population Growth: Walvis Bay...... 5 Table 3: Level of Unemployment in Namibia, Erongo and Walvis Bay Urban from 1991 to 2011 ...... 8 Table 4: Number of Accommodation Establishments, Beds and the Percentage of beds occupied from 2000 – 2013 in the Erongo region ...... 14 Table 5: Estimated Road Infrastructure Capacity ...... 23
LIST OF FIGURES Figure 1: Urban and Rural Population of the Erongo Region 1991 – 2011...... 6 Figure 2: Main Sources of Household Income: Namibia, Erongo, Walvis Bay ...... 9 Figure 3: Walvis Bay Corridors ...... 17
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LIST OF ABBREVIATIONS
Ha hectare IUSDF Integrated Urban Spatial Development Framework mCD Meters above chart datum MR Main Road MT Metric Ton NAMPORT Namibian Ports Authority NDP4 Fourth National Development Plan NSA Namibia Statistics Agency Ro - Ro Roll-on Roll-off SADC Southern Africa Development Community SAPP Southern African Power Pool SEA Strategic Environmental Assessment TEU’s Twenty Foot Equivalent Units TKR Trans Kalahari Railway WBCG Walvis Bay Corridor Group
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1 INTRODUCTION The Port of Walvis Bay is desirous to extend the existing port by adding a new SADC Gateway Port to the north of the existing town of Walvis Bay on the so called farm 39. Although the Municipality of Walvis Bay are in favour of this development and included it into it’s recently completed IUSDF, it is now regarded necessary to consider the potential Environmental Impact of the proposed development prior to finalising the necessary agreements and land transactions. To this end, Namport commissioned this Strategic Environmental Assessment to predict, at a strategic level, the impacts and cumulative impacts that can be expected to result from the development of the SADC Gateway Port.
2 DEVELOPMENT AND RELATED ACTIVITIES The Port of Walvis Bay handles about 1,600 vessel calls per year and 5.2 million tons of cargo. It is regarded as one of the most efficient ports in southern Africa and it experiences no delays due to weather downtime. It is fully compliant with the International Ship and Port Facility Security ode (ISPS) which is “…a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities…” (http://www.imo.org/).
2.1 Planned Infrastructure Development Expansion and upgrading of the Port of Walvis Bay is essential in order to better serve Namibia and its neighbouring countries. The planned SADC Gateway Port is aimed at meeting the growing demand for port related services. This section provides an overview of the proposed SADC Gateway Port in terms of the main port facilities proposed for the development as well as the general operational activities associated with each. The Development will take place within the Port limits to the immediate north of Walvis Bay on an area known as Farm 39. It will comprise of an estimated 1,350 ha of land being converted into the various port terminals and backup facilities. The development will take place in a phased approach with the first three phases already identified. The following facilities are envisioned for the Development:
2.1.1 Liquid Bulk Terminal (Phase 1 of the Development) The liquid bulk terminal will receive liquids such as refined petroleum products, crude oil, bitumen and other chemicals or liquids for industrial use. Being bulk liquids they are transported in tankers and pumped to bulk storage tanks within the liquid bulk terminal from where it is distributed by rail or road. For petroleum products, a new tanker berth with associated infrastructure will replace the old Walvis Bay tanker jetty which has already reached the end of its design life. The Environmental Impact Assessment for the new tanker berth and its associated onshore station and pipelines have already been conducted and environmental clearance issued (Botha et al. 2013a-d). Construction is expected to be completed by 2016. It should be noted that the initial storage of petroleum products will continue at the existing bulk storage facilities in the industrial area of Walvis Bay and at a planned new bulk storage facility to be built in the industrial area (Botha et al. 2013E; 2013F). Operational activities of the liquid bulk terminal will include receipt of tanker ships at the berths built for this purpose. The liquids will be pumped with dedicated pipelines and pump stations to their respective bulk storage tanks. Distribution from storage will be by designated rail or road tankers. The liquids that will be handled at the liquid bulk terminal are typically of a hazardous and/or flammable nature.
2.1.2 Multipurpose Dry Bulk Terminal (Phase 2 of the Development) Provision will be made for storage and handling of 17.72 MT of multipurpose dry bulk products per annum. This includes iron ore, manganese and other chemicals for industrial use. Approximately 125 ha will be set aside for this purpose. The land based area will be 1
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connected to offshore berths with an access trestle with conveyors. Construction of the terminal is expected to be completed by 2017 or later. Operation procedures will involve the receipt of cargo ships for the offloading of dry bulk cargo with conveyers to storage areas in the terminal before being loaded on rail cars or trucks for transport to industries and consumers. Also, bulk products, typically mining products, for export will be received by road or rail and offloaded in the terminal before being loaded onto cargo ships with conveyers for export. Dry bulk cargo handled at the terminal may be of a hazardous or flammable nature.
2.1.3 Coal Bulk Terminal (Phase 3 of the Development) Namibia and Botswana have signed an agreement which will see coal from the Mmamabula Coalfields in Botswana being exported via the Port of Walvis Bay. An estimated average of 24 MT and at maximum 100 MT of coal is expected to be exported via the port per annum. The main coal storage area will be behind Dune 7 at the planned industrial park while only an emergency stockpile of coal, equivalent to about one ship load, will be stored in covered shed type coal stockpiles at the port. Coal will be transported by conveyer belt from behind Dune 7 to the Port from where it will be loaded onto ships with a conveyor connected to up to five offshore berths with an access trestle. At maximum scenario 85 ha of land will be set aside on Farm 39 for the coal bulk terminal area and construction is expected to be completed by 2022.
2.1.4 Container Terminal Although the new container terminal construction is currently underway at the existing port, the envisaged container throughput volume expected a few decades from now will exceed even the capacity of the terminal currently under construction in the existing port. The existing port including the new container terminal currently under construction will be able to handle 1,000,000 TEUs per annum and once this capacity is exceeded the option exists to either expand the existing port’s new container terminal or to build a new container terminal at the SADC Gateway Port development. Provision will thus have to be made for about 136 ha of land for the container terminal for the stacking area, container freight station, empties area and administration area. Operations of the container terminal area include the receipt of container ships and the offloading and loading of containers. Containers awaiting transport are stored in container stacks before being loaded onto ships, trucks or rail cars.
2.1.5 Break Bulk/Multi-Purpose Terminals This will include the handling and storage of any cargo that are not in bulk or containerized, but may be in bags, crates, barrels or other forms of packaging. This terminal could be up to 50 ha in size.
2.1.6 Ro-Ro Terminal Area A Ro-Ro (Roll-on/Roll-off) terminal will need to be constructed for handling 2.4 MT of Ro-Ro traffic (typically cars and trucks) per annum. This will require 44 ha for storage and administration as well as customs clearance and pre-delivery inspections.
2.1.7 Ship Repair Area The growing offshore industry along the west coast of southern Africa creates a demand for ship repair facilities. The ship repair area will consist of a vast array of facilities and services including dry docks, floating docks, slipways, cranes, workshops, warehouses and offices. A maximum of 40 ha will be set aside for the ship repair yard. The nature of ship repair activities is such that some hazardous waste and materials are produced. This include cleaning and painting of ships.
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2.1.8 Rail Marshalling Yard Possibly two rail hub areas on 160 ha of land will be included in the development. It will be narrow gauged lines of South African standard and will be connected to the planned industrial park behind Dune 7.
2.1.9 Water Area The dimensions of the water area is determined by the size of the largest vessel and the length of the quay line required. Up to 120 ha will be allowed for the water area.
2.1.10 Miscellaneous An area of 50 ha is allowed for items such as security fencing, wastewater plants, fire stations and other infrastructure and services. A 100 ha dry port area, passenger terminals, small craft terminal and small boat marinas are also proposed. An aquaculture area of the Walvis Bay Municipality is envisaged on the northern side of the development. Table 1. Summary of Proposed Port Layout Number of Facility Area (ha) Proportion % Minimum Quay (m) Berths Container Terminal 238 20.6 1600 4 Coal Bulk Terminal 85 7.4 1580 4 Non-Coal Bulk Terminal 125 10.8 710 2 Liquid Bulk Terminal 8 0.7 -350 1 Oil & Gas Expansion 50 4.3 - - Ro-Ro Car Park 44 3.8 500 2 Aquaculture 60 5.2 - - Other 50 4.3 - 3 Rail Hub 160 13.8 - - Water Area Phase 1 75 6.5 - - Water Area Phase 2 120 10.4 - - Ship Repair 40 3.5 - - Dry Port Area 100 8.7 - - Total 1156 100 4728 16
2.2 Construction Activities It is not the purpose of the SEA to provide a detailed account of the construction processes involved in the construction of all the different infrastructure of the port. This should be dealt with in individual environmental impact assessments for the different phases and activities planned in the port. Only an overview of the general construction activities is provided here. Re-routing existing infrastructure such as water pipelines telecommunication lines and the Main Road B2 between Swakopmund and Walvis Bay will have to be conducted to make space for the port development. Given the phased approach of the development, re-routing of the main road will only be required at a later stage. For port construction earthworks is needed to raise/cut the land-based site to 4.5 meters above Chart Datum (mCD) to be at a final elevation of 5.0 mCD after addition of a cement pavement. Chart Datum is 0.966 m below Land Levelling Datum / Old Mean Sea Level at Walvis Bay. The entrance channel must be deepened using for example a trailing suction hopper dredger and/or grab dredger. This however forms part of the existing clearance certificate issued for the construction of the new tanker berth. The new harbour must be excavated on the land side and some reclamation of the offshore side may be performed for port construction.
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Additionally construction of breakwaters, revetments, quay walls and all land based infrastructure is required as a phased approach.
2.3 Operational Phase Namport will make all major investments in nautical infrastructure (dredged areas), major quay walls and jetties. All superstructures such as cargo handling equipment, terminal pavements, buildings and other terminal infrastructure will be built and operated by the individual private terminal operators/concessionaires. Namport will thus be the landlord whereas all terminal operations could be outsourced to private operators. The only exception to this could be the container terminal and break bulk operations in which Namport is currently also the operator in the existing Port of Walvis Bay.
3 THE RECEIVING ENVIRONMENT This section lists the most important environmental characteristics of the study area as well as a short statement on the potential impacts/implications of the proposed development on each.
3.1 The Local Context
3.1.1 Planning Context The Walvis Bay Municipal Council, recently approved the Integrated Urban Spatial Development Framework for Walvis Bay (IUSDF). The main objectives of the IUSDF were: To formulate a strategic vision that would focus actions and enable the Walvis Bay Municipality to identify and prioritise spatial development targets, and to harmonise and maximise the development potential of Walvis Bay’s land developments in a balanced manner considering environmental sustainability, economic growth and effective service provision to its residents. (Adapted from Urban Dynamics, 2014) In the process of formulating the broad development concept to guide the future development of Walvis Bay, a number of development scenarios were formulated. These were then workshopped with local stakeholders and a preferred scenario was selected for further elaboration. Important for this assessment is the fact that the extensive expansion of the harbour became one of the core elements upon which the IUSDF was based. The overall vision for Walvis Bay was formulated as follows:
Within the 20 year plan implementation period, to facilitate the substantial transformation of Walvis Bay from its present status as a small tourism destination and a semi-industrial port town based mainly on fishing, into a modern regional capital and the primary industrial city of Namibia.
This will be achieved through the bold extension of the harbour facilities in order to position it as the port of choice for landlocked SADC countries.
During this transformation, Council will champion the creation of a resource efficient, safe, healthy, and clean industrial sector. Council remains committed to conserve the town’s natural and human resources and to facilitate the development of its other sectors, including business, housing, tourism, recreation, communication and conservation in such a way as to ensure balance and synergy.
The extension of the harbour facilities was therefore seen as perhaps the pivot to enable Walvis Bay to position it as the port of choice for landlocked SADC countries. As such, the IUSDF Planning Proposals provide land budgets and services development plans for the 20 year plan horizon. Therefore, the IUSDF has, in terms of responding to the 4
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development of the harbour, provided for the housing, urban utility services, provision of social and health services and economic activities that will be required for the town over the next 20 years. It must therefore be concluded that the local cumulative impacts of not only the extension activities of the harbour, but also the overall development and growth of Walvis Bay have been thoroughly planned and budgeted by way of the IUSDF. The trends discussed below were utilised to project the pace of future development of the town and to make sure that enough land and services are made available at the appropriate time to enable the smooth and timely development as dictated by the actual growth of the town and its surrounds. In terms of services, the IUSDF specifically dealt with the provision of: housing and residential townships; commerce and industry; recreation and open space; public and civic facilities; townlands, agriculture and conservation; roads and corridors; and
utility services including water, sewage, electricity and solid waste disposal. (Urban Dynamics, 2014)
3.1.2 Socio Economic Environment The socio-economic environment within which the planned project will be located is of importance to the assessment of the potential impacts of the project. More specifically, it is important to understand the key socio-economic trends in Walvis Bay as a basis for the assessment. The following sections aim to identify these trends and determine the implications and/or impacts of each, relative to the proposed project.
3.1.2.1 Population Growth According to the results of a socio-economic survey undertaken for the IUSDF and the results of the 2001 and 2011 National Population and Housing Censuses, the population of Walvis Bay grew from 37 565 in 1997 to 79 500 in 2012. This represents a mean rate of growth of 4.7% per annum, which is much higher than the regional average of 3.4%. The regional growth rate for the Erongo Region is, in turn, substantially higher than the national level of 1.4%. The table below provides the detail: Table 2: Historical Population Growth: Walvis Bay.
TOTAL AVE HH TOTAL WB SOURCE HOUSEHOLDS SIZE POPULATION 1997 15,402 2.44 37,565 Urban Dynamics 2001 43,611 Census 2011 18,861 3.25 61.300 Census 2012 25,247 3.15 79,515 Urban Dynamics
(Sources: (Urban Dynamics, 2014) (GRN, 2013) (GRN, 2014) (GRN, 2003) (GRN, 2003(a)) The trend with respect to population growth in Walvis Bay is therefore clearly one where substantial in migration from elsewhere in Namibia is taking place. According to
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the 1997 Walvis Bay Housing Demand and Affordability Study, 42.63% of respondents that moved to Walvis Bay in the five years prior to the study indicated that they did so because of employment and other opportunities while another 31.45% moved to Walvis Bay after they obtained employment. (TRP Associates Town and Regional Planners, 1997) According to the 1991, 2001 and 2011 Population and Housing Censuses, the urban population of the Erongo Region grew from 63% of the total population of the region in 1991 to 87.4% in 2011. At the same time, the rural population actually declined from 20524 in 1991 to 19039 in 2011. Figure 1: Urban and Rural Population of the Erongo Region 1991 – 2011.
160000 140000 120000 100000 Erongo 80000 Urban 60000 Rural 40000 20000 0 1991 2001 2011
(GRN, 2014) (GRN, 2003(a)) (GRN, 1994)
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Implications and Impacts Walvis Bay has been attracting migrants from elsewhere in Namibia for many years and the main motivation of these migrants to move to Walvis Bay is a perception that there are better employment and other opportunities in Walvis Bay than at their place of residence prior to moving to Walvis Bay. The proposed development of the harbour will strengthen this perception and may even cause a slight acceleration in the growth rate. However, the IUSDF included the expansion of the harbour and provided for the growth of Walvis Bay to accommodate the effects of the harbour in terms of housing, social and utility services. Therefore, the development of the harbour was planned for by the local authority and is seen as one of the drivers of change, nudging Walvis Bay in the direction of the vision for the town, namely to be the primary industrial city in Namibia and Port of choice for landlocked southern African countries.
3.1.2.2 Economic Activities Urban Econ, in 2012, prepared a local economic development strategy and plan for Walvis Bay. This strategy considered the local, regional and national policy environment, evaluated the institutional framework and capacity, and did a sector overview. According to this study, Due to environmental factors, farming, hunting and forestry activities are not feasible or do not have a comparative advantage in Walvis Bay. Walvis Bay is one of two fishing harbours in Namibia. With a maximum draught of 9 meters, it is the only deep-water port in Namibia and is the main fishing harbour. It is also the location of virtually all processing industries and servicing facilities making it the principle home of Namibia’s fishing industry. Mining activities in Walvis Bay are limited to the salt pans and stone quarries. The salt field operation at Walvis Bay comprises two companies, Salt and Chemicals (Pty) Ltd and Walvis Bay Salt Refiners (Pty) Ltd. Salt and Chemicals produces the raw salt whilst Walvis Bay Salt Refiners further processes and markets the salt. Walvis Bay’s Construction sector consists of mainly firms engaged in the construction of residential and non-residential buildings and engineering structures. The expansion of the construction sector is closely tied in with levels of investment in the region, and impacts on a wide range of related sectors, such as cement, construction equipment and the specialist services associated with building and construction. The main manufacturing activities in Walvis Bay take place within the EPZ. The EPZ zones in Walvis Bay is managed by the Walvis Bay Management Company (WBEPZMC), an organization that is jointly owned by the Municipality of Walvis Bay and private investors, which provides investor support services to firms in this designated zone. The Walvis Bay Corridor is a network of transport corridors mainly comprising of the Port of Walvis Bay (Namibia’s largest commercial port), the Trans-Kalahari Corridor, the Trans-Caprivi Corridor, the Trans-Cunene Corridor, and the Trans- Oranje Corridor. The commercial harbour offers a range of terminal facilities that can handle bulk, containerized, frozen and dry cargo. The Walvis Bay International Airport is the second largest airport, as well as one of two international airports in Namibia.
Banking institutions provide comprehensive domestic and international financial services, to ensure the safe and fast transfer of funds to and from any centre of the world. Walvis bay ahs several primary and secondary schools, a maritime training college, three libraries, distance education institutions and a museum. Housing in 7
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Walvis Bay ranges from upmarket to medium cost houses that are fully serviced with water, electricity, sewage and surfaced roads. Hotels, lodges and resorts cater for the tourist market with a high standard of accommodation and related services. (Urban Econ, 2012) The expansion of business activity ranging from industrialization to services such as tourism and entertainment expansion requires increased water services including both supply and sanitation, which can lead to more pressure on water resources leaving groundwater supplies insufficient. Alternative water sources should be explored to ensure the continued supply of water necessary for Walvis Bay’s future development and growth. In order for Namibia’s energy sector to continue to provide affordable and accessible energy services to ensure that the country’s ambitious development growth targets can be realized, Namibia’s rich renewable energy endowments needs to be tapped into. (Urban Econ, 2012) The level of industrialisation at Walvis Bay is still relatively low, yet provides one of the areas with opportunities for substantial growth. The extension of the harbour and the proposed heavy industrial area behind dune 7 will greatly contribute to the expansion of the industrial activities at the town and contribute to the vision. Again, the proposed developments were incorporated in and planned for in the Walvis Bay IUSDF. Implications and Impacts In Namibia, where unemployment levels are very high, economic development and employment creation are extremely important. Although such developments may have environmental and social impacts related to change, it is much more likely to have positive environmental and social impacts in the long run if viewed from a strategic point of view. (reduction in poverty and reduced dependence on natural resources) The impact is likely to be a positive one, contributing to the economic base of the town and to the local, regional and national development goals.
3.1.2.3 Employment, Income and Livelihoods However, in the context of this assessment, it is also important to consider the current levels of unemployment in Walvis Bay. According to the 2011 Census, (GRN, 2014), 29.9% of the economically active population in the Erongo Region was unemployed at the time. This figure is lower for Walvis Bay and higher for Namibia as a whole. Table 3:Level of Unemployment in Namibia, Erongo and Walvis Bay Urban from 1991 to 2011 Walvis Bay Urban Year Namibia Erongo Region Constituency 1991 19% 24% n/a 2001 31% 34% 34% 2011 37% 30% 27%
(GRN, 1994) (GRN, 2003) (GRN, 2013) The data was not disaggregated to constituency level. However, the socio-economic sample survey done for the IUSDF indicates that: 64% of the population of Walvis Bay are employed; 18% are unemployed 18% are classified as others who are economically inactive 75.62% and 44.03% of men and women respectively are employed; 11.28% men and 35.46% women respectively are economically inactive. The level of unemployment is highest in Walvis Bay north (20.35%) followed by Walvis Bay east (8.92%). Unemployment is the central and southern areas are low; 8
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5.28% and 1.04% respectively. The high level of unemployment in the northern area, which is also the area receiving most migrants, is worrying and indicates that population gain, is outstripping economic growth. The Erongo Region had (in 1994) the third highest mean annual household income in the country (N$15 087). This was more than the national average of N$12 783. By 2004, this improved even further to the point where the Region had risen to become the region with the second highest mean annual household income of N$53 408, second only to the Khomas Region (N$91 028). This mean household income is considerably higher than the national average of N$43 521. (GRN, 1996) (GRN, 2006) Figure 2: Main Sources of Household Income: Namibia, Erongo, Walvis Bay
Namibia, Erongo Region Walvis Bay Urban Constituencies 2011: Household income distribution by Source
Wages and Salaries Namibia Pension
Erongo Farming Cash Remittance Walvis Bay Urban Business – non- Farming Other/ Not Stated 0% 20% 40% 60% 80% 100%
(GRN, 2013) (GRN, 2014) In Walvis Bay, wages and salaries is by far the most important source of household income with just about 80% of household incomes being derived from it. The creation of employment opportunities is therefore extremely important in this arid part of the country where human activity and economic activity is located in a narrow band close to the coast. Implications and Impacts Seen together with the expansion of the economic base of the town, the development of the harbour is likely to increase employment opportunities, not only in direct relation to the harbour, but also on the downstream activities and businesses likely to develop to service and support the harbour activities as well as the likely new industrial activities at the dry port area.
3.1.2.4 Transport and Traffic One thing that will most certainly result from the expansion of the harbour and the development of the heavy industrial area is an increase in traffic and specifically heavy vehicle traffic. Locally, the IUSDF acknowledged this fact and made specific provision for a number of multi-purpose service corridors. These link the northern harbour extension (also known as the SADC Gateway port) with the proposed heavy industrial area and dry port as well as with the national road and rail system. An engineering firm was appointed by the Municipality of Walvis Bay to prepare a transportation master plan for the town in the light of the IUSDF proposals. This study has not yet been completed but provisional results were supplied to the SEA team. However, it should be cautioned that this data is preliminary and not necessarily accurate. Estimating future traffic generation in this case was found to be particularly challenging because of the many assumptions that needed to be made with respect to scale and timing. However, since this assessment is supposed to identify likely impacts and cumulative impacts, it is in order to consider likely traffic volumes for a completed SADC Gateway Port as well as the Farm 58 industrial area. When fully developed, it is expected that the industrial area will generate about 9
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1,500 heavy vehicle trips generated at Farm 58 during peak hours; 20,000 light vehicle trips generated at Farm 58 during peak hours. It is worth noting that all the current industrial Walvis Bay land (including fishing industries, light industrial and the South Port) covers about 600Ha. Farm 58, at 3100Ha, is effectively 5 times bigger than all such current industrial land in use. It is understandable that the projected transport demand seems enormous and exaggerated, but these figures have to be appreciated in the context that it reflects a fully developed Farm 58. With respect to the traffic likely to be generated once the SADC Gateway Port is fully developed, the consultants proposed that for the current planning purposes the following order of magnitude vehicle flows should be accepted: 600-700 heavy vehicles generated at the North Port during peak hours; 3000-4000 light vehicles generated at the North Port during peak hours. To comprehend the scale of the North Port it is worth noting that, at a size of about 1300Ha the SADC Gateway Port is about 11 times bigger than the existing South Port. Another serious concern is the current capacity of the railway system. It is not nearly operating at capacity and potential clients indicated that it is too ineffective to use for any cargo which needs any form of speedy and reliable transportation and delivery. If this is not dealt with, it is likely that much of the freight generated by the expanded harbour will be transported by road and this will, despite the necessary corridors, most likely result in substantial congestion of the local roads. Heavy Vehicle traffic increased tremendously over the past few years and the regional and national roads leading to and from Walvis Bay are increasingly under pressure. Implications and Impacts Within Walvis Bay, the potential impacts of the northern port development have been calculated and planned with the commensurate implementation projects. This was done to ensure that individual road transportation and corridor projects are budgeted for and implemented in time to ensure that the port extension, the heavy industrial area and the links between the two is such that it would not compromise traffic movement in Walvis Bay. The cumulative impacts of all the likely developments in the town has been duly considered and planned. However, it assumed that the rail infrastructure will be upgraded to carry the bulk of cargo, at least from the harbour to the heavy industrial area for further distribution. Despite this, the peak traffic flows that can be expected once the proposed facilities are fully developed is enormous and the local road system will need to be planned and developed to be able to handle these huge traffic flows. If the capacity of rail does not improve tremendously, there will be a major traffic impact on Walvis Bay.
3.1.2.5 Residential Developments Given the projected growth of Walvis Bay as a result of not only the port expansion, but also other likely developments, the IUSDF projects a need for an additional 90 township extensions, each of which will have 320 residential erven. This results in a total of 28800 new residential erven to be provided in Walvis Bay between 2014 and 2030. All of these have been planned together with the forward and backward integration of bulk and utility services (as part of the implementation plan of the IUSDF).
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Implications and Impacts Locally, residential developments were planned to accommodate population growth which can be expected as a result of all economic development (including the development of the SADC Gateway Port) projected to happen in Walvis Bay until 2030. Commensurate provision is also made for social services, utilities, open space and other facilities. It is therefore unlikely that the port development will have any unplanned impacts on Walvis Bay town.
3.1.2.6 Industrial Developments For industrial land requirements, a planning norm of 0.8ha per 1000 population is supposed to provide for both small and service industrial requirements, as well as for the large land consumers involved in manufacturing, processing and warehousing. This calculates to a requirement of 150ha for the projected population of Walvis Bay by 2030. The existing developed and planned industrial areas already exceed 240Ha. The implication, however, is not that there is an oversupply of industrial land in Walvis Bay, but rather that the norm does not apply to an important port town which operates an extensive fishing industry and which is an important import and export point for many landlocked SADC countries. Therefore, the IUSDF provides for enough light, general and heavy industrial land to satisfy the potential requirements over the 15 year plan period. The development of the harbour is inextricably linked to the development of the heavy industrial area behind dune 7. The intention is that the harbour and the industrial area, which may include more than one dry port, will be by road, rail and other transportation methods such as conveyor belts and pipelines. Perhaps the most important issue from the point of view of a potential socio-economic impact is a high level of certainty that rail must form an integral part of this link and that most bulk freight would be brought in and out by rail rather than by road. The IUSDF provides for a number of transportation corridors which provides the space required but does not guarantee implementation since the responsibility fall outside the mandates of the Municipality and the Port Authority. The map below provides the detail.
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Geo Pollution Technologies (Pty) Ltd
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Implications and Impacts The IUSDF provides the required land for industrial purposes as well as the land required for the corridors to link the main industrial “estates” being the harbour and the heavy industrial areas. However, it will be extremely important that the key stakeholders namely the Municipality of Walvis Bay, Namport, TransNamib and the Ministry of Transport work together to ensure that all the envisaged modes of transport to bring to and evacuate cargo from the harbour is in place. The main concern is with the provision of rail services between the harbour and the hinterland via the heavy industrial area.
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3.2 Regional Context The Erongo Region is the second most affluent region in the country after the Khomas Region. The economy of the Region is mainly based on natural resources and is slowly becoming more diversified due to expansion in the mining industry and the Port of Walvis Bay. Swakopmund and Walvis Bay constitute over half of the region's economic base and more than a quarter of the country's GDP (Erongo Regional Council, 2007). The following section explores the tourism, fisheries, mining, transportation, water and energy sectors of the Erongo Region:
3.2.1 Tourism Tourism is important to the Namibian economy and is ranked third as foreign exchange earner. Total annual contribution of the sector to the economy is estimated at N$6 788 million (3.7% GDP). Eighty two percent of visitors to Namibia are tourists. Community- based tourism is also expanding in popularity. (UraMin, 2007, p. 152). According to the Tourist Statistical Report 2012 – 2013 (GRN, 2014 (a)), tourist arrivals increased from 1 078 937 in 2012 to 1 176 042 in 2013. From the African market and leading the number of tourist visits to Namibia are Angola, South Africa and Zambia. The fourth most visitors were from Germany, which also leads the foreign market, followed by the UK, USA, France and Portugal. Tourist arrivals have increased by 9% from 2012 to 2013 and by 5% from 2011 to 2012. Expanding parallel to the tourism industry is the accommodation and catering industry. Many view the coastal towns such as Swakopmund and Walvis Bay as holiday towns and one see an influx of tourist during the December and January holidays. In almost all regions, the highest occupancy rates occurred in July and August, not as one would expect in December and January during school holidays. (GRN, 2009 - 2013) As the tourism industry is expanding, so is accommodation and catering. According to the Namibian Tourism Board (GRN, 2009 - 2013), there was a substantial decrease in the bed occupancy rates in the region from 2009 to 2012. However, occupancy rates started to increase again in 2013. While occupancy rates mostly seem to be higher than the national rate, the establishments in the region as a percentage of the national number of establishments has decreased from 2011 – 2012 and only increased again in 2013. In 2009, 41.5% of all accommodation establishments were found in the region. That increased to 44% in 2010 and then decreased to 38.8% in 2011 and further to 36.2% in 2012 and thereafter increased to 49.2% in 2013. Considering that the region only has 5.9% of the national population, this indicates the importance of tourism for the region. Table 4 lists the number of accommodation establishments, beds and the percentage of beds occupied from 2009 – 2013. Table 4: Number of Accommodation Establishments, Beds and the Percentage of beds occupied from 2000 – 2013 in the Erongo region Erongo Region 2009 2010 2011 2012 2013
Establishments 250 209 227 167 153
Establishments as a % of 41.5% 44.0% 38.8% 36.2% 49.2% National establishments
Rooms 1362 1103 1672 1244 1300
Bed occupancy 33% 29% 29% 27% 30%
(GRN, 2009 - 2013)
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Implications and Impacts Tourism is the third most important foreign exchange earner in Namibia and the Erongo Region makes a huge contribution to this, as is evident from the fact that nearly half of all tourist establishments in Namibia is in this region. It is therefore important that this industry is protected and nurtured. The central Namib Desert and the coast is a huge attraction for local and foreign tourists and it has a sense of place appreciated by most. It is easy to self drive and relatively quiet for tourists to visit and enjoy the area. An increase in activity and particularly road traffic could potentially influence this sense of place and make the area less attractive than it is currently. It will be important to channel all business, commuter and industrial traffic to MR44 behind the dunes and retain and further develop TR2/1 to function as an “activity” spine for tourism and leisure with MR44 serving as the mobility spine.
3.2.2 Mining The Mining Industry in the Erongo Region is in the process of expanding rapidly through the development of a number of uranium mines driven by the demand for uranium on the global market. The mining operations of the Erongo Region of significant economic importance are, Rössing Uranium, Langer Heinrich Uranium, Navachab Gold and the coastal salt works. Many potentially economical deposits exist in the Region but their viability depends on world market prices of the relevant commodities and a possible technological breakthrough resulting in reduced production costs. Over recent years the increasing profitability in the uranium markets has seen several new Namibian uranium projects emerge. Rössing Uranium and Langer Heinrich mine is operational and the Trekkopje Uranium project is ready for production but under maintenance due to the low commodity prices. According to the developers, the Trekkopje Uranium mine was expected to become one of the world’s ten largest uranium mines when it enters into production and will also be one of the top 5 low-cost, open pit uranium operations. A third development is the Valencia Uranium project which is also in its feasibility stage. (NACOMA, 2008, p. 38). Since then a very rich discovery to the south of Rössing, called Husab has been made as well and the Husab Mine is currently under development. As a result of this interest in Uranium, a huge uranium rush in the Erongo Region was predicted. However, it now seems that it is unlikely to happen to the extent that was expected. At the moment, it seems that the expansion of the Langer Heinrich Mine, the development of the Husab deposit and perhaps bringing the Trekkopje mine into production are the only realistic projects likely to come on stream over the next few years. The salt works in Walvis Bay, Swakopmund and Cape Cross have long term concessions for salt extraction from sea water (NACOMA, 2008, p. 39). Namibia is the largest salt producer in sub-Saharan Africa. Salt is the most important non-metallic mineral mined in Namibia, with the bulk of the salt output coming from sea water evaporation pans at Walvis Bay and Swakopmund. The Swakopmund based Salt Company (Pty) Ltd produces around 120 000 tons of edible salt annually. In contrast, Walvis Bay Salt Refiners, produce primarily chemical grade salt. The Walvis Bay salt field operation is one of the largest wind and solar evaporation facilities in Africa, processing 24 million tons of sea water each year to produce more than 400 000 tons of high quality salt. The majority of the country’s coarse salt production is exported in bulk to South Africa where it is used by chlorine - alkali industry for the production of chlorine and caustic soda. Some bulk salt is shipped to West Africa and South Africa for use as animal feed supplement, sugar refining and as feed stock for refined table salt. Artificial platforms serve as seabird roosting areas from which guano is collected at regular intervals. Guano is rich in Nitrogen, Phosphorous and Potassium and consequently is valuable as an agricultural fertilizer. The Platforms currently produce 2 500 tons of guano per season. Due to absence of sand on the platforms, the guano is of very high quality fetching about N$700 per ton. It is reaped every 12 - 18 months after the end of the main summer breeding season.
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Other smaller mining industries in the Erongo Region are; quarrying for marble, granite and semi-precious stones, sand mining and hydrocarbon exploration. (GRN, 1999, p. 90) Implications and Impacts In relation to the harbour, mining development is also one of the local drivers for the expansion of the harbour. As mining expands and mines increase, so would the need to transport and ship mineral products and sometimes even unrefined ore to other international destinations. The key impact of this will be on the ability of Namibia to transport these products to and from the harbour without seriously jeopardising the national roads and road safety. It is imperative that the national rail system be developed and operated at a level where it will be able to move the majority of this bulk from (even international) origins to the desired destinations, thereby keeping most of this freight off the national road system.
3.2.3 Fisheries The largest industry in the region is the fishing industry which is mostly based at Walvis Bay. This is also the industry which is least likely to expand due to declining fish stocks and the resultant limitations on the fishing quotas issued by the Ministry of Fisheries and Marine Resources. Commercial fishing is one of the most significant economic activities in the Erongo Region contributing approximately 7 percent to the overall GDP, and accounting for 25 percent of foreign exchange earnings. Ninety seven percent of fishing catches are exported. Despite the lack of official recognition, so-called artisanal fishing does exist along the coastline. These are small scale fishing activities which are privately owned and operated fisheries. The catches are used mostly for subsistence purposes (UraMin, 2007, p. 152). Sardine and Hake have formed the basis of the Namibian pelagic and demersal fishing industry for the past 50 years. There are large fluctuations in fish stocks and sardine stocks in particular have decreased from several million tons in 1950 and 1960 to a few hundred thousand tons in recent years. The fishing season extends from mid-February till the end of August, depending on when quotas are filled. Principally, sardine is used for canning whilst by-catch species are used for fish-meal and oil production. The line fish fishery consists of three sectors namely; the recreational shore-angling sector, the commercial line boat sector and the commercial and recreational ski boat sector. The angling resource is shared with the commercial line fishing, which operates from Walvis Bay. Commercial line fishing is carried out by ski boats as well as by larger vessels. It is limited to vessels having Government permits, but permits are freely available and the number of registered permit holders in the sectors has more than doubled in the past decade (UraMin, 2007, p. 158). Implications and Impacts The port expansion is likely to have only a positive effect on the fishing industry from a socio-economic point of view and will provide for more services to be provided to the fishing fleets specifically and the industry in general.
3.2.4 Transport Corridor Namibia is opening up to the world. The Walvis Bay Corridors are managed by the Walvis Bay Corridor Group, linking Namibia to Southern Africa and transatlantic to the USA, South America and Europe. The Region is situated at the end of an important road network that interlinks with destinations such as Gauteng Province in South Africa via the Trans- Kalahari Highway. The Trans-Caprivi Highway connects the Region to the country's northern business centres and eventually extends further afield to countries like the Democratic Republic of Congo, Zambia and Zimbabwe.
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Figure 3: Walvis Bay Corridors
The region has an efficient transport network linking it to the hinterland and neighbouring African countries in the form of all-weather highways, district roads, a seaport, a railway service and air links to Windhoek as well as other international airports in the region. Walvis Bay has a natural deep-water harbour, which offers an efficient and economical option for cargo transhipment between African, European and American trade markets. Rated as number one in Africa for efficiency and quality by the Africa Competitiveness Report, the port is currently capable of handling more than 6 million tonnes of cargo for export and import purposes. The port is managed by Namibian Ports Authority (Namport), and is a gateway to 190 million consumers in the Southern African Development Community. With the extension of the Harbour into the SADC Gateway Port and the completion of the container terminal currently being developed, the new port will be capable of putting through: 17.72 million tonnes (MT) of multi purpose dry bulk; 1 000 000 containers with the completion of the container terminal; 24 – 100 MT of bulk coal from the Botswana coal fields; An unspecified amount of break bulk; and about 2.4 MT of Roll on Roll off bulk (vehicles). The above compares to a current 6 MT of cargo and 250 000 containers currently moved through the port per annum. The port expansion therefore represents a tremendous increase in cargo the biggest challenge is to be able to move all of this cargo without completely congesting the regional and national road system. The roads authority recently completed a feasibility study on the upgrading of MR 44 (behind the dunes to Swakopmund) and the coastal road (TR2/1) and recommended the upgrading of both these roads. MR44 was recommended to be upgraded to a bitumen surfaced road while passing lanes and some other remedial work was recommended for TR2/1. Walvis Bay has a Class A international airport which is also being upgraded. 17
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However, with the projected traffic volumes that will likely be generated by the development of the port and the industrial area, both regional and national roads will require substantial enlargements to accommodate the expected huge traffic volumes projected for the completed projects. Failure to do so will lead to major congestion and large decreases in safety on the regional and national trunk road system. The Walvis Bay Corridor Group (WBCG) is a public-private partnership established to promote the utilisation of the Walvis Bay corridors which are defined as an integrated system of well-maintained tarred roads and rail networks accommodating all modes of transport from the Port of Walvis Bay via the Trans-Kalahari, Trans-Caprivi, Trans- Cunene, and Trans-Oranje Corridors providing landlocked SADC countries access to transatlantic markets. the ports and corridors in Namibia are strategically located to give the country a competitive positioning as a transport hub for all regional and international trade between SADC countries, Europe, the Americas and the rest of the world. The extent which the Walvis Bay corridors are successful will largely depend on it having good port and corridor infrastructure, safe and efficient transport services and support from regulatory authorities. The corridors can probably handle the current volumes, although the increase in heavy traffic along the main corridors became noticeable over the past few years. Also, it is clear that rail does not fulfil its rightful function and this further exacerbates the problem. Without serious intervention, the project is likely to have major negative impacts on traffic and road safety in Namibia as a whole. Implications and Impacts The issue of being able to transport the freight generated by the proposed port expansion is the key implication and impact of the project. Unless rail assumes its rightful place as the prime mover of bulk cargo and freight, and unless the road system is upgraded substantially, the expansion of the port and development of the industrial area will cause complete congestion of the national roads and corridors to a point where the entire road system along the corridors will become unsafe and impossible to maintain. In addition to an effective and efficient rail system, the upgrading of a number of roads along the Walvis Bay corridors will therefore also be required.
3.2.5 Water According to Windhoek Consulting Engineers, Walvis Bay is supplied with water via a series of pipelines originating from the Omdel aquifer and the Kuiseb pumping scheme in the Kuiseb River. The total capacity of these pipelines is approximately 1 500m3/hr. Long Beach and Dolphin Park is being supplied with water via a 300mm diameter pipeline with an 80m3/hour capacity. Linked with Swakopmund to limit the potential for interruptions, the 900m3 reservoir for Longbeach holds the equivalent of one day’s storage. Bulk water supply for Namport comes from the mile 7 reservoir and they also have their own storage capacity of 4500m3 on site. Reportedly, Namport will only occasionally require water from the Municipal system. (Urban Dynamics, 2014) It has been known for a long time that the only viable source of additional water at the coast to meet predicted future water demand is the sea via desalination. To this end, Areva constructed a desalination plant to the north of Vlotskabaken. However, with this mine under maintenance, the desalination plant currently operates at a fraction of its capacity. The Ministry of Agriculture, Water and Forestry and NamWater are reputedly in the process of entering into an agreement with the owner of the desalination plant to operate it to the benefit of the coastal community and the mines. NamWater also investigated the possibility of a desalination plant north of Swakopmund and the Husab Mine is currently in the process of investigating yet another desalination plant.
According to the Uranium Rush Strategic Environmental Assessment, (MME, 2011)and Considering the demographics and socio-economic status of the Erongo Region and the central Namib in particular, the most justifiable way to satisfy the domestic water demand would be to supply residents with water from the cheaper groundwater resources of the
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Omdel and Kuiseb schemes and the more expensive desalinated seawater would be used to supply the mines. With the capacity of the existing desalination plant probably adequate to lower abstractions from the aquifer to sustainable levels whilst still meeting the demand, water should not be an immediate problem. However, the cumulative impact of mining development, industrial development, population growth and the expansion of the harbour, it is likely that demand will outstrip supply at some stage and this should be planned for through an additional desalination plant once necessary. Implications and Impacts At some point in the future, the cumulative impacts of mining development, industrial development, population growth and the expansion of the port will cause the demand for water to outstrip the supply yielded by the Kuiseb and Omdel Aquifers as well as the current desalination plant. This situation must be monitored carefully and additional desalination plants must be planned and developed in time to mitigate this impact. However, it is also likely that the development of desalination plants will cause an increase in the cost of water and this may cause it to become unaffordable to local residents, especially the urban poor.
3.2.6 Electricity Supply Namibia is currently in a precarious position with respect to the supply of electrical power with a current generation capacity of 384 MW, a current demand of about 550 MW and a growth rate of about 3.5% per annum. The shortage is filled with power from members of the Southern African Power Pool (SAPP) with the bulk coming from South Africa. However, South Africa is also operating at a power deficit and it is likely that Namibia will experience supply interruptions and substantial cost increases in future. (MME, 2011) NamPower is currently busy with feasibility studies for a number of generation projects. These include the Kudu Gas Project, The Baines Hydropower Scheme and a potential Coal Fired Power Station in the Erongo Region. Cumulatively, all large development projects such as mines, large manufacturing industry and also the SADC Gateway Port is likely to contribute to the increase in the demand for power above the natural growth rate. This will put further pressure on the resource and may lead to serious power shortages unless ways and means are found for Namibia to become self sufficient in the generation of its own power needs. Implications and Impacts The cumulative effect of mining, industrial, tourism and residential development in the Erongo Region will further exacerbate the current power shortage, not only in the region but also nationally and within the SAPP. It is therefore imperative that the timing of the development of the port and the related industrial developments be synchronised with the development of additional generation capacity in Namibia. It is therefore important that NamPower be regarded as one of the key stakeholders in the port development process in order to prevent downstream power shortages once the expansion has been completed.
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3.3 National Context
3.3.1 Namibia’s Vision 2030 Vision 2030 expresses Namibia’s aspirations in growing the economy, further good governance and most importantly developing its people. It covers a very wide spectrum of challenges and responses. The concept of sustainable development is the cornerstone on which the formulation of Vision 2030 was based. It holds that sustainable development is achieved only where sustainability in all sectors of endeavour is attained – social, economic and ecological. (GRN, 2004(a), pp. 14-15) “There is a free movement of the population within the country and A number of sub visions are important in this population distribution is maturely context. The first relates to the freedom of adjusted to the location of resources for livelihoods. Namibia is a highly movement and the idea of having a highly urbanised urbanised country with about 75% of population. This obviously facilitates the more the population living in proclaimed effective provision of social and infrastructure urban centres, while the predominance of Windhoek has services as opposed to rural areas with low considerably reduced as a result of population density. In the context of this report it growth of other urban centres must therefore be remembered that urbanisation is throughout the country.” one of the cornerstones of Vision 2030 and that both urban and rural development must receive attention with particular emphasis on the “Namibia operates an open, dynamic, competitive and diversified ability and resources of local authorities to manage economy that provides sustained this envisaged level of urbanisation. (GRN, 2004(a), p. 49) economic growth, the basis for availing resources for the fulfilment The second relates to the wish to have a strong of major national objectives like economy because it is only through this that the poverty reduction, human resource development, employment creation, Government will have adequate resources to make and the provision of adequate social inroads into the many challenges which currently and infrastructural services” face the country. The sub vision also touches on the need to have a good infrastructure base as one of the platforms from which this sub vision can be achieved. (GRN, 2004(a), p. 63)
“Namibia’s mineral resources are The third relates to desirability of and the need for strategically exploited and optimally sustainable exploitation of mineral resources beneficiated, providing equitable provided that it has substantial benefit to the opportunities for all Namibians to participate in the industry, while Namibian population and would contribute to ensuring that environmental impacts national growth, industry formation and the are minimised, and investments development of skills in the country. It clearly hints resulting from mining are made to develop other, sustainable industries at enabling all citizens to also be able to share in the and human capital for long term spoils of the mineral wealth of the country. (GRN, national development” 2004(a), p. 162)
The fourth sub vision of importance here clearly “The integrity of vital ecological demonstrates the emphasis on the environment, processes, natural habitats and wild but also links this to the socio-economic well- species throughout Namibia is maintained whilst significantly being of the population of the country. While it supporting national socio-economic hints at opportunities for sustainable utilization of development through sustainable natural resources, it is always linked to human low-impact, high quality consumptive and non-consumptive uses, as well well being and national economic development. It as providing diversity for rural and supposes a balance between responsible use of urban livelihoods” natural resources and the well being of the country’s “Despite high growth rates, Namibia’s urban areas will provide population. (GRN, 2004(a), p. 167) equitable access to safety, shelter, essential services and innovative The fifth clearly indicates that the vision expects high employment opportunities within an levels of urbanization and poses the challenge to efficiently managed, clean and aesthetically pleasing environment” effectively manage this inevitable process in the development of a country. It recognizes the need for
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efficient management and control as the most effective way in which to manage urbanization and emphasizes the supply of essential “Namibia develops a significantly services as an essential part of healthy human more equitable distribution of social settlements. (GRN, 2004(a), p. 171) well-being, through the sustainable utilization of natural resources in a The final sub-vision considered here relates to the mixed economy, characteristic of need to decrease the inequalities in society through higher income countries, primarily through stronger growth and poverty economic growth and poverty reduction. Again the reduction” emphasis is on improving the well-being of the population to approximate that found in higher income countries. (GRN, 2004(a), p. 177) Implications and Impacts The expansion of the port and other industrial activities are clearly in line with Vision 2030. It is likely to contribute to strengthen the economy (sub vision 2), to the sustainable exploitation of mineral resources (sub vision 3) and to decrease inequality through economic growth (sub vision 6). However, Vision 2030 clearly also places emphasis on a balance between responsible use of natural resources and the well being of the country’s population. This places a burden on all ministries, agencies and individuals to carefully consider the impact of any project on the health and well being of all people and the environment within which they live and make a living.
3.3.2 Fourth National Development Plan
The Fourth National Development Plan (NDP4) of “By 2017, the volume in cargo handling Namibia identified 4 priority economic sectors and rail-transported cargo is double that namely Agriculture, Manufacturing, Tourism and of 2012, and the Port of Walvis Bay has become the preferred African West coast Logistics. As is clear from the quote to the right, the port and logistics corridor for southern Port of Walvis Bay is a key component in the and central African logistics operations.” logistics sector and it naturally flows into the corridors and logistics hub concept. The NPC, in its 2013 Q1 Annual Economic Development Report indicates that the Walvis Bay Corridors have seen an increase in the volume of cargos transported since the year 2000. This is due to a boom in economic activities in most sub-Saharan countries. WBCG recently opened a gateway between Brazil and Africa through Namibia via the Atlantic Ocean. In order to increase the percentage of goods transported to neighbouring countries, there is a need to expand and upgrade the logistics infrastructure and link it to that of neighbouring countries. However, a recent indicates that the logistics sector is facing a number of challenges. The main ones are insufficient infrastructure, a lack of skills, weak legislation, lack of coordination and a lack of appreciation of the importance of the logistics sector. In terms of improvements needed, the majority of respondents (just about 50%) indicated that rail infrastructure needs the most improvement followed by road infrastructure and air infrastructure. (GRN, 2013 (a)) NDP 4 also recognizes that the Port of Walvis Bay is running at full capacity and that expansion is needed. The outcomes for infrastructure development are listed as follows: “Transport infrastructure - By 2017, Namibia shall have a well-functioning, high quality transport infrastructure connected to major local and regional markets as well as linked to the Port of Walvis Bay: 70 % of railway network to comply with SADC axle load recommendation of 18.5 tonnes. Energy infrastructure and liquid fuels - By 2017, Namibia will have in place adequate base load energy to support industry development through construction of energy infrastructure and the production capacity would have expanded from 400 to more than 750 megawatts to meet demand.
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Water infrastructure - By 2017, increased access to safe drinking water for human consumption from 85.5 to 100% of the population as well as sufficient water reserves for industrialisation. Housing infrastructure - By 2017, Namibia will have a robust and effective housing delivery programme where affordability is the key feature of the programme; and that 60% of households will be living in modern houses from 41% in 2009/2010. ICT infrastructure - By 2017, adequate ICT infrastructure will be in place to facilitate economic development and competitiveness through innovation, research and development: Availability of latest technologies score improves to 6.0 from 5.5 in 2011. To further the industrialization Namibia must establish itself as a leader in logistics and distribution in southern Africa. The Port of Walvis Bay is essential for this and the addition of the SADC Gateway Port will further support this outcome. Implications and Impacts The expansion of the port is clearly in line with the provisions of the fourth National Development Plan, specifically with logistics identified as one of the four priority sectors and plans to turn Namibia into an international logistics hub. However, such plans can only work if the infrastructure to support it is in place. The cumulative impact of the various projects to make Namibia a logistics hub and serve regional markets have already increased congestion on our national road system and it is therefore imperative that the road and rail network must be upgraded commensurate with the requirements posed by the country becoming a logistics hub for SADC regional markets.
3.3.3 Mining According to the Namibia Statistics Agency, mining and quarrying in 2010 contributed 8.5% to the national GDP. This decreased to 7.4% in 2011 and then increased to 10.8% in 2012. It contracted again to 9.3% in 2013. (NSA, 2014). This recent contraction is attributed to the uranium and metal ores subsectors, which declined in this period. Commodity prices have increasingly become under pressure. In 2013, the real value added for uranium declined by 6.9% while the real value added for metal ores declined by 30.4%. However, the real value added to GDP by mining and quarrying increased from N$ 6.9 billion in 2010 to N$ 11.3 billion in 2013. Therefore, despite a declining proportion of the economy, real value increased significantly during the period 2010 – 2013. The majority of the value is found in the diamond mining industry with 72.8% of the share of the entire mining sector. According to the Namibia Chamber of Mines, the mining sector spent N$ 13.17 billion on fixed investment in 2013, employed 7 582 people permanently, with 909 people employed temporary and another 8 218 contractors. They paid out more than N$ 3.1 billion in wages and salaries and paid N$ 2.76 billion in corporate taxes and royalties. (Chamber of Mines, 2014)
Implications and Impacts With the sustainable exploitation of mineral resources as one of the sub visions of 2030, and given the high value of mining exports, the port expansion clearly is in line with the logistic needs of the mining industry. It will augment mining development and contribute to the national economy.
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3.4 International
3.4.1 Transport Corridors In the process of formulating the SADC Regional Infrastructure Development Master Plan, the SADC Secretariat identified 17 SADC transport corridors. By definition, each of the corridors has a major sea port as one of its end points and a city at the opposite end of the corridor. The port of Walvis Bay has three corridors associated with it (Trans Caprivi, Trans Cunene and Trans Kalahari) and the port of Luderitz one (Trans Orange). (SADC, 2010) In terms of the 2012 road infrastructure design capacity, the SADC Regional Infrastructure Development Master Plan, more specifically the Transport Sector Plan, (SADC, 2012) the current Namibian corridors has the following capacities and constraints as per the 2012 traffic flows: Table 5: Estimated Road Infrastructure Capacity ROADS DESIGN CURRENT CAPACITY CONSTRAINTS CAPACITY THROUGHPUT (HFV per day) (HFV per day) Gauteng – Skilpadshek - Congestion outside Pretoria, Mamuno – Windhoek – Johannesburg and sometimes +150 70 Walvis Bay Walvis Bay/Swakopmund, (Trans Kalahari Corridor) otherwise no road constraints Main constraint is congestion around Lusaka where a bypass Walvis Bay – Katima is needed, as well as constraints Mulilo– Lusaka – Ndola +150 10 - 12 at the Katima Mulilo, –Lubumbashi Livingstone and Kasumbalesa border posts 45 plus traffic No congestion on route, but Walvis Bay - Angola + 100 from Cape Town constraint at Oshikango Border and Gauteng Post
It can be assumed that these traffic flows already changed since 2012 and that more capacity constraints currently exist.
Implications and Impacts The development of the SADC Gateway port will increase the amount of goods transported on local, regional, national and international transportation networks tremendously. Again, if a rail service does not take its rightful place, the port development will lead to a chaotic situation, not only on regional and national roads, but also on the roads leading through SADC countries linked to the WB Harbour.
3.4.2 Botswana Coal According to the International Railway Journal of 27 March 2014, the Governments of Botswana and Namibia have signed an agreement to build the Trans-Kalahari Railway (TKR), a 1500km heavy-haul line linking Botswana's coalfields with the existing railhead at Gobabis in Namibia as well as the new line from Botswana. The TKR project will involve complete rehabilitation of the TransNamib line from Gobabis, via the capital Windhoek, to serve the new port at Walvis Bay.
According to Bloomberg, (http://www.bloomberg.com/news/2014-03-19/botswana-wants-to-ship-115-million-tons- of-coal-to-asian-buyers.html, 2014)Botswana plans to ship 115 million metric tons of coal per year within a decade to meet growing demand in China and India. Exports would start at 65 million tons when the 1,500 kilometre Trans-Kalahari railway linking Mmamabula coalfields with the port of Walvis Bay in Namibia is completed in five 23
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years. The agreement between Botswana and Namibia established a jointly owned company to administer the development of the railway line by private investors. Clearly, for this initiative to work, the port expansion is a prerequisite. It would also contribute to the improvement of the rail capacity and mitigate at least some of the anticipated negative transportation impacts of the expansion of the port. However, what is clear from the SADC Infrastructure Development Master Plan is that the SADC countries are aware of the challenges posed by the development of the SADC corridors, and that intra and inter country transportation networks need to be developed together with the ports and other infrastructure as a single and integrated transportation network to serve the entire SADC region. Implications and Impacts The expansion of the Walvis Bay Port is inextricably linked to the various corridors and assumes that landlocked countries will utilise the port for their trade routes. From the literature, this integrated network seems to be well attended to by the SADC Secretariat as well as the Walvis Bay Corridor Group. It provides confidence in the process and in the probability that the various developments (expansion of the port linked with the improvement of road capacities and the simultaneous development and improvement of the rail network) will be properly coordinated and that it will be ensured that the various capacities coincide with the requirements and actual freight to be carried via the various transport modes. It is however, important that this be monitored and that the WBCG, Namport, the Ministry of Works and Transportation, the Roads Authority and Trans Namib be obliged to work together to ensure that none are lagging behind at any point in time during this development process.
4 CONCLUSION AND RECOMMENDATIONS
At the local level, the proposed SADC Gateway Port development was included in the provisions of the Walvis Bay Integrated Urban Spatial Development Framework. The extension of the harbour to include the proposed new Gateway Port was one of the core elements upon which the IUSDF was based. As such the IUSDF provides for all the services requirements to accommodate the port and it must be concluded that the local cumulative impacts of not only the extension of the harbour, but also the overall development of Walvis Bay have been thoroughly planned and budgeted for by way of the IUSDF.
The Municipality of Walvis Bay envisions the substantial transformation of Walvis Bay from its present status as a small tourism destination and a semi-industrial port town mainly based on fishing, into a modern regional capital and the primary industrial city of Namibia. To this end, and besides the port, it also promotes the development of a large heavy industrial area behind dune 7. These have been planned for in the IUSDF for Walvis Bay and cumulative impacts have been projected, calculated and dealt with trough the necessary service provision.
At local level, the proposed developments are likely to:
o generate a huge amount of vehicular traffic according to the latest estimates. This could clog the local roads and have a negative impact on traffic movement and safety. This has not necessarily been foreseen in the IUSDF since the traffic study was only done after the completion of the IUSDF and should be attended to. Due attention must be given to rail, pipelines and conveyor systems to transport goods to and from the port from the industrial area.
o increase pressure on the water resources of the central Namib. However, with the existing AREVA desalination plant already in existence and operating at a fraction of 24
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its capacity and with more such plants planned, this should be able to supply the required water to serve the growth in Walvis Bay and Swakopmund as well as the mining requirements.
o increase pressure on electricity supply where Namibia is in any case currently dependent on power from the SAPP to cover its deficit. In the short term this is likely to get worse before the projects that are currently being investigated will come on stream.
o create a substantial number of new employment opportunities within the local community as the development is implemented, both during construction and operational phases. It will also lead to downstream economic activity which will further enhance employment creation. However, news of the port development may motivate even more migrants to move to Walvis Bay in anticipation of new jobs to be created by the development.
At regional and national level, the proposed developments are likely to,
o clog the main roads (and therefore tourist routes) in the region as well as the national routes linking Namibia with its neighbours, with mainly heavy vehicle traffic. This could have a negative impact on tourism, and also on traffic movement and safety since the current infrastructure will not be able to accommodate the projected traffic volumes. There are also no immediate plans and budgets in place to deal with such traffic increases. It is imperative that the Roads Authority becomes a partner in planning for the development and provide the required road upgrades on a planned basis and in time to limit the impacts on regional and national roads. It is also imperative that the national rail system be re-instated effectively to take pressure away from local, regional and national roads.
o aid in the establishment and success of the various transportation corridors and hubs which is the expressed intention of the GRN to develop in line with Vision 2030.
o at some point in future and linked with mining expansion and population growth, cause the demand of water to outstrip the current supply capacity. This must be monitored and desalination plants scheduled to deal with this impact.
o cause the current electricity deficit to further increase unless the new NamPower generation projects come on stream before the port requires electricity.
At National and policy level,
o the expansion of the port and other industrial activities are clearly in line with Vision 2030 and with the Fourth National Development Plan, NDP4. The provision of transport and energy infrastructure is key to NDP4, a is the idea of Namibia becoming a logistics hub. From that point of view, the project is exactly in lne with declared national policy.
o the project will in all likelihood lead to substantial industrial development at local, regional and national levels.
o the port expansion will support the logistics needs of the mining industry, which is one of the most important contributors to GDP. It is however, important that this be monitored and that the WBCG, Namport, the Ministry of Works and Transportation, the Roads Authority and Trans Namib be obliged to work together to ensure that none are lagging behind at any point in time during this development process.
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5 REFERENCES
Chamber of Mines. (2014, November 20). Namibia Chamber of Mines. Retrieved November 2014, 2014, from www.chamberofmines.org.na. Erongo Regional Council. (2007). Demographics. Retrieved from http://www.erc.com.na GRN. (1996). 1993/1994 Namibia Household Income and Expenditure Survey: Main Report. Windhoek: Central Bureau of Statistics. GRN. (2003). 2001 Population and Housing Census, Erongo Region - Basic Analysis with Highlights. Windhoek: National Planning Commission. GRN. (2003(a)). 2001 Population and Housing Census, National Report - Basic Analysis with Highlights. Windhoek: National Planning Commission. GRN. (2006). 2003/2004 Namibia Household Income and Expenditure Survey: Main Report. Windhoek: Central Bureau of Statistics. GRN. (2014). 2011 Housing and Population Census Regional Profile, Erongo Region. Windhoek: Namibia Statistics Agency. GRN. (2013). 2011 Population and Housing Census Main Report. Windhoek: National Statistics Agency. GRN. (2009 - 2013). Annual Reports 2009 - 2013. Retrieved September 11, 2014, from www.namibiatourism.com. GRN. (1999). Coastal Zone Management Project: Coastal Profile of the Erongo Region. Windhoek: MET. GRN. (2013 (a)). Economic Development Report: Q1 2013. Windhoek, Namibia: Office of the President, National Planning Commission. GRN. (1994). National Population and Housing Census: Basic Analysis with Highlights. Windhoek: Central Burea of Statistics. GRN. (2014 (a)). Tourist Statistical Report 2012 and 2013. Windhoek: Ministry of Environment and Tourism: Directorate of Tourism and Gamin. GRN. (2004(a)). Vision 2030: Policy Framework for Long-term National Development - Main Document. Windhoek: Office of the President. Private Bag 13356. http://www.bloomberg.com/news/2014-03-19/botswana-wants-to-ship-115-million-tons-of-coal- to-asian-buyers.html. (2014, March 19). Retrieved September 15, 2014, from www. Bloomberg.com: http://www.bloomberg.com MME. (2011). Strategic Environmental Assessment for the Central Namib Uranium Rush. Windhoek, Republic of Namibia: Ministry of Mines and Energy. NACOMA. (2008). Strategic Environmental Assessment (SEA) for the coastal areas of the Erongo and Kunene Regions: Study Report. Windhoek: MET. NSA. (2014). Preliminary Annual National Accounts 2013. Windhoek: National Statistics Agency. SADC. (2010). Formulation of SADC Regional Infrastructure Development: Sector Diagnostic Report - Corridors and Border Crossings. Windhoek: SADC Secretariat. SADC. (2012). SADC Regional Infrastructure Development Master Plan: Transport Sector Plan. Pretoria, RSA: SADC. TRP Associates Town and Regional Planners. (1997). Walvis Bay Housing Demand and Affordability Study. Windhoek: TRP Associates. UraMin. (2007). Environmental and Social Impact Assessment - Trekkopje Desalination Project. Windhoek: UraMin. Urban Dynamics. (2014). Integrated Spatial Development Framework for Walvis Bay. Walvis Bay: Municipality of Walvis Bay. Urban Econ. (2012). Municipality of Walvis Bay: Local Economic Development Strategy and Plan. Cape Town: Urban Econ: Development Economists.
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APPENDIX B: Namport Standards and Codes
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Code & Standard Number Code Description and/or Title 1. API 6D.2008 Specification for Pipeline Valves 2. API 620.2002 Design and Construction of Large Welded Low Pressure Storage Tanks 3. API 650, 2007, 11th Edition Welded Tanks For Oil Storage 4. API 2218, 2nd Edition – 1999 Fireproofing Practices in Petroleum and Petrochemical Processing Plants 5. API RP ZA - WSB Recommended Practice for Planning, Designing and Constructing Fixed Offshore Platforms 6. BS 5400 Code of Practice for Steel, Concrete and Composite Bridges 7. BS 6349 Code of Practice for Maritime Structures 8. BS 8110 Code of Practice for Structural Use of Concrete 9. SANS 10100 Code of Practice for Structural Use of Concrete 10. SANS 1062 Code of Practice for Structural Use of Steel 11. SANS 10160 Code of Practice for the General Procedure and Loadings to be Adopted in the Design of Buildings 12. SANS 10089.1.2008 The petroleum industry Part 1: Storage and distribution of petroleum products in above-ground bulk installations 13. SANS 10089.2.2008 Part 2: Electrical and other installations in the distribution and marketing sector. 14. TMH7 – Parts 1 and 2 Code of Practice for Design of Highway Bridges and Culverts in South Africa 15. Portnet 1994 Port Engineering Handbook 16. De Bruun 1989 Port Engineering 17. EAU 1996 Recommendation of the Committee for Waterfront Structures, Harbours and Waterways 18. CERC, 2003 Coastal Engineering Manual 19. CIRIA/CUR 2007 The Rock Manual: The Use of Rock in Hydraulic Engineering 20. PIANC Bulletin 89, 1996 Handling and Treatment of Contaminated Dredged Material from Ports and Inland Waterways ”CDM” Volume 1 21. PIANC ,1997 Dredged Material Management Guide 22. PIANC ,1998 Management of Aquatic Disposal of Dredged Material 23. PIANC , 2002 Environmental Guidelines for Aquatic, Nearshore and Upland Confined Disposal Facilities for Contaminated Dredged Material 24. PIANC Report No. 116, 2012 Safety Aspects Affecting the Berthing Operations Of Tankers to Oil and Gas Terminals 25. PIANC PTC II-30 Approach Channels: A Guide for Design 26. PIANC PTC II Criteria for Movements of Moored Ships in Harbours – A Practical Guide 27. PIANC Report of Working Group Guidelines for the Design of Fender Systems 33- 2002 28. DEAT Guidelines for the Management of dredged Spoil in South African Coastal Waters 29. Society of Gas Tanker and LNG (LPG) Operations in Port Areas: Essential Best Terminal Operators Ltd Practices 30. SIGTTO Site Selection and Design for LNG Ports and Jetties 31. Tomlinson Pile Design and Construction Practice
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32. WSP Report Relocation of Tanker Berth: Assessment of Relevant Information (A Schedule of Available Reports Related to Port of Walvis Bay) 33. Sogreah, Windhoek Consulting Feasibility Study for the Deepening of Walvis Bay, Engineers & UCT Center for SADC Project No. NAM 4.23 Marine Studies - 1997 34. OCIMF Mooring Equipment Guidelines 35. OCIMF Design and Construction Specification for Marine Loading Arms 36. M. Van Wieringen & Associates - Berth 9 – 14, Port of Walvis Bay 2008 37. ISGOTT, 5th Edition International Safety Guide for Oil Tankers and Terminals 38. HPC – 2006 Study on the Long Term Development of the Ports of Walvis Bay and Luderitz, Namibia, Final Report 39. API RP 1100 Pressure Testing of Liquid Petroleum Pipelines 40. API RP 1111 Design and Operation of Offshore Hydrocarbon Pipelines 41. API 2000 Venting to Atmospheric Pressure
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APPENDIX C: Archaeology Baseline Survey
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J. & J. KINAHAN, Archaeologists UNSPSC code: 93141707
P.O. Box 22407, Windhoek, Namibia Tel./fax +264+61+236216/256702 Cell 081 3320832 email: [email protected] www.archaeologynamibia.com
27 November 2014 Geo Pollution Technologies (Pty) Ltd Windhoek
Attention: Pierre Botha
QRS Job 206.
Archaeological baseline survey of the proposed Port of Walvis Bay SADC Gateway Development
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Project Name: Port of Walvis Bay SADC Gateway Development
Stage of Report: Archaeological report
Client: Geo Pollution Technologies (Pty) Ltd
Specialist Consultant: Dr John Kinahan, Quaternary Research Services, Namibia
Date of Release: 27th November 2014
Contributors to the Report: Dr John Kinahan
Contact: [email protected]
Declaration I, Dr J. Kinahan, do not have and will not have any vested interest (either business, financial, personal or other) in the proposed activity proceeding other than remuneration for work performed. Signed:
COPYRIGHT Copyright vests with QRS and the author/s of this report unless otherwise agreed to in writing. The reports may not be copied or transmitted in any form whatsoever to any person without the written permission of the Copyright Holder. This does not preclude the authorities’ use of the report for consultation purposes or the applicant’s use of the report for project-related purposes. Please refer to our Terms and Conditions of Service.
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SUMMARY The proposed Port of Walvis Bay SADC Gateway Development will affect an area of about 10 km2 between the Atlantic shoreline opposite Bird Island, and the slopes of the dune barrier north of Kuisebmond. Two archaeological features will be affected by this development: a group of shell-middens dated to approximately 1 600 years ago, at the extinct mouth of the Tumas River, and a hitherto undescribed tidal lagoon feature that existed at the northern extremity of the Khuiseb Delta about 6 500 years ago, during the mid-Holocene Optimum.
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TABLE OF CONTENTS
Introduction Approach to study Terms of Reference Methodology Information reviewed Assumptions and limitations Legislative context Applicable laws and policies Relevant standards Description of the affected environment Archaeological sensitivity Recommendations Conclusions
Appendix 1: Selected archaeological publications relevant to this study Appendix 2: Details of sites located during the NamPort survey Appendix 3: Archaeological Chance Finds Procedure
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Introduction The Namibian Ports Authority (NamPort) proposes to expand port facilities at Walvis Bay in order to meet the goals of the National Development Plan (NDP4). Geo Pollution Technologies (Pty) Ltd has been appointed to carry out a Strategic Environmental Assessment (SEA) of the intended Port of Walvis Bay SADC Gateway project to seek clearance in terms of the Environmental Management Act (7 of 2007).
Archaeological remains in Namibia are protected under the National Heritage Act (27 of 2004), and the Environmental Management Act (7 of 2007) makes provision for assessment of the anthropogenic environment. Geo Pollution Technologies (Pty) Ltd has accordingly commissioned Quaternary Research Services (QRS) to prepare an archaeological baseline study in order to identify likely archaeological impacts of the Port of Walvis Bay SADC Gateway project.
Several detailed archaeological and palaeo-environmental studies have been carried out in the vicinity of Walvis Bay and the area is considered to have global significance in the form of exceptionally well preserved evidence of early trading contact between indigenous Namibian communities and sea-faring traders. Although the Khuiseb Delta inland of Walvis Bay is well studied, little investigation has been carried out at the site of the proposed development.
This report identifies the main components of the local archaeological and Pleistocene palaeo environmental sequence and focusses on their occurrence within the project area. These include evidence of a late inter-glacial beach level dated to approximately 115 000 years before present, a lagoon strandline dated to 40 000 years before present, and a hitherto undescribed tidal lagoon with an inferred age of 6 500 years, and dating to the mid-Holocene Optimum. Shell-middens at the extinct mouth of the Tumas River are associated withand the first appearance of pottery in this area about 1 800 years ago.
The report draws on database records of the Namib Desert Archaeological Survey, as well as published research results and a brief site visit carried out between the 3rd and 5th July, 2014.
Approach to study Terms of Reference The primary task of the archaeological baseline study was to identify sensitive archaeological sites that could be affected by the NamPort project. The study is also intended to establish an archaeological baseline to be integrated with the general environmental assessment of the project.
The study is intended to satisfy the requirements of the Environmental Management Act (2007), and those of the National Heritage Act (2004), although the process of external review and clearance may require further, or different mitigation measures to be adopted.
Methodology The archaeological study reported here is based on protocols developed for archaeological assessment in Namibia, intended to take into account the terms of the National Heritage Act (2004). Thus, the archaeological study aims to identify potential sources of risk posed by the NamPort project. These sources of risk are specific to the archaeology of the area as it is known from existing data and the results of the additional field survey reported here.
Archaeological impact assessment in Namibia follows a basic three-phase process of evaluation – usually by desk study; followed by assessment based on field survey with limited sampling and including
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proposals for mitigation of impacts (if required); and mitigation – involving detailed field investigation, laboratory analysis and the preparation of site management plans (if required). The assessment process, summarized in Figure 1, may combine evaluation and assessment (as in the present case), and may conclude with assessment if no significant impacts are identified. The present study does not however present an impact assessment because detailed information on the project is not yet available.
The study is based on a desk assessment of existing archaeological survey data, using available archaeological GIS and project design data provided by Geo Pollution Technologies, and direct field survey of ground not covered by previous surveys. These observations are set out in Section 5, below. In the field, archaeological sites were assessed according to standard criteria, including the physical setting of the site – mainly with reference to geological or topographic features; the type of archaeological site; the affinity of the site – based on a field estimation of the site age and cultural affinity, and observations, where pertinent, on the size, density and characteristic features of the site.
The archaeological significance of the sites, and their vulnerability to disturbance in the course of project development activities are evaluated according to parallel 0-5 scales, summarized in Table 1. Unlike conventional sensitivity scales, these allow independent assessments of significance and vulnerability. Archaeological sensitivity is derived by the product of the significance and vulnerability rating, as set out in Section 6, below. This system was devised by QRS to reflect Namibian conditions and is accepted as a basis of evaluation by the National Heritage Council.
Information reviewed Selected archaeological publications and unpublished reports of the Namib Desert Archaeological Survey relevant to this study are listed in Appendix 1. Additional data were derived from the National Museum of Namibia Archaeological Accessions Register (B Catalogue), and the Namib Desert Archaeological Survey GIS database and Radiocarbon dating database
Assumptions and limitations The archaeological survey carried out for this baseline study relies on the indicative value of surface finds, augmented by the results of excavations carried out in the course of previous work in the same area (see above).
Based on these data, it is possible to predict the likely occurrence of further archaeological sites with some accuracy, and to present a general statement (see below: 5. Description of the affected environment) of the local archaeological site distribution. However, since the survey is limited to surface observations, it is necessary to caution the proponent that hidden, or buried archaeological remains might be exposed as the project proceeds. In view of this possibility it is recommended that the SEA adopt the Archaeological Chance Finds Procedure in Appendix 2.
A further limitation, regarding the archaeological assessment itself, is that continuing development in the project area will over time raise the significance of finds reported here as the extent of undisturbed ground steadily diminishes.
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Figure 1: The standard archaeological assessment process used in Namibia
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Table 1: Rating scales for the assessment of archaeological significance and vulnerability
ASSESSMENT OF ARCHAEOLOGICAL SIGNIFICANCE & VULNERABILITY
Significance ranking
0 no archaeological significance 1 disturbed or secondary context, without diagnostic material 2 isolated minor find in undisturbed primary context, with diagnostic material 3 archaeological site forming part of an identifiable local distribution or group 4 multi-component site, or central site with high research potential 5 major archaeological site containing unique evidence of high regional significance
Vulnerability ranking 0 not vulnerable 1 no threat posed by current or proposed development activities 2 low or indirect threat from possible consequences of development (e.g. soil erosion) 3 probable threat from inadvertent disturbance due to proximity of development 4 high likelihood of partial disturbance or destruction due to close proximity of development 5 direct and certain threat of major disturbance or total destruction
Legislative context Applicable laws and policies The principal instrument of legal protection for heritage resources in Namibia is the National Heritage Act (27 of 2004). Part V Section 46 of the Act prohibits removal, damage, alteration or excavation of heritage sites or remains (defined in Part 1, Definitions 1), while Section 48 ff sets out the procedure for application and granting of permits such as might be required in the event of damage to a protected site occurring as an inevitable result of development. Section 51 (3) sets out the requirements for impact assessment. Part VI Section 55 Paragraphs 3 and 4 require that any person who discovers an archaeological site should notify the National Heritage Council.
It is important to be aware that no regulations have been formulated for the implementation of the National Heritage Act, and there is no official procedure concerning impact assessment. However, archaeological impact assessment of large projects has become accepted practice in Namibia, especially where project proponents need also to consider international guidelines. In the present case the appropriate international guidelines are those of the World Bank OP and BP 4.11 guidelines in respect of “Physical Cultural Resources” (R2006-0049, approved April 17, 2006). Of these guidelines, those relating to project screening, baseline survey and mitigation are the most relevant.
Archaeological impact assessment in Namibia may also take place under the rubric of the Environmental Management Act (7 of 2007) which specifically includes anthropogenic elements in its definition of environment. The List of activities that may not be undertaken without Environmental Clearance Certificate: Environmental Management Act, 2007 (Govt Notice 29 of 2012), and the Environmental Impact Assessment Regulations: Environmental Management Act, 2007 (Govt Notice 30 of 2012) both apply to the management of impacts on archaeological sites and remains whether these are considered in detail by the environmental assessment or not.
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Relevant standards General standards are contained in the Environmental Quality Objectives (EQO’s) proposed by the Strategic Environmental Assessment for the Central Namib Uranium Rush1. The following four standards are relevant to the potential archaeological impact of the NamPort project.
To practice good corporate citizenship in the conservation of the archaeological record. To improve awareness of sensitive archaeological sites. To implement archaeological conservation guidelines in the Namib Desert. To recognize the archaeological record as the material “memory” of the Namib Desert.
1. Description of the affected environment Due to its aridity, the coast of Namibia presents a marginal environment for human occupation, and in the past, particularly during periods of climatic cooling and hyper-aridity, the region may have been quite inimical to settlement. These conditions are reflected in the available archaeological evidence, which spans the last 0.8 million years with a sequence that is characterized by short periods of relatively intensive occupation, and long periods in which there appears to have been little or no human presence.
The regional sequence may be simplified as follows: Early to mid-Pleistocene (ca. 2my to 0.128my; OIS 6, 7, 19 &c): represented by surface scatters of stone tools and artefact debris, usually transported from original context by fluvial action, and seldom occurring in sealed stratigraphic context. This component of the sequence is poorly represented over most of the coastline, with significant occurrences documented in the lower Khuiseb and Orange River valleys2. Mid- to upper Pleistocene (ca. 0.128my to 0.040my; OIS 3, 4 & 5a-e): represented by dense surface scatters and rare occupation evidence in sealed stratigraphic context, with occasional associated evidence of food remains. This component of the sequence is poorly represented over most of the coastline, with significant occurrences documented in the lower Khuiseb and Orange River valleys, see footnote 2. Late Pleistocene to late Holocene (ca. 0.040my to recent; OIS 1 & 2): represented by increasingly dense and highly diverse evidence of settlement, subsistence practices and ritual art, as well as grave sites and other remains. This component of the sequence is well represented at key localities such as the Khuiseb River mouth and the Ugab and Uniab River mouths3. Historical (the last ca. 250 years): represented by remains of crude buildings, livestock enclosures, wagon routes and watering points. Some evidence of trade with indigenous communities, including metals, ceramics and glass beads. This component of the sequence is well represented at key localities such as the Khuiseb River mouth and the Ugab and Uniab River mouths, see footnote 3.
The NamPort project site lies at the northern edge of a complex set of recent Cainozoic sedimentary surfaces associated with the delta of the Khuiseb River4. Sediments associated with the post-incision
1 Ministry of Mines and Energy, Windhoek (2011).
2 Corvinus, G. 1983. The Raised Beaches of the West Coast of South West Africa/Namibia: an interpretation of their Archaeologicaland Palaeontological Data. Forschungen zur Allgemeinen und Vergleichenden Archäologie, 5, C.H. Beck, München, and Shackley, M. 1985. Palaeolithic archaeology of the central Namib Desert: a preliminary survey of chronology, typology and site location. Cimbebasia Memoir 6.
3 See bibliography items listed Appendix 1.
4 Ward, J.D. 1987. The Cainozoic succession in the Kuiseb valley, Central Namib Desert. Geological Survey of SWA/Namibia, Memoir 9. 9
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history of the Khuiseb include the Homeb Silt Formation, the Awa-gamteb muds, the Gobabeb Gravel Formation and the Khuiseb River alluvium. Of these, only the last, together with the equivalent Sossus Sand Formation, is represented in the project site. The archaeological and related palaeo-environmental features described here are therefore restricted to the most recent component of the local stratigraphic succession.
Sedimentary features representative of recent Holocene coastal developments related to sea-level changes have been described from two localities in the southern Namib, Anichab Pan and Bogenfels Pan5. These features are of scientific interest because they contain sedimentary records of sea-level and palaeo-environmental change along the western margin of southern Africa. In general these features are salt-encrusted pans with emergent and well-preserved molluscan assemblages which are typical of inter- tidal environments. The evolution of these features was influenced by changes in sea-level and sand supply. Figure 2 shows the location of the NamPort project site and the distribution of some sites with evidence of mid-Holocene coastal lagoon formation.
Molluscan species associated with environments created by mid-Holocene sea-level fluctuations include Lutraria lutraria, Dosina lupines and Bullia digitalis, all indicative of tidal lagoon conditions such as no longer exist at either Anichab Pan or Bogenfels Pan. The first species, L. lutraria, is a warm water mollusc occurring on the west coast within the geographic range of the Angola Current. Its occurrence at these two sites conforms to other evidence for the weakening of the Benguela Current during the mid- Holocene, thus allowing a substantial southward extension of the Angola Current and its associated fauna. The latter two species occur abundantly in lagoon environments such as at Walvis Bay under the prevailing cold Benguela Current conditions. These species are therefore associated with a return to normal coastal conditions. Available radiocarbon dates for mid-Holocene tidal lagoon features on the Namib coast are summarized in Figure 3.
The evidence of these molluscs indicates a rise in sea-level sufficient to create a shallow tidal lagoon with an extensive area of adjacent mudflats. The extent of tidal flooding would vary according to maximum tidal range, with occasional storm surges. The molluscan fauna associated with these coastal features does not occur on open sandy beaches. Calibrated ages for molluscan samples from the Anichab and Bogenfels Pans relate to a maximum Holocene sea-level of ca 2 m above present mean sea-level, between 7 000 and 6 300 years ago. Sea-level returned to present-day sea-level by 5 300 years ago. The Anichab dates are independently confirmed at Hottentot Bay6 and from preliminary dating of Dosina lupines shell from Cape Cross7.
At the NamPort project site an extensive salt-encrusted pan occupies a large part of the central area of the property. The Figure 4 aerial view shows this pan feature lying to the west of the inland dune barrier, with a narrow corridor of hummock dunes on the seaward side. These hummock dunes preserve some evidence of the 6 m beach associated with the Eemian, or Riss-Würm Interglacial (Oxygen Isotope Stage 5e) dated to between 130 000 and 115 000 years ago. It was previously considered that the sub- fossil oyster beds lying to the east, near Dune 7, were of younger age8. However, these and similar
5 Compton, J. 2006. The mid-Holocene sea-level highstand at Bogenfels Pan on the southwest coast of Namibia. Quaternary Research 66: 303-310; Compton, J. 2007. Holocene evolution of the Anichab Pan on the south-west coast of Namibia. Sedimentology 54: 55-70.
6 Kinahan, J. & Kinahan, J. 2009. “A thousand fine vessels are ploughing the main…” Archaeological traces of the nineteenth- century ‘Guano Rage’ on the south-western coast of Africa. Australasian Historical Archaeology 27: 43-54.
7 Namib Desert Archaeological Survey, AMS sample Beta-213464.
8 cf Ward (1987)
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deposits found at Cape Cross and elsewhere are now considered to be of Miocene age9. Examples of molluscan fauna diagnostic of tidal lagoon conditions were from the Port of Walvis Bay SADC Gateway Development project site were dated to 40 830±480 BP (Beta-396312) and this is presumed to represent the tidal flood extent of a terminal Pleistocene lagoon. The same lagoon feature would have been rejuvenated by the mid-Holocene Optimum high-stand, although this may have had a smaller aereal extent. Examples of the molluscs are shown in Figure 6, including Bullia digitalis and Dosina lupines.
Figure 2: Location of the Port of Walvis Bay SADC Gateway Development project site in relation to documented sites with evidence of mid-Holocene tidal lagoon features.
9 Hendy, Q.B. 1981. Geological succession at Langebaanweg, Cape Province, and global events of the Late Tertiary. South African Journal of Science 77: 33-38; Siesser, W. & Dingle, R. 1981. Tertiary sea-level movements around southern Africa. Journal of Geology 89: 83-96. 11
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Southern Hemisphere Atmospheric data from McCormac et al (2004);OxCal v3.10 Bronk Ramsey (2005); cub r:5 sd:12 prob usp[chron] Beta-213464 4890±60BP Pta-9184 5060±70BP Pta-9180 4840±50BP Pta-9215 4740±90BP Pta-9188 4650±70BP Pta-9191 4330±60BP Pta-9100 6390±60BP GrA-24384 6310±45BP Pta-9097 5600±80BP Pta-9275 7013±82BP Pta-9268 6710±60BP Pta-8635 6640±70BP Pta-9182 6310±50BP Pta-9277 6010±50BP GrA-25207 5985±40BP Pta-8633 5180±70BP
9000CalBP 8000CalBP 7000CalBP 6000CalBP 5000CalBP 4000CalBP Calibrated date
Figure 3: Calibrated radiocarbon dates for mid-Holocene tidal lagoon features on the Namib coast (as shown in Figure 2). The single date at the top of the chart 4890BP is from a sample of Dosina lupines at Cape Cross; the following five dates, ranging from 5060 to 4330BP are from Anichab Pan (Compton 2006); the following three dates, ranging from 6390 to 5600BP are from Hottentot Bay (adjacent to Anichab Pan) (Kinahan & Kinahan 2009); and the final seven dates ranging from 7013 to 5180BP (Compton 2007). The period most reliably associated with the development of mid-Holocene tidal lagoon conditions falls between 6 500 and 5 500BP.
Southern Hemisphere Atmospheric data from McCormac et al (2004);OxCal v3.10 Bronk Ramsey (2005); cub r:5 sd:12 prob usp[chron] Beta 396312 : 40830±480BP 68.2% probability 39400BC (68.2%) 38400BC 95.4% probability 40000BC (95.4%) 37900BC
0.8 0.6 0.4 0.2 Relative probability Relative 0.0
44000BP 43000BP 42000BP 41000BP 40000BP 39000BP 38000BP Calendar date
Figure 4: Calibration of AMS date from Site QRS 206/193 based on a sample of Dosina lupines from the lagoon strandline on the eastern margin of the Port of Walvis Bay SADC Gateway Development project site, and dated to 40 830±480 BP (Beta-396312).
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Figure 5: Aerial view of the Port of Walvis Bay SADC Gateway Development project site, with boundaries indicated. The rectangular area at the northern end of the site is the extinct Tumas River mouth, marked by a number of extensive but superficial shell-midden accumulations, mainly Donax serra. The dark area to the south of the rectangle is the extinct mid- Holocene tidal lagoon shown in Figure 5. The full extent of the lagoon deposits is partly obscured by a surficial sand sheet and some areas now covered by vegetated hummock dunes.
Figure 6: Specimens of Bullia digitalis (left), and Dosina lupines (right), from the lagoon strandline on the eastern margin of the Port of Walvis Bay SADC Gateway Development project site, and dated to 40 830±480 BP (Beta-396312).
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Figure 7: The Port of Walvis Bay SADC Gateway Development project site (grey polygon), with high resolution LIDAR elevation data showing 2masl contour representative of the average mid-Holocene highstand cf. Compton (2006, 2007). Inferred extent of the extinct mid-Holocene tidal lagoon is based on elevation data, sediment characteristics and occurrence of tidal lagoon molluscan fauna. The site on the eastern margin of the study area, QRS 206/193 yielded an accumulation of Dosinia lupines shell dated to 40 830±480 BP (Beta-396312), and is presumed to represent the tidal flood extent of a terminal Pleistocene lagoon.
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Apart from the evidence of mid-Holocene coastal environmental changes in the vicinity of the Port of Walvis Bay SADC Gateway Development project site, there is also evidence of more recent human occupation. Figure 8 shows a partial reconstruction of a pottery vessel recovered from the shell-midden sites at the extinct Tumas River mouth. The vessel is distinctive in its globular shape, narrow mouth and spout, as well as fine incised decoration mainly on the outside of the rim. Carbon soot adhering to the outside of the vessel was dated to 1370±35 years BP (calibrated AD 602 - 675) (Hd-25103)10. Similar pottery vessels have been recovered from a number of sites in the southern Namib and in the northern Cape Province of South Africa, and appear to be related to the first arrival of domestic livestock in southern Africa11.
Figure 8: Pottery vessel recovered from the shell-midden sites at the extinct Tumas River mouth and dated to the 7th century AD.
More recent evidence found within the Port of Walvis Bay SADC Gateway Development project site includes the remains of shuttered concrete structures that may have been used for gravel mining during the construction of the coastal railway and the coastal defence installations at Rand Rifles. Details of these and all other sites noted during the course of the field survey are set out in Appendix 2. A spreadsheet of the site location data and GIS shp file for the sites is also submitted with this report.
Archaeological sensitivity An estimation of archaeological sensitivity is represented by the product of values assigned for archaeological significance and archaeological vulnerability, as set out above (Approach to Study: Methodology). In these terms, a highly significant site has a maximum sensitivity value (25) if it is also highly vulnerable, and a site of low significance has a relatively low sensitivity even if highly vulnerable
10 Dating results used with permission of the Swakopmund Museum. 11 cf Mitchell, P. 2002. The Archaeology of Southern Africa. Cambridge University Press. 15
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(5). Estimates of vulnerability have in this case been set at between 2 (low or indirect threat) and 3 (probable threat), in the absence of more detailed information on the proposed Port of Walvis Bay SADC Gateway Development project.
The range of sensitivity values for sites in the Port of Walvis Bay SADC Gateway Development project site area lies between two and nine, indicating an overall low to medium sensitivity. These estimates are made without access to any detailed information on the scale and likely positioning of infrastructure. Assessment of the likely impact of the project on the archaeology of the Port of Walvis Bay SADC Gateway Development project site will only be possible when this information is available.
Recommendations At this stage it is important that the client is made aware of the archaeological sensitivity of the project area, and the fact that the archaeological sites are protected under the National Heritage Act (2004). When the Port of Walvis Bay SADC Gateway Development project is underway, the client should make sure that all personnel and contractors are aware of the protected nature of the archaeological sites as well as the legal obligation to report any new finds to the National Heritage Council as soon as possible.
Attached to this report as Appendix 3 is the standard Archaeological Chance Finds Procedure which should form part of the project EMP during the construction phase. The client should also incorporate the archaeological survey GIS data into Port of Walvis Bay SADC Gateway Development project planning process, and take steps to avoid either direct damage to the sites or to their immediate landscape setting.
When the Port of Walvis Bay SADC Gateway Development project has reached a more advanced stage, a full archaeological impact assessment should be carried out. Information required from the client will include the proposed layout for the entire development. The impact assessment will include proposals for mitigation of archaeological impacts.
Conclusions The proposed Port of Walvis Bay SADC Gateway Development project site is located in an area of archaeological significance. The present report provides an archaeological baseline for a future impact assessment that will consider possible impacts on the archaeology of the area in greater detail, and advise on appropriate mitigation measures, if required.
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Appendix 1
Selected archaeological publications relevant to this study include: Kinahan, Jill & Kinahan, John. 2009. “A thousand fine vessels are ploughing the main…” Archaeological traces of the nineteenth-century ‘Guano Rage’ on the south-western coast of Africa. Australasian Historical Archaeology 27: 43-54.
Kinahan, Jill. 2005. The archaeology of historical contact and trade on the Namib Desert coast. In: Smith, M. and Hesse, P. (eds) 23° S: Archaeology and environmental history of the southern deserts: 294-307. Canberra: National Museum of Australia Press.
Kinahan, Jill. 2000. Cattle for beads: the archaeology of contact and trade on the Namib Coast. Studies in African Archaeology 17. Department of Archaeology and Ancient History, Uppsala and Namibia Archaeological Trust, Windhoek.
Kinahan, Jill. 1992. By command of their Lordships: the exploration of the Namibian coast by the Royal Navy, 1795-1895. Namibia Archaeological Trust, Windhoek.
Kinahan, Jill. 1991. The historical archaeology of nineteenth century fisheries at Sandwich Harbour on the Namib Coast. Cimbebasia 13: 1-27.
Kinahan, Jill. 1990. The impenetrable shield: HMS Nautilus and the Namib Coast in the late 18th century. Cimbebasia 12: 23-61.
Kinahan, J. & Kinahan, J.H.A. 1984. Holocene subsistence and settlement on the Namib coast: the example of the Ugab River mouth. Cimbebasia (B) 4: 59-72.
Kinahan, J., Pallett, J., Vogel, J., Ward, J., and Lindeque, M. 1991. The occurrence and dating of elephant tracks in the silt deposits of the lower !Khuiseb River, Namibia. Cimbebasia 13: 37-44.
Kinahan, J. 1991. Pastoral Nomads of the Central Namib Desert: the people history forgot. Namibia Archaeological Trust & New Namibia Books, Windhoek.
Kinahan, J. 1996. Human and domestic animal tracks in an archaeological lagoon deposit on the coast of Namibia. South African Archaeological Bulletin 51: 94-98.
Kinahan, J. 2013. The use of skeletal and complementary evidence to estimate human stature and identify the presence of women in the recent archaeological record of the Namib Desert. South African Archaeological Bulletin 68 (197): 72-78.
Kinahan, J. 2014. Cattle paths and the choreography of late pre-colonial contact and trade on the Namib Desert coast. South African Archaeological Bulletin 69 (199): 96-102
Unpublished reports of the Namib Desert Archaeological Survey relevant to this study include; QRS 19. A rapid assessment of archaeological sites on the proposed Windhoek to Walvis Bay (Us Pass) powerline route. Commissioned by Walmsley Environmental Consultants (Pty) Ltd for Namibia Power Corporation (Pty) Ltd. (2000).
QRS 38. Interim Report on Hottentot Bay Environmental Baseline Study. Commissioned by Hottentot Bay Investments cc (Namibia) (2002).
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QRS 80. Archaeological assessment of diamond mining works at Kunene Mouth. Commissioned by EnviroDynamics (2007).
QRS 97. Archaeological assessment of four alternative sites for a new power station at Walvis Bay. Commissioned by Ninham Shand (South Africa) (2008).
QRS 100. !Khuiseb basin archaeological baseline study. Development of a water resources plan for the !Khuiseb basin and development of a planning procedure for use by other basins. Commissioned by Deutsche Gesellschaft für Technische Zusammenarbeit (GTZ) GmbH. (2008).
QRS 140. Specialist archaeological component of the EIA and EMP study for the !Khuiseb Delta and dune belt area between Swakopmund and Walvis Bay. Commissioned by University Central Consulting Bureau, University of Namibia, on behalf of NACOMA (2011).
QRS 146. Archaeological field survey and assessment of the Sandpiper phosphate project, Walvis Bay. Commissioned by EnviroDynamics (Pty) Ltd. (2011).
QRS 165. Specialist archaeological assessment of a component of the proposed West Coast Transmission Line Servitude, linking the Walmund sub-station and Walvis Bay. Commissioned by EnviroDynamics cc (2012).
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Appendix 2
Details of sites located during the NamPort survey QRS 206/189 Site co-ordinates: S22.89101 E14.54446 Estimated elevation masl: -3 m Shell-midden Significance: 3 Vulnerability: 2-3 Sensitivity: 6-9
QRS 206/190 Site co-ordinates: S22.89614 E14.55045 Estimated elevation masl: -1 m Gravel mining site Significance: 0-1 Vulnerability: 2-3 Sensitivity: 2
QRS 206/191 Site co-ordinates: S22.89721 E14.55065 Estimated elevation masl: -2 m Shuttered concrete structure Significance: 0-1 Vulnerability: 2-3 Sensitivity: 2
QRS 206/192 Site co-ordinates: S22.89762 E14.55246 Estimated elevation masl: 3 m Corrugated asbestos structure Significance: 1 Vulnerability: 2-3 Sensitivity: 2
QRS 206/193 Site co-ordinates: S22.91238 E14.55679 Estimated elevation masl: 3 m Isolated shell heap with scattered Dosina lupines fragments, dated to 40 830±480 BP (Beta-396312) Significance: 3 Vulnerability: 2-3 Sensitivity: 6-9
QRS 206/194 Site co-ordinates: S22.90312 E14.54781 Estimated elevation masl: -1 m Gypsum encrustation on pan surface Significance: 0-1 Vulnerability: 2-3 Sensitivity: 2
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QRS 206/195 Site co-ordinates: S22.90096 E14.54655 Estimated elevation masl: -2 m Surface scatter of Donax serra fragments Significance: 0-1 Vulnerability: 2-3 Sensitivity: 2
QRS 206/196 Site co-ordinates: S22.89784 E14.54572 Estimated elevation masl: -1 m Surface scatter of Donax serra fragments Significance: 0-1 Vulnerability: 2-3 Sensitivity: 3
QRS 206/197 Site co-ordinates: S22.89229 E14.54251 Estimated elevation masl: -1 m Dosina lupines fragments Significance: 2 Vulnerability: 2-3 Sensitivity: 4
QRS 206/198 Site co-ordinates: S22.89022 E14.54320 Estimated elevation masl: -2 m Shell-middens, Donax serra Significance: 3 Vulnerability: 2-3 Sensitivity: 6-9
QRS 206/199 Site co-ordinates: S22.88984 E14.54339 Estimated elevation masl: -1 m Shell-middens, Donax serra Significance: 3 Vulnerability: 2-3 Sensitivity: 6-9
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Appendix 3
J. & J. KINAHAN, Archaeologists t/a Quaternary Research Services
P.O. Box 22407, Windhoek, Namibia Tel./fax +264+61+236216/256702 email: [email protected] web site www.archaeologynamibia.com
Archaeological Impact Assessment: Client Information Sheet # 6
Archaeological Chance Finds Procedure Areas of proposed mining and infrastructure development are subject to heritage survey and assessment at the planning stage. These surveys are based on surface indications alone, and it is therefore possible that sites or items of heritage significance will be found in the course of development work. Personnel and contractor heritage induction is intended to sensitize people so that they may recognize heritage “chance finds” in the course of their work. The procedure set out here covers the reporting and management of such finds. The “chance finds” procedure covers the actions to be taken from the discovery of a heritage site or item, to its investigation and assessment by a trained archaeologist or other appropriately qualified person. The “chance finds” procedure is intended to ensure compliance with the relevant provisions of the National Heritage Act (27 of 2004), especially Section 55 (4): “ a person who discovers any archaeological …. object ……must as soon as practicable report the discovery to the Council”. The procedure of reporting set out below must be observed so that heritage remains reported to the NHC are correctly identified in the field.
Please note that the Chance Finds Procedure is NOT a substitute for archaeological assessment. Both Namibian and international standards (e.g. IFC Guidance Note and IFC Performance Standard on Heritage, 2012) require professional archaeological assessment. The Chance Finds Procedure is intended to assist the developer in following the right course of action when archaeological remains are encountered such as during earthmoving or dense bush-clearing operations.
RESPONSIBILITIES Operator To exercise due caution if archaeological remains are found Foreman To secure site and advise management timeously Superintendent To determine safe working boundary and request inspection Archaeologist To inspect, identify, advise management, and recover remains
PROCEDURE Action by person (operator) identifying archaeological or heritage material a) If operating machinery or equipment: stop work b) Identify the site with flag tape c) Determine GPS position if possible d) Report findings to foreman
Action by foreman a) Report findings, site location and actions taken to superintendent b) Cease any works in immediate vicinity
Action by superintendent a) Visit site and determine whether work can proceed without damage to findings 21
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b) Determine and mark exclusion boundary c) Site location and details to be added to AH GIS for field confirmation by archaeologist
Action by archaeologist a) Inspect site and confirm addition to AH GIS b) Advise NHC and request written permission to remove findings from work area c) Recovery, packaging and labelling of findings for transfer to National Museum
In the event of discovering human remains a) Actions as above b) Field inspection by archaeologist to confirm that remains are human c) Advise and liaise with NHC and Police d) Recovery of remains and removal to National Museum or National Forensic Laboratory, as directed.
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APPENDIX D: Subdivision of the Remainder of Farm 46
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APPENDIX E: Registered Stakeholders and I&APs
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Registered Stakeholders for the SADC Gateway Port SEA Name Affiliation Date registered Harald Jensen Walvis Bay Residents Association 27-Jun-14 Woker Freight Services 27-Jun-14 Jerome Mouton Namsov Fishing 30-Jun-14 Wessels Feris Namsov Fishing 30-Jun-14 Garden Hengua Namsov Fishing 30-Jun-14 Henning du Plessis Namsov Fishing 30-Jun-14 David Uushona Municipality of Walvis Bay 01-Jul-14 Ms Engelbrecht Municipality of Swakopmund 01-Jul-14 Anja Kreiner Ministry of Fisheries and Marine Resources 01-Jul-14 Hilia E. Hitula Municipality of Walvis Bay 02-Jul-14 Adv Masiza Masiza Law Chambers 03-Jul-14 Elton Vries Telecom Namibia 03-Jul-14 Mary Seely Desert Research Foundation 01-Jul-14 Marc Themba Flowvin Consortium Namibia 03-Jul-14 Peter Bridgeford Coastal Environmental Trust of Namibia 04-Jul-14 Hartmut Dichtl WorleyParsons 04-Jul-14 Kaatri Brumfit Nacoma 30-Jul-14 Kondja Amutenya Namibia Nature Foundation 07-Jul-14 Sarah Yates Namibia Nature Foundation 07-Jul-14 Cronje Loftie-Eaton Lodestone Namibia 07-Jul-14 Sonja Miller Telecom Namibia 08-Jul-14 Pieter van der Merwe Telecom Namibia 08-Jul-14 Nangula Amutenya Walvis Bay Municipality 08-Jul-14 Davis Walvis Bay Municipality 08-Jul-14 Shapua Kalomo Walvis Bay Municipality 08-Jul-14 Marius Muetudhana Private 04-Jul-14 Rajendra Chaubey Jindal Mining Namibia 08-Jul-14 Alex Warne Jindal Mining Namibia 08-Jul-14 Emily Herschell WorleyParsons 01-Jul-14 Immanuel Hango Namport 01-Jul-14 C Lawrence Municipality of Swakopmund 01-Jul-14 Günther Stubenrauch Stubenrauch Planning Consultants 06-Jul-14 Frank Löhnert Ludwig Schroder Estate Agents 08-Jul-14 Tony Raw ARUP 14-Jul-14 Marlaine Andersen Leads 2 Business 01-Sep-14 Tino Hanabeb Namport 04-Jul-14 Elzevir Gelderbloem Namport 04-Jul-14 Danie du Toit Namport 04-Jul-14 Daniel Kavishe Simonis Storm Securities 26-Jun-14 James Cumming Simonis Storm Securities 26-Jun-14 Annika Eberle Simonis Storm Securities 26-Jun-14 Purvance Heuer Simonis Storm Securities 26-Jun-14 João Bismarck TriStone Africa (Namibia) (Pty) Ltd 27-Jun-14 NP du Plessis NamWater 01-Jul-14 J Murangi NamWater 01-Jul-14 Southern African Institute for Environmental John Pallet Assessment 01-Jul-14 Owen ahrens Flowvin Consortium Namibia 03-Jul-14 Theo Wassenaar Gobabeb 03-Jul-14 Fanie Rossouw 05-Jul-14 Bronwyn Currie Min of Fisheries 07-Jul-14
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Brigitte Weidlich Independent Reporter 07-Jul-14 Bokart Rust WML 07-Jul-14 Cronje Loftie-Eaton Lodestone Namibia 07-Jul-14 Rajendra Chaubey Jindal Mining Namibia 08-Jul-14 Demetria Matsi Jindal Mining Namibia 08-Jul-14
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Attendance Register of the Windhoek Public Meeting – 10 July 2014 Name Affiliation B Rust WML E Simon Urban Dynamics NP du Plessis Namwater Cronje Loftie-Eaton Synergistix Consulting Services O. Ahrens Flowin Consortium Rajendra Chaubey Jindal Mining Namibia Eric van der Walt Jindal Mining Namibia Keron Domingos Tristone Africa Tino !Hanabeb Namport James Cumming Simonis Storm
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Attendance Register of the Walvis Bay Public Meeting – 15 July 2014 Name Affiliation Lilian Theron Walvis Bay Convenience Centre Harald Jensen Walvis Bay Residence Ass Sonja Miller Telecom Namibia Marius Muetudhana Private Hartmut Dichtl WorleyParsons Michael Kauwiwa Conselect Engineering Hilia Hitula Walvis Bay Municipality Tim Eiman Namport Shakespeare Masiza Masiza Law Chambers Shapwa Kaloma Walvis Bay Muncipality Kondja Amutenya Namibia Nature Foundation SJ Uutoni TOA R Visagie Namport N Amutenya Walvis Bay Municipality Mary Seely Private Anja Kreiner MFMR Helena Moongo MFMR Rajendra Chaubey JMNPL.WHK Rosa Isaaks Namport Joseph Hautemo Namport Marc Temba Flowvin Consortium Namibia Kaatri Brumfit NAMCOMA Paulina Engelbrecht Swakopmund Municipality Kleopas Kantika NACOMA Selma Uushini NACOMA Justina Shihepo NACOMA Maria Mhanda NACOMA D Engelbrecht Budget Rent a Car Sarah Yates NNF Immanuel P Hango Namport Elzevir Gelderbloem Namport
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APPENDIX F: Minutes of Public Meetings
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Minutes of the public consultation meeting for the Strategic Environmental Assessment for the Port of Walvis Bay SADC Gateway development Venue: Ministry of Mines and Energy Auditorium Date: 10 July 2014 Time: 08:00 Pierre Botha welcomed all attendees to the meeting after which André Faul gave a presentation on the planned development as well as the objectives and scope of the SEA. A brief overview of identified impacts was also discussed. After the presentation the floor was open for comments and discussions. Mr Rajendra reiterated the importance of road and rail capacity to be adequate to meet the port’s demands and the need to upgrade the infrastructure. This is especially important for the transport of mining related products. The current condition of road and rail infrastructure leads to financial losses. Mr du Plessis stressed that it is not only the industry that suffers but also the public who makes use of the roads for daily transport. Mr Ahrens stated that the operations of the Ministry of Finance (customs and clearance) and Ministry of Home Affairs will be impacted as well. Mr Faul agreed by noting that they will need the human resources to be able to deal with increased port operations and activity. Mr du Plessis asked that the benefits of the port also be noted and not only the negative impacts, also in the SEA report. Mr Botha said that the whole aim of the project is to ultimately generate positives. It will open up opportunities for example the industrial park behind dune 7 becomes much more feasible with the new port development. Mr Botha asked Mr du Plessis whether the last Central Area Water Plan is the 1995 one. Mr du Plessis said that there are more recent ones and that it can be obtained from NamWater. Mr Rajendra stressed that there should be a compromise between development and environmental protection. He said that EIAs are important, but that development is also needed and that developing countries should not blindly follow the first world countries in terms of environmental policies. Mr de Plessis noted that waste is a concern and said that he does not know the capacity of the Municipal waste and hazardous waste disposal area in Walvis Bay, but that it is something that should possibly be improved. Mr Botha confirmed that they are looking at especially oil industry waste disposal, and that this is a local authority’s task. Mr du Plessis asked of the existing port will stay in operation. Mr Botha confirmed that it will be. Mr Rust noted that waste includes sewerage and the seeping of sewerage into the groundwater. Mr Botha informed the meeting that in 2000 an EIA has already been done for the same area as the proposed port but this was for a navy port. So a lot of work was done already. Mr Rust enquired whether the navy will in future also be part of the new port. Mr Botha replied that this is not in the current plans and that this might pose some safety and security issues for the navy. Mr du Plessis enquired whether the industrial park behind Dune 7 is part of the SEA. Mr Faul stated that it will be considered as an aspect associated with the port, but that it will not be assessed in detail. That will have to be a separate study. Mr Botha noted that it will be the Municipality’s prerogative to assess the industrial area. Namport cannot do a SEA for the whole country. Mr du Plessis asked whether the industrial park will be a requirement for the port. Mr Hanabeb that goods like coal will have to be stored there. Mr Botha noted that there will have to be communication between Namport and the municipality and other authorities to make sure these aspects are in place. Mr Ahrens expressed his concern about the lack of presence of the parastatals and ministries at the meeting. They need to be part of the meeting and put their concerns on the table as well as take it into consideration for their future planning. Mr Botha confirmed that we will set up a meeting with the relevant ministries, key stakeholders and Namport as part of the SEA process. Mr Hanabeb stated that Namport is aware of the challenges in terms of utilities like electricity and water etc. As they move
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forward they will involve all the stakeholders to ensure that all stakeholders are informed and can plan accordingly. Mr Simon noted that it should be clear that an SEA is not a feasibility study and that issues like water and electricity supply should already be sorted before the SEA is commenced. Otherwise the SEA will simply state that Namport should sort these issue out. We will create a development scenario we should not do feasibility of the port. Mr Ahrens asked what the status of the Tanker berth development is. Mr Hanabeb informed the meeting that the Ministry of Mines and Energy is busy with the final administrative details but he is not sure whether final contracts have been awarded.
The meeting was adjourned at 09:30
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Minutes of the public consultation meeting for the Strategic Environmental Assessment for the Port of Walvis Bay SADC Gateway development Venue: Protea Hotel Walvis Bay Conference Room Date: 15 July 2014 Time: 08:00 Pierre Botha welcomed all attendees to the meeting after which André Faul gave a presentation on the planned development as well as the objectives and scope of the SEA. A brief overview of identified impacts was also discussed. After the presentation the floor was open for comments and discussions. Mary Seely commented that there is already an EIA in place for the liquid terminal and that agreements have already been made for the coal bulk terminal and felt that the port development is a done deal and questioned why this SEA is then needed at all. She also mentioned that there is a container terminal in place and a new container terminal is being built and one is planned for the new terminal. She asked if there is an overall strategic approach. She furthermore asked how the Chinese stone factory outside Walvis Bay fit in the plans. In terms of biological impacts she mentioned that the lagoon was not mentioned as potentially being impacted by for example dredging. She was concerned about who will control the private operators who will operate in the port and how the EMP will be implemented. She also asked which route the coal conveyor route will follow. Elzevir Gelderbloem, responded that the container terminal is not for container storage. It is to promote trade for Namibia and the region. Containers will be stored within the port in a buffer area (container terminal) from which it is distributed. There is a delay with releasing containers due to customs approval and paper work; it can take about 3 or 4 days. Due to the amount of containers the port handles the container terminal must be enlarged and to allow for competitiveness more than one container terminal is a positive aspect. Concerning the quarry Elzevir Gelderbloem stated that it is specifically for the construction of the new container terminal site and is surrounded by rocks around the perimeters so that the sand does wash away. The quarry will either be closed down or used for another purpose when the project is completed. Mary Seely asked was there an EIA done on/for the quarry. Elzevir Gelderbloem stated that he believes so and said that the quarry is not a Namport quarry but a third part that supplies to the contractor. Elzevir Gelderbloem furthermore explained that the conveyor will be in a transportation corridor that will run from behind dune 7 to the new port around the southern tip of the dunes and along the western border of the dunes. Ernst Simon noted that the Integrated Spatial Development Plan of Walvis Bay includes the transportation corridor. Pierre Botha explained that the idea of SEA is to see whether this fits into the bigger picture and that it will look for example at various master plans like road and town master plans and strategic plans. Elzevir Gelderbloem reiterated that for each individual component, for example the coal conveyer, an EIA must be conducted. Mary Seely felt that SEAs are not being enforced. Pierre Botha commented that at this stage SEAs are not legal documents and this may be a contributing factor to this. Hilia Hitula stated that the proposed port has been strategically looked at in the Municipality’s Integrated Urban Spatial Development Framework., which is an 18 year plan up to 2030. She further stated that they have looked at the housing needs, population projections, school need, hospital needs, etc. They have engaged with Namport for this framework. Ernst Simon noted that the framework includes capacities for infrastructure services. It includes implementation plans and follows an integrated approach. Kaatri Brumfit asked if active research on port impacts on the environment is being done. Elzevir Gelderbloem said that for the new container terminal a lot of studies was done and baseline data gathered. A monitoring campaign is also in place for the dredging. He mentioned that the data is available.
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Kaatri Brumfit asked if Namport can’t have for example three researchers who can publish the data. Elzevir Gelderbloem stated that Namport is not an academic institution, but they do publish the results and studies on the Namport website. Namport also make use of academics to do their studies. Marc Themba asked if there has been any consultation between local authorities and the general public regarding the port, since some of the issues raised in the meeting would have been addressed if there were prior consultation. Hilia Hitula stated that they had four workshops and two public meetings regarding the port plans. They will also have three more meetings in the next week or two. She also said no objections were received regarding the development. Anja Kreiner asked if conflicts with the aquaculture industry will be looked at. Pierre Botha said that the site is far away from the aquaculture sites. He further explained that the new port will be in an area where the currents will rather take pollution away from the aquaculture areas than to it. Selma Uushini noted that legal aspects must be considered in the SEA and asked whether the SEA will consider different scenarios or simulations, for example sea level rise. She also asked what the SEA methodology would be that will be used. She also asked whether the Oil Spill Contingency Plan was consulted. Her last question was how it will be insured that the SEA will be aligned with international best practice. Pierre Botha stated that scenarios will be considered and that the SEA will be conducted in close cooperation with the Ministry of Environment and Tourism who is looking at the SEA Act at the moment. He stated that it is a learning curve for them and for all involved. The Uranium rush has been driven by Geological Survey to an extent and is controlling the companies prospecting and mining uranium. This is different this SEA is for Namport to ensure that the EIA that are to come in future fit into this plan, to add guidance for future EIA’s and try and manage it. Pierre Botha stated that the biggest concern for the Ministry of Works and Transport is transport and as Namport is part of this Ministry it will give Namport the ability to put pressure on the Ministry to implement certain projects. If the Ministry does not do upgrade the roads this project cannot be a success for instance. Anja Kreiner mentioned that shoreline changes can occur as a result of current interference as a result of structures added to the shore. Elzevir Gelderbloem stated that this is definitely a concern and before any shoreline changes are done proper investigations and modelling will be done to determine potential effects and mitigation measures will also be employed. Marc Themba asked whether the developers or landowners in the neighbouring development has been consulted and engaged. Pierre Botha stated that when the EIA on the fuel storage facility was conducted, neighbours were also involved. He further stated that the fuel storage facility will be placed on that developments side which is a good thing since it is a “quite” terminal which will buffer noise from the rest of the harbour. Kaatri Brumfit enquired about the potable water consumption expected at the new port. Mr Gelderbloem stated that the port itself doesn’t use a lot of water and even ships calling at the port works on a quota system to control the amount of water used. Some supporting industries may however use more water. Ernst Simon stated that NamWater has a deal with Areva to obtain desalinated water and that they supply 5,000,000 m3 out of a maximum capacity of 20,000,000 m3. Hartmut Dichtl asked if natural gas handling can be incorporated in the port. Elzevir Gelderbloem confirmed that it is the plan. Nangula Amutenya encouraged similar presentations to be done for stakeholders like NamWater and NamPower so that they are involved and informed from the beginning. She also asked if the presentation can be given to the Walvis Bay Council and the executives. She also raised a concern regarding the bird island and the pelicans that breed there. She also mentioned that the coastal SEA of 2005 could also be looked at. Pierre Botha stated that the 2005 SEA mentioned that the site is suitable for port development.
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A bird study was done for the liquid bulk terminal to look at the potential impacts on the birds. There was also a specialist study done on the dolphins and other specialist studies as well. Kaatri Brumfit asked whether the ship repair yard will be run by a Namibian company. Elzevir Gelderbloem said that is not finalised. Namibia does have companies who can do this. The ship repair yard and Namport as a whole will create opportunities. Marc Themba asked if there are any opportunities for other countries to make use of the facilities, for example the coal terminal, whether it will be limited to use by Botswana. Elzevir Gelderbloem confirmed that it will be available for anyone. Mary Seely reiterated the fact that an integrated approach should be followed and that it should be coordinated by someone. Elzevir Gelderbloem stated that Namport is doing what it has to do for the container terminal study. But also agrees that more studies should be done of the other relevant long term impacts. Ernst Simon said that someone has to take responsibility for brining everything together and asked whether this is not the Ministry of Environment and Tourism’s role. Pierre Botha replied saying it is frustrating that there is no coordination between the various role players. The difficulty of obtaining literature and data, also from Ministries, was also mentioned. A short discussion followed on the siltation of the lagoon and the integrity of Pelican Point. Pierre Botha stated that previous research showed that windblown sand is the main reason for siltation of the lagoon and Elzevir Gelderbloem stated that studies have indicated that Pelican Point is fed by sand brought by sea currents and its integrity should not be a problem. Kleopas Kantika asked if there are measures in place to prevent alien species introduction into the Namibian waters. Namport stated that they have measures in place and that ballast water is controlled. Harold Jensen asked about electricity supply since the port will use a lot of power. Pierre Botha said that NamPower is busy with a tender to build a 250 MW power plant between Walvis Bay and Swakopmund. Elzevir Gelderbloem confirmed that they have communicated their electricity needs for both the existing and new port to NamPower.
The meeting was adjourned at 10:30.
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APPENDIX G: Additional Correspondence and Comments
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Correspondence from Bruce Stewart via E-Mail (Town Planning Consultant, Town Planning Division, Municipality of Walvis Bay) – 5 June 2014 In our planning for Farm 58 we have been in discussions with the Roads Authority regarding the realignment/relocation of the B2/coastal road around the North Port. The Roads Authority are very unhappy about having to build the realigned/relocated B2/coastal road within the shifting sand dunes and need to be provided with an alternative. Namport are in discussions with the RA, but I do not think that much progress has been made. Correspondence Received from Dr Mary Seely via E-mail – 1 July 2014 My concern is that this is termed a ‘Strategic Environmental Assessment’ although it seems to be directed toward only a small piece of the overall coastal development or even Walvis Bay development. I strongly recommend that a ‘Strategic’ assessment be made of the entire central west coast with this specific development as one aspect. Perhaps NamPort could be encouraged to do such an assessment. As a 'strategic assessment' will this study include the additional housing, water, power, sewage, waste, schools etc. required to accommodate not only the development structure itself but also the people that will be associated with this development? I see no sign of that in the documentation provided. Reply: Thank You for the input. We note your comments. Some past attempts were made to conduct SEA’s for specifically the coastal areas, think specifically of the work done by Nacoma and then the combination of their work into a later report (Skov, H., Bloch, R., Lauridsen, F.S. & Uushona, D. 2010. Strategic Environmental Assessment (SEA) for the coastal areas of Namibia. Report for NACOMA. DHI report.) as well as some other work done and in progress. The idea of this SEA is to look at a much broader area than what an EIA would look at, thinking specifically of the services that the Walvis Bay Municipality would need to provide (e.g. housing, water, waste) the supply of electricity by Erongo Red and Nampower, diversion of roads and the increase in traffic (Roads Authority and MWTC) through Namibia and also specific points like Windhoek (City of Windhoek). These are just some of the many aspects. This therefore also explain why we have workshops in both Walvis and Windhoek and the idea is to get higher level input to better understand what impact this development will have on the Namibian Environment instead of only looking at Walvis and the coast. The aim of Background Information Document is not to identify what will be impacted, but to provide information of the proposed development. Correspondence Received from Mr Harald Jensen via E-mail – 1 July 2014 Walvis Bay is my hometown and I welcome all developments which take place here for the sake of the residents and for the economy of the town as well as Namibia. In particular I support the development of a new, larger and more modern port for Walvis Bay. I would like to contribute a few points which in my opinion should be taken into consideration when development of the new port takes place: (1) When construction of the new port takes place consideration should be given to the possibility of the silting up of the new area designated for the port. Ocean currents as well as tidal action which contribute to the silting up should be considered. The Prevailing Winds should be taken into account. Most of the year Walvis Bay is plagued by the Southwest wind and during the winter months the east wind. It must be borne in mind that these winds transport large quantities of sand from the desert and dunes to the coast and eventually into the ocean. The proposed area designated for the new port is more open to the elements than the existing harbour which is situated "deeper" into the bay. Less sand blows into the harbour due to the built up residential area of Walvis Bay and the lagoon which absorbs large quantities of sand blown in by the prevailing winds.
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(2) With regard to the road from Walvis Bay to Swakopmund it would be advisable to have a separate service road between the new port and Walvis Bay to avoid traffic congestion and the slowing down of traffic by trucks transporting goods. (3) The area designated for the new port lies in the riverbed of the Kuiseb River. The last time the river flowed in this area was from 1936 to 1943. (4) More electricity will be required to operate an additional port. Namibia is already struggling to provide sufficient electricity for the existing demand. (5) The existing railway facilities will be unable to cope with the proposed port development, especially with the planned coal exports from this port. (6) A proposed coal storage facility at Dune 7 and a minimum coal storage facility in the port means extra handling as well as coal dust pollution. The residents of Kuisebmond should be taken into consideration when planning the shore to ship loading facility. Strong north winds could blow coal dust in the direction of Kuisebmond which could lead to a health hazard in the longterm. (7) Which route will a coal conveyor system from Dune 7 take to the new port? The proposed coal conveyor facility will have to be in a tunnel for security reasons as well as for the prevention against coal dust pollution. Sand blown by the prevailing winds will also have an adverse effect on the quality of the coal when transported on an open conveyor system. Maintenance of an open, uncovered conveyor will be excessive due to the sand and high corrosion factors here at the coast Consultation with Roads Authority – 3 July 2014 A meeting was held with Eugene de Paauw and Manfred Burth from Roads Authority. Following the meeting they forwarded their concerns and comments raised during the meeting via e-mail: In pursuance of our meeting of 03 July 2014, it is wished to convey the following: The Northport development cannot be seen in isolation – the whole town development, including Farm 58, must be considered in an integrated planning process. The Northport (as well as Farm 58) must make provision to satisfy transport demand for heavy stock by the use of a railway / conveyor belt from the coal terminal; roads are not the best option for transporting heavy loads. This obviously also includes the need for the railway (the rail itself as well as the rolling stock) to be upgraded throughout the whole country. Namport must engage with the relevant stakeholders in order to obtain the required capacity for their needs. RA will invest in M0044 (the road behind the dunes). The coastal road (T0201) is planned to serve more the residential needs of Walvis Bay as well as tourism in the future. We take it as a given that the Northport will need access to the national road network (rather than through municipal streets) and the Roads Authority is willing to plan accordingly. We also take it as a given that the entity requesting us to deviate the existing coastal road (T0201) will provide the necessary funds (NAMPORT). We are not willing to plan for a road through the dunes (road safety, maintenance, reliability) and a suitable corridor for the national road must be provided through the Northport. Traffic generated by the developments with origin /destination specification as well as the modal split is to be provided by NAMPORT (and the municipality) in order to enable the RA to plan accordingly. Pedestrians, bicycles and public transport must be part of the planning.
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APPENDIX H: Comments Received from Registered I&APs on Final SEA
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Correspondence Received from Theo Wassenaar via E-Mail – 19 Janury 2015 Thanks for a comprehensive SEA draft document. My comments: There can be no doubt as to the importance of the lagoon for conservation of biological diversity (as a habitat for many conservation-important organisms, both aquatic/marine and terrestrial) and for recreation. It stands to reason that every effort should be made to TOTALLY AVOID an impact. I think that from the SEA it sort of highlights that increased TSS in the water a.r.o of dredging would be one of the most important mechanisms of impact on the aquatic component of the lagoon. Your recommendation is: “However, provided turbidity monitoring at key positions in the Bay is carried, early warning of probable adverse conditions can mitigate or even prevent harmful impact.” A. Monitoring the levels of turbidity will not do anything to mitigate an impact. It will only warn you of impending impact. So the real issue is what sort of mechanisms/tools/management options are available to effect mitigation and how will these be implemented? In fact, I cannot really imagine any way in which such an impact can be mitigated, but then I know very little about the dynamics of suspended solids in water. It would be good if you can explain this in much more detail. I realise that at the SEA level you do not need to go into technical detail, but this seems to be so obvious an issue, and without a feasible mitigation option on the table, there is not really any point in suggesting that it is possible. B. I think AVOIDANCE should be considered here, not only mitigation. Comment: The details of mitigation/prevention measures for suspended solids entering the lagoon during dredging operations have not been discussed in detail since EIAs that includes dredging exist for the container terminal expansion project, the existing port, the fishing harbour as well as the proposed new tanker berths. In these documents mitigation measures are discussed which include the use of state of the art equipment and dredger choice. Monitoring acts as an early warning signal and with the correct placement of real time monitoring instruments, dredging can be stopped completely before suspended sediments reach the lagoon or other sensitive receptors. The location of the proposed SADC Gateway Port is at quite a distance from the lagoon and in an area where currents will rather move suspended solids away from the lagoon. As such the potential impact of dredging for the SADC Gateway Port is further reduced. The SADC Gateway Port will provide further development options away from the Lagoon, thereby reducing the stresses caused by expanding in the existing port.
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Correspondence Received from Anja Kreiner via E-mail – 21 January 2015 I have read through the report to do not have any comments at this stage. I think you really covered all issues well and I hope the recommendations (especially the one of not building a harbour at Cape Fria....) and that proper EIAs are conducted and all possible and needed mitigation measures implemented. I have recommended to my colleagues to read the SEA, as I think it is a really well written document.
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APPENDIX I: Comments Received from Registered I&APs on Final SEA
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ENVIRONMENTAL ASSESSMENT PRACTITIONER Pierre Botha Pierre Botha is the Managing Director of Geo Pollution Technologies, Namibia. Mr. Botha has excellent experience and knowledge in Environmental Impact Assessments, groundwater pollution assessment, groundwater exploration, resource evaluation, urban and rural water supply, groundwater management, monitoring and hydrochemistry. He gained most of his experience in Namibia and is involved in the Namibian environmental industry since 1992. Mr Botha's experience in the environmental field has been gained from various projects ranging from groundwater exploration, groundwater management and modelling, environmental impact assessments, pollution mapping and rehabilitation to health risk evaluations. Mr Botha conducted various environmental projects for the oil industry.
CURRICULUM VITAE PIERRE BOTHA Name of Firm : Geo Pollution Technologies (Pty) Ltd. Name of Staff : PIERRE BOTHA Profession : Hydrogeologist / Environmental Assessment Practitioner Years’ Experience : 22 Nationality : Namibian Position : Managing Director Specialisation : EIA, EMP & Hydrogeology Languages : Afrikaans – speaking, reading, writing – excellent English – speaking, reading, writing – excellent
EDUCATION AND PROFESSIONAL STATUS: B.Sc. Geology & Geography : University of OFS, 1992 B.Sc. (Hons.)(cum laude) Geohydrology/Hydrology : University of OFS, 1994
PROFESSIONAL SOCIETY AFFILIATION: Environmental Assessment Professionals of Namibia (EAPAN) – President 2014 - Vice President 2012, 2013 Hydrogeological Association of Namibia (HAN) Geological Association of Namibia
AREAS OF EXPERTISE: Knowledge and expertise in: environmental impact assessments project management soil vapour surveys risk based corrective action analyses bioremediation monitoring, mapping and evaluation of groundwater pollution hydrochemistry studies groundwater modelling groundwater monitoring hydrocensus hydrogeological data evaluation and interpretation groundwater exploration and resource evaluation geophysical interpretations (Ground Penetrating Radar, Electrical Resistivity, Electromagnetic & Magnetic) urban and rural water supply groundwater management borehole siting, drilling and test pumping supervision aquifer testing
EMPLOYMENT: 1998-Date : Geo Pollution Technologies (Pty) Ltd 1995 : Parkman Namibia (Groundwater Consulting Services) - Hydrogeologist 1994 : Institute for Groundwater Studies, University of the Orange Free State - Hydrogeologist 1992-1993 : Groundwater Consulting Services - Field Geologist 1988 : Tsumeb Corporation Ltd - Student geologist
PUBLICATIONS: Contract reports : +400 Publications : 1
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ENVIRONMENTAL SCIENTIST André Faul André Faul holds a Master of Science degree in Conservation Ecology from the University of Stellenbosch. He entered the environmental assessment profession at the beginning of 2013 and since then has worked on more than 30 Environmental Impact Assessments including assessments of the petroleum industry, harbour expansions, irrigation schemes and power generation and transmission. Before joining the industry he worked for 12 years in the Environmental Section of the Department of Biological Sciences at the University of Namibia. During this period he was first employed as laboratory technician for 5 years before being promoted to lecturer. He lectured 2nd and 3rd year students in various modules of environmental and zoological sciences. He also supervised more than 20 final year student research projects and was actively involved in research on various ecological topics with his main interest and research focussed on Environmental Toxicology, specifically the field of Endocrine Disrupting Chemicals. He is currently enrolled for his final year of a PhD in the Department of Medical Bioscience at the University of the Western Cape, South Africa.
CURRICULUM VITAE ANDRÉ FAUL Name of Firm : Geo Pollution Technologies (Pty) Ltd. Name of Staff : ANDRÉ FAUL Profession : Environmental Scientist Years’ Experience : 14 Nationality : Namibian Position : Environmental Scientist Specialisation : Environmental Toxicology Languages : Afrikaans – speaking, reading, writing – excellent English – speaking, reading, writing – excellent
EDUCATION AND PROFESSIONAL STATUS: B.Sc. Zoology : University of Stellenbosch, 1999 B.Sc. (Hons.) Zoology : University of Stellenbosch, 2000 M.Sc. (Conservation Ecology) : University of Stellenbosch, 2005 Ph.D. (Medical Bioscience) : University of the Western Cape, Enrolled
PROFESSIONAL SOCIETY AFFILIATION: Environmental Assessment Professionals of Namibia (Learner Practitioner)
AREAS OF EXPERTISE: Knowledge and expertise in: Water Sampling, Extractions and Analysis Biomonitoring and Bioassays Biodiversity Assessment Toxicology Restoration Ecology
EMPLOYMENT: 2013-Date : Geo Pollution Technologies – Environmental Scientist 2005-2012 : Lecturer, University of Namibia 2001-2004 : Laboratory Technician, University of Namibia
PUBLICATIONS: Publications: 5 + 3 in preparation Contract Reports +65 Research Reports & Manuals: 5 Conference Presentations: 1
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CONSERVATION ECOLOGIST Leejuan Brews Leejuan Brews holds a Bachelors of Science degree in Conservation Ecology from the University of Stellenbosch. Her area of expertise is in the field of restoration ecology with experience in the compilation of restoration plans for degraded habitats as part of her final year (honours) project. She is newly employed by Geo Pollution Technologies and is an efficient, dynamic and driven young lady who is able to combine her passion for the environment with the BSc degree in Conservation Ecology to provide solutions to organisations that are faced with an array of conservation, rehabilitation and environmental issues.
CURRICULUM VITAE LEEJUAN BREWS Name of Firm : Geo Pollution Technologies (Pty) Ltd. Name of Staff : Leejuan Brews Profession : Environmental Scientist Years’ Experience : 2 Nationality : South African Position : Conservation Ecologist Specialisation : Restoration Ecology Languages : English – speaking, reading, writing – excellent Afrikaans – speaking, reading, writing – good
EDUCATION AND PROFESSIONAL STATUS: B.Sc. in Conservation Ecology University of Stellenbosch, 2013 NQF Level 8 certificate in Environmental Management Compliance, Inspection and Investigation University of South Africa, 2013
AREAS OF EXPERTISE: Knowledge and expertise in: Restoration ecology Environment Management Plans, Environmental Impact Assessments Vegetation and insect sampling/surveying and data capturing methods Laboratory skills Analysis of data and compiling scientific reports Basic Geographic Information Skills (ArcGIS)
EMPLOYMENT: 2012: University of Stellenbosch Assistant in the Conservation and Entomology Department April 2013 – July 2013: SANCCOB Intern (National Research Foundation) Aug 2013 – Oct 2013: Modgaji National Conservation & Rehabilitation as Project Volunteer Coordinator Oct 2013 – Dec 2013: Cheetah Outreach, Western Cape as Animal Husbandry Assistant Jan 2014 – Oct 2014: Newsletter editor Namibian Environmental and Wildlife Society Jan 2014 – Oct 2014: Integrated Environmental Consultants Namibia as Young Professional Intern Nov 2014 onwards: Geo Pollution Technologies
PUBLICATIONS: Contract reports : +15
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