E2279 VOL. 1 Public Disclosure Authorized ESKOM INVESTMENT SUPPORT PROJECT
Environmental Impact Report
Coal Transportation System (CTS) Project
Public Disclosure Authorized Proposed long-term coal supply to Eskom/s Majuba Power Station Public Disclosure Authorized Public Disclosure Authorized
SIXTH DOCUMENT September 2004 For authority decision making
Environmental Impact Assessment (EIA) Coal Transportation System (CTS) Project Mpumalanga Province
Proposed long-term coal supply to Eskom.'s Majuba Power Station
Proponent: Eskom FINAL ENVIRONMENTAL IMPACT REPORT For authority decision-making
VOLUME 1
@Eskom Note: A separate Final Environmental Impact Report is available for the EIA for the proposed long-term coal supply to Eskom's Tutuka power station - Upgrade of the existing Standerton-Tutuka railway line Final Environmental Impact Report (EIR)
PURPOSE OF THIS DOCUMENT This document is the Final Environmental Impact Report (EIR) for a proposed railway line by Eskom between a point just west of Ermelo and the Majuba Power Station, The proposed railway line is part of Eskom's technical, economic and environmental feasibility study for the long-term coal supply to Majuba power station in Mpumalanga Province. The Environmental Impact Assessment (EIA) for the proposed project was conducted by Golder Associates Africa (Pty) Ltd, an independent company, The ErA was conducted in terms of the ErA Regulations under Section 21 of the Environment Conservation Act, 1989, Interested and Affected Parties (I&APs) were provided with copies of the full EIA Regulations, The purpose of the EIA was to investigate potential negative impacts in respect of issues and concerns raised during the scoping phase and recommend ways to avoid or reduce the impacts as well as to enhance the positive impacts identified, The purpose of the EIA was not to calculate compensation to land owners, However, land owners will be able to use the findings of the EIA to support their compensation negotiations with Eskom. Comments by Interested and Affected Parties (I&APs) on the Draft EIR that was available for public comment from Monday 31 May to Wednesday 30 June 2004, are reflected in Appendix 4 to this report The text of the Draft EIR has been updated where necessary to reflect these comments and to expand on the recommendations of the EIA. The findings of the EIA will be turned into measurable actions and captured in an Environmental Management Plan (EMP), The EIR is a public document which will become legally binding on Eskom should the project be approved and go ahead, The findings are presented in the following reports: • The Final Environmental Impact Report (this report) (Volume.l) • Eight specialist reports, containing the findings of the specialist studies (Volume 2), These reports were presented in September 2004 to the lead decision-making authority of the ErA, the Mpumalanga Department of Agriculture, Land and Administration, previously the Mpumalanga Department of Agriculture, Conservation and Environment (M-DACE), The reports were also presented to the commenting authorities notably the Department of Water Affairs and Forestry, the Department of Minerals and Energy, the Msukaligwa (formerly Ermelo) District Municipality and partly the Tixley ka Seme (referred to as Seme) (formerly Volksrust) Municipality. Appreciation for participation by I&APs Many I&APs have participated actively during the EIA process to date by attending meetings, and by taking the time to prepare written submissions. I&APs contributed considerable local knowledge, and contributed information on previous studies done in the area. Many also hosted members of the EIA team in their homes, and showed them around the area. The EIA team wishes to express sincere appreciation for these efforts by I&APs. Note: A separate Final Environmental Report is available for the EIA of Eskom's proposed long term coal supply to Tutuka Power Station. . An IDA consists of I Several phases Scoping Phase Impact·Assessment Phase
To identify issues, ---+ Detailed studies of to focus the EIA potential impacts, positive and negative
Figure E-l: An Environmental Impact Assessment consists of various phases. The EIA for the proposed long term coal supply to Eskom's Majuba power station is currently in the decision-making phase. Important note: The findings of an EIA are turned into measurable measures that are taken up in an Environmental Management Plan (EMP) that becomes legally binding once approved by the environmental authorities.
Ii Final Environmental Impact Report (EIR)
TABLE OF CONTENTS
1. INTRODUCTION ...... 1 1.1 Motivation for the project...... 1 1.2 Screening of alternatives to supply Majuba ...... 4 1.3 Purpose and content of this report ...... 4 1.4 Project components for which the application is being made ...... 5
2. SCREENING OF MAJOR PROJECT ALTERNATIVES ...... 7 2.1 History of route selection for coal supply to Majuba and Tutuka power stations ...... 7 2.2 Summary of events leading up to the current study ...... 7 2.3 The Coal Transport System Project (2002 - present study) ...... 10
3. DESCRIPTION OF THE PROPOSED PROJECT ...... 12 3.1 Project design phase of the proposed Majuba railway line ...... 12 3.1.1 Route alignment...... 12 3.1.2 Earthworks, rail and balias!" ...... 12 3.1.3 Access structures along the route ...... 13 3.1.4 Electrification...... 15 3.1.5 Servitude, service road and fencing ...... 16 3.1.6 Upgrading of the load out system at Majuba power station ...... 17 3.2 Construction phase of the proposed Majuba railway line ...... 17 3.2.1 Pre-construction ...... 17 3.2.2 Construction ...... 18 3.2.3 Establishment of site camps ...... ,...... 19 3.2.4 Employment ...... 20 3.2.5 Site clearing and rehabilitation ...... 20 3.3 Operational phase of the Majuba railway line ...... ,'...... 20 3.3.1 Train sets and train frequency ...... 20 3.3.2 Routine maintenance ...... 20 3.4 Closure and decommissioning phase of the Majuba railway line ...... 21
4. THE RECEIVING ENVIRONMENT ...... 22 4.1 Physical environment...... 22 4.1.1 Geology and soils ...... 22 4.1.2 Topography...... 23 4.1.3 Climate ...... 24 4.1.4 Air quality ...... 24 4.1.5 Surface water ...... 25 4.1.6 Groundwater ...... 26 4.2 Biological environment...... 26 4.2.1 Veld types ...... 26 4.2.1.1 Moist Clay Highveld Grassland ...... 26 4.2.1.2 Moist Sandy Highveld Grassland ...... 28 4.2.1.3 Conservation status compared with other vegetation types ...... 29 4.2.2 Threatened flora ...... , ...... 29 4.2.3 Threatened fauna ...... : ...... 30 4.2.4 MPB - Mpumanlanga Parks Board Wetlands and river systems ...... 32 4.2.4.1 Wetland classification ...... 32 4.2.5 Numbers, types and distribution of wetlands in the project area ...... 34 4.2.6 Typical vegetation occurring in the project area wetlands ...... 35 4.3 Social environment ...... 35 4.3.1 Socio-economic profile ...... 35 4.3.1.1 Landownership in the project area ...... 35 4.3.1.2 Land claims within the project area ...... 37 4.3.1.3 Population profile ...... 37 4.3.1.4 Economic profile ...... 38 4.3.1.5 Infrastructure and services ...... 38 4.3.1.6 Land use ...... 39 4.3.2 Existing ambient sound climate ...... 39 4.3.2.1 Measurement techniques ...... 39 4.3.2.2 Determining existing conditions ...... 39 4.3.3 Landscape character and sense of place ...... 42
III Final Environmental Impact Report (EIR)
5. LEGAL REQUiREMENTS...... 43 5.1 Environmental Protection and Conservation ...... 43 5.1.1 National Heritage Resources Act (25 of 1999)...... 43 5.1 .2 Environment Conservation Act (Act 73 of 1989) ...... 43 5.1.3 White Paper on the Conservation and Sustainable Use of South Africa's Biological Diversity (GN 1095, 28 July 1997) ...... 43 5.1.4 Conservation of Agricultural Resources Act (43 of 1983) ...... 44 5.1.5 Mpumalanga Nature Conservation Act (Act lOaf 1998) ...... 44 5.1.6 Endangered and Rare Species of Fauna and Flora (AN 1643 February 1984) .. 44 5.1.7 Bonn Convention on the Protection of Migratory Species of Wild Animals ...... 45 5.1.8 RAMSAR Convention on Wetlands of International Importance Especially as Waterfowl Habitat...... 45 5.1.9 Paris Convention for the Protection of the World Cultural and Natural Heritage: 45 5.2 Water use and protection ...... 45 5.2.1 National Water Act (Act 36 of 1998)...... 45 5.2.2 Water Act (54 of 1956)...... 45 5.3 Environmental Impact Assessment...... 45 5.3.1 Environment Conservation Act (73 of 1989) ...... 45 5.3.2 National Environmental Management Act (107 of 1998)...... 46 5.4 Mitigation of Environmental Impacts ...... 46 5.4.1 National Environmental Management Act (NEMA) (107 of 1998) ...... 46 5.4.2 National Water Act (36 011998) ...... 47 5.5 Health and safety ...... 47 5.5.1 Environment Conservation Act (73 011989) ...... 47 5.6 Air quality management ...... 47 5.6.1 Atmospheric Pollution Prevention Act (45 of 1965)...... 47 5.7 Waste managemenL...... 47 5.7.1 Environment Conservation Act (73 of 1989) ...... 47 5.8 Rehabilitation of Borrow Pits ...... 47 5.8.1 Mineral and Petroleum Resources Development Act (28 of 2002). Requirements for Mining Authorisations ...... 47 5.9 Permit requirements ...... 48 5.9.1 General environmental approval ...... : ...... 48 5.9.2 River and Stream Crossings ...... 48 5.9.3 Disturbance 01 River Bank Vegetation ...... 48 5.9.4 Abstraction of Water ...... 48 5.9.5 Borrow Pits, Quarries and Sand Pits ...... 48 5.9.6 Protected Plants ...... 48 5.9.6 Waste Disposal ...... 49 5.9.7 Graves and Archaeological Sites ...... 49 5.9.8 Public HeaUh ...... ,.49
6. PUBLIC PARTICIPATION DURING THE EIA...... 50 6.1 Objectives of public participation during the EIA process ...... 50 6.2 Public participation during the Scoping phase of the EIA ...... 50 6.2.1 Interested and Affected Parties ...... , ...... 50 6.2.2 Announcing the opportunity to contribute ...... 51 6.2.3 Focus Group Briefings ...... , ...... ,: ...... 51 6.2.4 Raising issues for investigation by EIA specialists ...... 52 6.2.5 Review 01 the Draft Scoping Report and Draft Issues and Response Report ..... 52 6.2.6 Landowner consultation in regard to route alternative and local route alignment 54 6.2.7 Consultation with farm labourers ...... 55 6.2.8 Servitude negotiations ...... 55 6.2.9 Capacity-building ...... 55 6.2.10 Final Scoping Report and Issues and Response Report ...... , ...... , ...... 56 6.3 Public participation during the Impact Assessment Phase ...... 56 6.3.1 Announcement 01 opportunity to comment ...... 56 6.3.2 Distribution of draft findings ...... 56 6.3.3 Methods 01 public review ...... , ...... 57 6.3.4 Public meetings/open houses ...... , ...... , ...... , .. ., ...... , ...... 57 6.3.5 Final Environmental Impact Report ...... 57 6.3.6 Record of Decision and Opportunity to Appeal ...... 57
Iv Final Environmental
7. IMPACT ASSESSMENT ...... 58 7.1 Approach to the ranking of impacts ...... 58 7.2 Construction impacts ...... 59 7.2.1 Impacts on hydrodynamics ...... 59 7.2.1.1 Method of Assessment ...... 59 7.2.1.2 Classification of impacts ...... 59 7.2.1.3 Hydrological impacts of the Ermelo-Majuba line ...... 60 7.2.2 Impacts on water quality ...... 65 7.2.2.1 Impacts of wetland loss ...... 65 7.2.2.2 Impacts of construction - generated pollution ...... 65 7.2.2.3 Mitigation measures for impact on water quality ...... 67 7.2.3 Impacts on terrestrial vegetation ...... 68 7.2.3.1 Loss of grassland habitat...... 68 7.2.3.2 Impact on threatened plant species ...... 69 7.2.3.3 Mitigation measures for impacts on terrestrial vegetation ...... 69 7.2.4 Impacts on fauna ...... 69 7.2.4.1 Impacts on threatened species ...... 69 7.2.4.2 Implications for impact management ...... 70 7.2.5 Impact of land claims ...... 71 7.2.6 Impacts of employment creation ...... 72 7.2.6.1 Measures to enhance the benefits of employment creation ...... 72 7.2.7 Impacts on labour, potential employment disputes and economic disbenefits .... 72 7.2.7.1 Mitigation measures for impacts on labour ...... 73 7.2.8 Impact on social pathologies ...... 73 7.2.8.1 Illegal squatting ...... 73 7.2.8.2 Site camps ...... 73 7.2.8.3 Mitigation measures for the impact on social pathologies ...... 74 7.2.9 Water demand for construction purposes ...... 74 7.2.9.1 Mitigation measures for use of water ...... 75 7.2.10 River crossings ...... 75 7.2.11 Construction noise and vibration impacts ...... 75 . 7.2.11.1 Construction noise ...... 75 7.2.11.2 Vibration damage caused by blasting ...... 76 7.2.11.3 Mitigation measures to reduce noise and vibration impacts ...... 76 7.2.12 Impacts on access during construction ...... 77 7.2.13 Impacts on tertiary roads and as a result of temporary roads during construction77 7.3 Operational impacts ...... 77 7.3.1 Impact on surface hydrology ...... 77 7.3.1.1 Method of assessment...... 77 7.3.1.2 Acidification of surface waters ...... 77 7.3.1.3 Mitigation measures for surface hydrology ...... 79 7.3.2 Impact on the acoustic environment ...... 79 7.3.2.1 How noise is defined and evaluated ...... 79 7.3.2.2 Noise standards ...... 81 7.3.2.3 Predicted noise increase caused by the Ermelo-Majuba railway line 82 7.3.2.4 Evaluation of train noise impact...... 82 7.3.2.5 Evaluation of load out system noise impact ...... 83 7.3.2.6 Evaluation of substation noise ...... 83 7.3.2.7 Mitigation measures for noise impacts ...... 83 7.3.3 Impact on the visual environment ...... 85 7.3.3.1 How visual impact is determined ...... 85 7.3.3.2 Landscape impacts ...... 88 7.3.3.3 Visual intrusion ...... 88 7.3.3.4 Overall significance of visual impact ...... 90 7.3.3.5 Mitigation measures for visual impact...... 90 7.3.4 Impacts on employment creation ...... 92 7.3.5 Impacts on land value, land use and agricultural viability ...... 93 7.3.5.1 Issues raised by landowners ...... 93 7.3.5.2 Impact of land loss ...... 93 7.3.5.3 Loss of access to land ...... 96 7.3.5.4 Cumulative disruption 01 farming activities ...... 98 7.3.5.5 Impact significance rating ...... 100 7.3.6 Impacts on farm safety and security ...... 100 7.3.6.1 Mitigation measures for impacts on farm safety and security ...... 100 7.3.7 Impacts on heritage sites ...... 102 7.3.7.1 Method 01 assessment...... 102 7.3.7.2 Impact on archaeological sites ...... 102
v Final Environmental Impact Report (EIR)
7.3.7.3 Impact on recent historical remains ...... 102 7.3.7.4 Impact on graves and burial sites ...... 103 7.3.7.5 Impact on other sites of heritage value ...... 104 7.3.7.6 Mitigation measures for impacts on heritage sites ...... 104 7.3.8 Impact on future mining ...... 104 7.3.8.1 Mitigation measures for impact on mining ...... 105 7.4 Decommissioning impacts ...... 105 7.5 Potential benefits of the proposed project...... 106
8. LOCAL ALTERNATIVES CONSiDERED...... 108 8.1 Northern alternatives ...... 108 8.1.1 Ownership and access ...... 108 8.1.2 Land 1055 ...... :...... 108 8.1.3 Impact on homesteads...... 109 8.1.4 Ecological impacts ...... 110 8.1.5 Technical and financial impact...... 111 8.1.6 Conclusions ...... 111 8.2 Vaal River alternatives ...... 112 8.2.1 Ownership and access ...... 112 8.2.2 Land 1055 ...... 112 8.2.3 Impact on homesteads...... 113 8.2.4 Ecological impacts ...... 113 8.2.5 Technical and financial impact...... 114 8.2.6 Conclusions ...... 114
9. CONCLUSIONS ...... 115
LIST OF FIGURES
Figure E-1: An Environmental Impact Assessment consists of various phases. The EIA for the proposed long-term coal supply to Eskom's Majuba power station is currently in the decision-making phase. Important note: The findings of an EIA are turned into measurable measures that are taken up in an Environmental Management Plan (EMP) that becomes legally binding once approved by the environmental authorities ...... ii Figure 1-1: Locality Plan, showing the proposed Ermelo-Majuba railway line (EMR) in relation to existing roads and railway lines in the sub-region ...... 3 Figure 3-1: Location of the proposed Ermelo·Majuba railway route (the base route) and local alternatives. 14 Figure 3-2: Typical cross section of the proposed railway line in fill (not to scale). The line will be within a fenced servitude and will include a service road and railway infrastructure ...... 16 Figure 4-1: General indication of soils in the proposed project area ...... 23 Figure 4-2: Typical cross section of hillslope seep wetlands (Marneweck, 2004; unpublished) ...... 32 Figure 4-3: Ambient sound level location of monitoring sites in the project area ...... 40 Figure 7-1: Proposed route change (Alternative 8/81) to avoid the Rietspruit hill slope seeps between km 7 and km 9 ...... 64 Figure 7-2: Loss of untransformed grasslands along the proposed railway servitude, contrasted with remaining areas of untransformed grassland habitat in Southern Africa ...... 68 Figure 7-3: Location of the two dams on the coal export railway line where measurements were taken to determine pH changes...... 78 Figure 7-4: Visual impact assessment process ...... 85 Figure 7-5: Land types along the railway servitude ...... 86 Figure 7-6: Visual simulation looking from a farm road towards the proposed railway line near the Minera siding...... 89 Figure 7-7: Visual exposure of the railway line of varying distance from the viewer ...... 89 Figure 7·8: Schematic cross-section showing the use of berms for visual screening along the proposed railway servitude ...... , ...... 91 Figure 7-9: Proportion of each farm portion taken up by the railway line servitude (expressed as a percentage)...... 95 Figure 7-10: Location of access points initially requested by landowners during initial discussions with Eskom...... 97
vi Final Environmental Impact Report (EIR)
LIST OF TABLES
Table 1-1: Specialist studies prepared for the EIA ...... 5 Table 2-1: Summary of technical route investigations prior to the current investigation ...... 8 Table 3-1: Initially proposed access structures along the proposed Ermelo-Majuba railway route ...... 13 Table 4-1: Broad soil patterns found along the proposed Ermelo-Majuba railway line ...... 22 Table 4-2: Summary of information concerning drainage lines along the proposed Ermelo-Majuba railway line26 Table 4-3: Conservation status of grasslands in the project area compared with other vegetation types ...... 29 Table 4-4: Threatened species recorded in the project area according to pre-existing records ...... 30 Table 4-5: Threatened animal species recorded in the project area ...... 31 Table 4-6: Summary of wetlands along the proposed Ermelo-Majuba railway line ...... 34 Table 4-7: Species occurring in the hillslope wetlands in the project area ...... 35 Table 4-8: Summary of potentially affected landowners ...... 35 Table 4-9: Details of land claims ...... 37 Table 4-10: Social infrastructure on affected farms ...... 38 Table 4-11: Description of ambient sound levels at selected points along the proposed Majuba railway line ...... 40 Table 4-11: Description of ambient sound levels at selected points along the proposed Majuba railway line ...... 41 Table 6-1: Briefing meetings with I&APs in regard to the Majuba EIA, up to December 2003 ...... 52 Table 6-2: Open houses convened to present and receive comment on the Draft Scoping Report, July 2003 .. 53 Table 7-1: Criteria used in the evaluation of impacts ...... 58 Table 7-2: Materials used and waste produced during the construction of a railway line, potential consequences and mitigation measures ...... 66 Table 7-3: Water quality in dams along the export coal line ...... 78 Table 7-4: Typical noise rating levels for ambient noise in districts (noise zones) ...... 81 Table 7-5: Categories of community/group response to unwanted noise ...... 81 Table 7-6: Evaluation of noise impact along the proposed railway line ...... 82 Table 7-7: Recommended noise mitigation along the proposed railway line route ...... 84 Table 7-8: Value of the visual resource ...... 88 Table 7-9: Visual mitigation measures proposed at farmhouses and labour complexes to mitigate impacts to current occupants ...... 91 Table 7-10: Summary of land losses along the railway line servitude ...... 94 Table 7-11: Summary of soil forms in arab.le areas within the railway line servitude ...... 94 Table 7-12: Summary of owners with more than 3% of total land holdings within the railway line servitude ...... 95 Table 7-13: Access across the railway line initially requested by land owners ...... 96 Table 7-14: Examples of land portions where consolidation would be an effective mitigation measure ...... 99 Table 7-15: Portions to which additional access over and above that requested should be considered ...... 99 Table 7-16: Fatalities of third parties on Spoornet rail networks ...... 100 Table 7-17: Recent historical remains in proximity to the railway line servitude ...... 103 Table 7-18: Graves and burial sites in proximity to the railway line servitude ...... 103 Table 8-1: Land ownership comparison of alternative routes ...... 108 Table 8-2: Land-use comparison of alternative routes ...... 109 Table 8-3: Comparison of homesteads and labour complexes affected by alternative routes ...... 110 Table 8-4: Technical and financial comparison of alternative routes ...... 111 Table 8-5: Land ownership comparison of alternative routes ...... 112 Table 8-6: Land-use comparison of alternative routes ...... 113 Table 8-7: Comparison of homesteads and labour complexes affected by alternative routes ...... 113 Table 8-8: Technical and financial comparison of alternative routes ...... , ...... 114
vII Final Environmental Impact Report (EIR)
LIST OF PHOTOGRAPHS Photograph 3-1 : The PalmfordCMajuba railway line. The Ermelo-Majuba proposed line will be very similar in appearance to this line ...... 13 Photograph 3-2: Concrete mast poles support the catenary on the Palmford-Majuba railway line. Similar structures will be used for the Ermelo-Majuba line ...... 15 Photograph 3-3: Typical sub-station. The substations will not be manned ...... 15 Photograph 3-4: Drainage culvert along the coal export railway line. designed to allow stormwater to pass under the railway line ...... , ...... : ...... 16 Photograph 3-5: Access road along the Palmford-Majuba line. A perma~ent access road is built along the line. The proposed Majuba line will look similar to this...... 17 Photograph 3-6: The Majuba Power Station Tippler ...... 17 Photograph 4-1 : Typical small drainage line along the route of the proposed Ermelo-Majuba railway line ...... 24 Photograph 4-2: Views across the Vaal River system in the vicinity of the proposed rai/way line ...... 25 Photograph 4-3: An example of untransformed Moist Clay Highveld Grassland along the proposed railway .Iine route ...... , ..... ,... 27 Photograph 4-4: Example of un transformed Moist Sandy Highveld Grassland ...... 28 Photograph 4-5: Example of a hillslope seep wetland, ...... ~ ...... : ...... 33 Photograph 7-1: Erosion of the soft plinthic layer where the export coal line cuts through a typical section of the Vryheid Formation ...... , ...... 60 Photograph 7-2: Erosion gulley on the side slopes of the Kromdraailoop in duplex soils (Kroonstad Form) .... 60 Photograph 7-3: Location of the railway line in relation to the hitlslope seeps and the Rietspruit...... 62 Photograph 7-4: Pump operating on a river bank without spill-absorbent material beneath it...... 65 Photograph 7-5: Rainwash runoff into a watercourse from denuded areas on a large construction site ...... 67 Photograph 7-6: Sediment plume in a river downstream of major construction activity ...... 67 Photograph 7-8: Aardvark (Orycferopis atet'/ ...... 70 Photograph 7-7: Oribi (Ourebia ourebia) - a vulnerable Red Data species, which possibly occurs along the servitude...... 70 Photograph 7-9: Sungazer Lizard (Cordy/us giganteus) • a vulnerable Red Data species that possibly occurs along the railway servitude ...... 71 Photograph 7-10: Coal dust adjacent to the formation on the Richards Bay coal line ...... 79 Photograph 7-11 : Downstream dam monitored along the Richards Bay coal line in respect of water quality...... 79 Photograph 7-12: An example of a homestead that will be severely affected by train noise ...... 83 Photograph 7-13: Views across the Vaal River system in the vicinity of the proposed railway line ...... 87 Photograph 7-14: Views of Majuba Power Station in the vicinity of the proposed railway line ...... 87 Photograph 7-15: Views of a typical rural landscape in the Project area ...... 87 Photograph 7-16: Grave site 8 near the railway alignment (surrounded by a stone enclosure) ...... 103
LIST OF BOXES Box 7-1: Observations of hydrological impacts along the export coal line ...... 60 Box 7-2: How train noise is measured ...... 80
LIST OF APPENDICES APPENDIX 1: Detailed Alignment Plan of the Proposed Route and Alternatives APPENDIX 2: Daytime and Nighttime Increase in Ambient Sound LevelS caused by the Operation of the Majuba Railroad APPENDIX 3: Chronological List of Public Participation Activities up to August 2004 APPENDIX 4: Comment and Response Report (comment on the Draft EIR, and responses)
vIII Final Environmental Impact Report (EIR)
LIST OF ABBREVIATIONS FOR MAJUBA FINAL EIR
Alternating Current (AC) Background Information Document (BID) Black Economic Empowerment (BEE) Community Based Organisation (CBO) Coal Transport System (CTS) Department of Environmental Affairs and Tourism (DE AT) Department of Minerals and Energy (DME) Department of Water Affairs and Forestry (DWAF) Environment Conservation Act (ECA) Environmental Impact Assessment (EIA) Environmental Impact Report (EIR) Environment Management Plan (EMP) Environmental Management Programme Report (EMPR) Ermelo Majuba Railway (EMR) Geographical Positioning System (GPS) Interested and Affected Parties (I&APs) International Union for Conservation of Nature (mCN) Integrated Strategic Electricity Planning (lSEP) Integrated Development Plan (IDP) Mean Annual Run-off (MAR) Mpumalanga Department of Agriculture, Conservation and Environment (M-DACE) Member of Executive Committee (MEC) Mpumalanga Parks Board (MPB) National Electricity Regulator (NER) National Environmental Management Act (NEMA) Non Governmental Organisation (NGO) Providing Regional Climates for Impact Studies (PRECIS) The Convention on Wetlands, signed in Ramsar, Iran, in 1971 (RAMSAR) Record of Decision (RoD) South African Heritage Resources Act (SAHRA) South African National Roads Authority (SANRA) South African National Standard (SANS) Small, Micro and Medium Enterprises (SMMEs) Single Event Noise (SEL) Steffen, Robertson & Kirsten (SRK) Transvaal Agricultural Union (TAU) User Requirement Specification (URS) Visual Impact Assessment (VIA)
Ix Final Environmental Impact Report (EIR
1. INTRODUCTION
1.1 Motivation for the project The South African Energy Policy, published in December 1998 identifies five key objectives:
• Increasing access to affordable energy services • Improving energy sector governance • Stimulating economic development • Managing energy-related environmental impacts • Securing supply through diversity.
In order to meet these objectives and the developmental and socio-economic objectives in South Africa, the country needs to optimally use all its available energy sources. The national Department of Minerals and Energy performs Integrated Energy Planning to identify future energy demand and supply requirements. The National Electricity Regulator (NER) has produced a National Integrated Resource Plan identifying the future electricity demand and supply requirements.
Similarly Eskom assesses the projected demand for electricity through a process called Integrated Strategic Electricity Planning (ISEP). Through ISEP the most likely future electricity demand, based on long-term southern African economic scenarios, is forecasted and provides the framework for Eskom to investigate a wide range of supply and demand-side technologies and options to supply the electricity demand.
The type of technology and options under consideration by Eskom includes:
• Management of electricity demand, enhancing the efficient use of electricity, shifting some of the demand from peak to off-peak periods and securing agreements with major electricity users that their electricity supply may be interrupted at times of peak usage. • The return to service of mothballed power stations, called Simunye stations (Camden, Komati and Grootvlei power stations). • Investigation into new and different supply options, e.g. renewable energy, nuclear energy, pumped storage schemes, gas turbines and clean coal technologies. Details of several research projects are available on .!!..!:~~~~~~. • Improving the efficiency and reliability at existing power stations in South Africa, which are currently world class. • Ensuring existing power stations are used to their maximum potential through optimising their available burn capacity.
As indicated in the national Integrated Energy Plan and also the NER's National Integrated Resource Plan, South Africa will need to utilise coal for the supply of energy and the generation of electricity for a considerable time into the future.
The reliable and cost effective supply of fuel to any power station is an integral component of its technical and financial performance. Some 10 years ago, Eskom commenced the investigation of additional coal supply to Majuba power station. Many coal sources, transportation technologies and transport routing options have been considered. A number of industry consultants were commissioned to investigate the feasibility of various coal transportation scenarios. These studies investigated proven coal transportation systems. It was concluded that the reliable and proven technologies of conveyor Final Environmental Impact Report (EIR
and rail, or a combination thereof, were best suited to economically and efficiently transport the volume of coal required.
In 1996, Environmental Impact Assessment studies were commissioned to assess the environmental impacts of the best of these options. In 1999 Eskom put these investigations on hold because of the down tum in the economy of the country at that time.
In recent years the South African economy has improved significantly, with an associated growth in the demand for electricity, currently 4-6% per year.
At full capacity, Majuba power station will consume approximately 14 mtpa of coal. Without major changes, the existing rail infrastructure and the Palmford siding can only supply up to fifty percent of the required capacity. This leaves a shortfall of approximately 7 mtpa. The power station is presently using between approximately 4.5 and 6 mpta supplied by road and via the Palmford rail siding. Even if Spoornet could make available additional rolling stock, the Palmford line would not be able to supply the Majuba Power Station with its required volume of coal.
Meanwhile, Eskom has indicated the measures it takes to manage the current road transport situation, which it acknowledges to be unsustainable: • It has already spent several million rands in the last year to assist provincial government to maintain the roads • It has dedicated a number of staff that on a full-time basis assists in managing the impacts. • It has established a forum with landowners and meets monthly with haulage contractors to deal with arising issues. As a result of proven transgressions, disciplinary actions have been taken against a number of drivers.
Eskom has asked landowners and other road users to report any transgressions, if possible noting down the registration number and name of the contractor.
Eskom has therefore initiated investigations into the long term coal supply to Majuba power station, to identify the optimal coal transportation system that will enable coal to be obtained from selected sources in the Witbank, Highveld and Ermelo coalfields and transported to Majuba power station. This coal transportation system must allow flexibility in coal source for the economic life of the power station (circa 2040). These investigations have taken into account possible synergy with the supply of coal to other power stations, especially Tutuka power station.
These investigations include Environmental Impact Assessments (EIAs). In 2003, Eskom commissioned the EIA, which is the subject of this report. Should a positive record of decision be obtained for the project, the Eskom Holdings Limited Board of Directors would make a final decision as to whether to proceed with the project.
It should be noted that estimates indicate that South Africa has coal available for a period of 200 years. The coal fields will be able to supply the power station with its full supply of coal over at least 40 years.
Eskom has indicated that the option of obtaining coal from the Perdekop coal fields in the proximity of the Majuba Power Station has been investigated, but should these reserves be found to be feasible, their development would take at least 14 years and are likely to be much more expensive than other sources.
2 Final Environmental Impact Report (EIR
/ \ / ~ \~
Im~• IEMRAHlgnment '"<•. ___
,~ AMERSFOORT
.M'~"~ I ~ -' ~oDurban f Legend +", "i = EMRAlgnment -+--+- Existing rail lines I Main routes Power stations
Towns 110 55 110 Kliomelor.
Figure I-I: Locality Plan, showing the proposed Ermelo-Majuba railway line (EMR) in relation to existing roads and railway lines in the sub-region.
3 Final Environmental
1.2 Screening of alternatives to supply Majuba During the initial phases of public consultation for the EIA, most of the coal supply and transportation alternatives consisted of new infrastructure proposals bringing coal to Majuba and Tutuka from coalfields to the north. Both new railway and conveyor systems were under consideration and consultation with I&APs captured an extensive range of opinion about these options, particularly from local landowners. Because the two power stations are close to one another, and transport infrastructure could be shared in some of the options, both supply projects were discussed at the same public meetings.
In late 2003, Eskom decided that the Highveld coalfield option, including the upgrading of the Standerton-Tutuka railway line, would be carried forward as the preferred technical and environmental proposal to supply coal to Tutuka. For Majuba, an analysis of all constraints and opportunities concluded that a new railway line between Ermelo and the Majuba power station would be the most likely technical and financial solution that meets Eskom's requirements while minimizing environmental impacts (see Figure I-I). These options are subject to the final negotiation with future coal suppliers and the eventual approval by the required Eskom structures. The environmental investigation of the other options was placed on hold. These decisions were supported by the EIA team and were communicated to I&APs in the Final Scoping Report for the Majuba and Tutuka power stations.
1.3 Purpose and content of this report The construction of a railway is a listed activity in terms of Regulation 1182 of the Environment Conservation Act (Act No. 73 of 1989). Activities described in Regulation 1182 are subject to an Environmental Impact Assessment (EIA), the requirements for which are specified in Regulation 1183 of the Act. The provincial environmental authority, the Mpumalanga Department of Agriculture, Land and Administration, previously the Mpumalanga Department of Agriculture, Conservation and Environment (MDACE), will be responsible for the decision about the project.
The EIA has been prepared in stages, in compliance with the requirements of the Environment Conservation Act. The schematic diagram in the forward pages of this document presents a simple flow diagram illustrating the major stages that the EIA has followed. This document (the Environmental Impact Report EIR) has been based on the terms of reference defined by the scoping process, which included extensive consultation with I&APs.
The EIR consists of ten chapters and four appendices
Chapter 1 Introduces the project and report (this section);
Chapter 2 Describes the screening of major alternatives for the coal supply project. A range of alternatives were screened in the scoping phase of the EIA;
Chapter 3 Describes the preferred alternative for the proposed project. Chapter 4 Describes the receiving environment;
Chapter 5 Describes the legal and policy requirements and guidelines which have a bearing on the project in respect of the environment;
Chapter 6 Describes the EIA, the public participation process that has been followed through the course of the EIA and the process that will be followed for the remainder of the project;
4 Final Environmental Impact Report (EIR
Chapter 7 Critically evaluates the impacts of the project and the feasibility and effectiveness of mitigation measures and compares and contrasts the alternati ves to the project. Only those alternatives considered to be financially viable and environmentally sustainable have been considered in detail in the EIA; Chapter 8 Describes local alternatives considered along the proposed railway route; Chapter 9 Presents key findings. conclusions and recommendations of the EIA; Appendix I Detailed alignment plan of the proposed route and alternatives; Appendix 2 Daytime and Nighttime Increase in Ambient Sound Levels caused by the Operation of the Majuba Railroad; Appendix 3 Chronological List of Public Participation Activities up to August 2004; Appendix 4 Comment and Response Report (Comment on the Draft EIR and responses).
Eight specialist studies accompany the EIA (EIA Report, Volume 2), Details of the studies involved in the EIA are presented in Table I-I. Neither Golder Associates nor the specialists involved in the EIA have any financial interest in the continuation of the project and are independent of Eskom and its contractors. Table 1-1: Specialist studies prepared for the EIA.
Potential impacts on soils Mr Chris Viljoen (Viljoen & Associates) 2 Potential impacts on Surface Water Dr Bruce Randell & Mr Trevor Coleman (Golder Associates) 3 Potential Terrestrial Ecological Mr Tony de Castro (De Castro & Brits) Impacts 4 Potential Wetland Impacts Allan Batchelor (B & M Environmental Services) 5 Potential Visual Impacts Mr Graham Young (Newtown Landscape Architects) 6(a) and (b) Potential Noise and Traffic Impacts Mr Derek Cosijn (Jongens Keet Associates) 7 Potential Heritage Impacts Mr Frans Roodt (Roodt and Roodt) Potential Social Impacts Mr Chris Antrobus (Golder Associates)
The impact of various other issues relating to the construction and operation of the railway line, while not having been the subject of separate specialist investigations, have been evaluated and are included in the EIA.
1.4 Project components for which the application is being made The specific activity for which the application is subrriltted is for the construction and operation of a railway line from the takeoff point on the coal export line at a point west of Ermelo to the tippler at Majuba power station, which will include the following:
• Pre-construction surveys, including all geotechnical, photographic and environmental work necessary to prepare the final design; • Demarcation of the rail and access road route in the field; • Establishment of site camps for the purposes of construction;
5 Final Environmental Impact Report (EIR
• Temporary works, including temporary access roads to the rail reserve, temporary stockpiles outside the rail reserve and signalling systems; • Clearing of the site; • Blasting; • Earthworks (cut and fill, borrow and spoil operations); • Transport of materials to site; • Alteration to permanent roads and waterways, where required; • Stormwater drains and culverts; • Over and underpasses (roads and access to landowners); • Bridges at river and stream crossings; • Rail track laying; • Overhead traction electrification of the rail line; • Construction of substations; • Fencing of the rail servitude and installation of gates to control access; • Construction of the service road; • Operation of trains on the railway line; • Routine maintenance of the railway line during operation in respect of roads, vegetation, stormwater management and access control; • Construction of additional marshalling facilities and upgrading of the load out system at Majuba.
The following are excluded from the application:
• Authorisation to mine the coal reserves that will be used to supply Majuba will be the subject of a separate application and will be submitted by the owner of the mineral rights; • Authorisation to upgrade rail infrastructure to serve Tutuka Power Station will be the subject of a separate application that will be submitted on Eskom's behalf. • Authorisation to build the required distribution (power line) infrastructure will be the subject of a separate application by Eskom Distribution; • The establishment of borrow pits for construction is not included in the application. The environmental work necessary for the commissioning, operation and closure of borrow pits will be submitted as a part of a license application under the new Mineral and Petroleum Resources Development Act (Act 28 of 2002), administered by the Department of Minerals and Energy. The license application will contain an estimate, pending final design of the proposed railway line and negotiations with land owners, of borrow pits, size, location and environmental measures, accompanied by a map.
The consultants note that while a preliminary design for the proposed route has been prepared and has been assessed in the ElA, the detailed design will inevitably lead to minor changes in the horizontal (up to 200 metres) and vertical alignment. These changes will be based both on environmental and technical grounds, and within reason, these changes should not be regarded as material in so far as the Record of Decision is concerned.
6 Final Environmental Impact Report (EIR
2. SCREENING OF MAJOR PROJECT ALTERNATIVES
2.1 History of route selection for coal supply to Majuba and Tutuka power stations Majuba and Tutuka power stations have been operating at a reduced capacity, due to shortages in coal supply, the higher cost of coal supplied to the power station and the fact that there has until recently been an excess of generating capacity. The Majuba Colliery, which was intended as a source of coal for Majuba power station, was closed in 1993 due to the uneconomical mining conditions caused by unforeseen and severe geological disruptions. Between 1993 and the present, Eskom conducted various feasibility studies to investigate coal supply to Majuba power station. In addition, studies for the supply of coal to Tutuka power station were also undertaken in order to determine a suitable source of coal to supplement the limited production capability of New Denmark Colliery (Tutuka's dedicated coal source). By considering both of the power stations simultaneously, Eskom's intention was to evaluate the possible advantages of an integrated transport network.
The present EIA has subjected the technically and financially viable options to environmental analysis in order to determine the most sustainable means of coal transport, taking all factors into consideration. The conclusion of this analysis, reported in detail in the Final Scoping Report, was that the development of a new railway line to link Majuba power station to the existing coal export railway line, at a point west of Ermelo, was the favoured solution to address the coal shortfall at Majuba power station. Should the environmental authority issue a positive Record of Decision for the project, the Eskom board would need to make a decision on whether to proceed with the project or not.
2.2 Summary of events leading up to the current study The sequence of events following the commissioning of Majuba power station is briefly described below. The previous studies, which have provided a platform from which to launch the current investigations, are summarised in Table 2-1.
• June 1982: Eskom confirms the award of the coal supply contract for the Majuba power station • February 1986: Construction of the Majuba colliery main shaft begins. • 1988: Eskom delays construction of Majuba power station due to concerns about the mine and lower than forecasted energy demand growth. Eskom considers relocation of three of the units. • May 1993: Majuba colliery is closed. Rand Coal (now Ingwe Coal) still had a contract to supply coal to Majuba power station. Alternative coalmines within Ingwe which could supply Majuba's coal requirements were investigated. Construction of all six units at Majuba continued because it was the most economically viable option. • August 1994: Eskom Board approves construction of an interim rail link from Majuba to the Palrnford siding on the Johannesburg-Durban main line. • June 1996-June 2001: Units are commissioned at Majuba at a rate of one per year. Coal for commissioning is provided by stockpiles created when Majuba colliery was operational and via the newly constructed Palmford-Majuba railway line. • December 2001: The Maj uba colliery settlement agreement is signed. This agreement finalised all outstanding issues regarding the Majuba colliery and part of the agreement allowed for a limited supply of coal from Ingwe sources to Majuba power station.
7 Final Environmental Impact Report (EIR
Table 2-1: Summary of technical route investigations prior to the current investigation.
• Coal would have been transported from Rand Coal's Khutala Colliery to Ermelo via Spoornet's Richards Bay Coal Export Line. • A new private railway line from Spoornet's Richards Bay Coal Export Line near Ermelo 1993 I Rail Ermelo to Majuba I Eskom Protekon to Majuba power station was investigated. • Protekon considered I railway line and 3 different take-off points from both a technical and environmental perspective. • Coal would originate at Khutala and be railed to Ermelo on Spoornet's Richards Bay Coal Trans Natal D. Kellert & Export Line. 1994 Conveyor Ermelo to Majuba Coal Corp. Associates. • A new conveyor between Ermelo and Majuba was investigated. • A high level study of a possible conveyor route was considered. ~.+------+------~------+------~------~ Khutala to Trans Natal D. Kellert& • Coal would originate at Khutala and be railed via Matla to Majuba. 1994 I Conveyor I Majuba Coal Corp. Associates • Two conveyor proposals were put on hold due to the deferment at the power station. • Eskom Board approved construction of the Palmford rail link between the Johannesburg Egon Palmford Link to Durban railway line and Majuba to provide 7 million tonnes of coal per year. 1994 I Rail Eskom Buermann & Majuba I Associates • Due to the lack of available rolling coal stock and low growth in the electricity market, this line has not been utilised to its full potential. • Nine alternative rail routes were considered. • Preferred route was from Leandra along an existing railway line to Trichardt then along a Egon Leandra to new railway line from Trichardt south, past Tutuka and linking into the existing 1997 I Rail Eskom Buermann& 'Majuba Standerton-Tutuka railway line, which would link into the existing Johannesburg-Durban Associates railway line and up to the Palmford-Majuba railway line to Majuba. • Upgrading of the Kabouter railway line was also considered but was rejected due to cost. Leandra to • A high level evaluation of the technical feasibility of two alternative routes was Conveyor 1997 I Conveyor Majuba and Eskom considered. Dynamics Matla to Majuba
8 Final Environmental Impact Report (EIR
Lead >i}·: ,,'. '.. ;f...... ;.... >' .y~ .TYPt;0r'...... •. Route. < .... .:pf
9 Final Environmental Impact Report (EIR)
2.3 The Coal Transport System Project (2002 - present study) The Coal Transport System (CTS) Project was commissioned by Eskom in October 2002 due to the rapid increase in electricity growth in South Africa in 2002.
The objective of the study was to re-evaluate all the previous options considered and recommend a final solution that would meet the following criteria:
• Satisfy the coal burn requirements of Maju[':l power station and the shortfall at Tutuka power station for the life of the power stations; • Optimise (but not necessarily maximise) coal sources from both a quantitative and inter-station flexibility point of view so as to minimize the risk of a coal source monopoly and promote competiti veness; • Allow for third party participation, provided that there is a clear cost benefit to Eskom and it does not inhibit the project philosophy described in the User Requirement Specification; • Utilise reliable and proven technology; • Comply with current (and possible future) environmental standards and legislative requirements; • Allow for future expansion or possible privatisation of the power stations; • Promote BEE and local content.
In order to meet these objectives without having definite coal sources, the concept of a "coal pantry" was developed. A coal pantry would be a point where coal could be gathered by road, rail or conveyor and loaded onto a transport system. Using this concept to simulate the possible coal sources, thirty seven complete systems that met the User Requirement Specification (URS) were developed by Eskom. These systems were not route alignment specific, but joined points for the purposes of screening the options.
The capital and operating costs of each system were estimated and other factors such as flexibility and suitability were considered. Capital cost was seen as a major indicator of a system's possible success. Of the thirty-seven potential systems, thirty were found to be prohibitively expensive to build, mainly because of the ruggedness of the terrain they would have to cross and the length of new infrastructure.
This left seven options for further investigation during the Scoping phase of the EIA. These were:
• A new 64 kIn conveyor from Ermelo to !vlajuba power station. • A new 67 kIn railway line from Ermelo to Majuba power station. • A new 67 km conveyor from Tutuka to Majuba power station. • A new 71 km railway line from Tutuka to Majuba power station. • A new Kabouter railway line. • A new railway line from Baanbreker to Tutuka, then along the eXIstIng railway lines to Standerton, and via the existing JHB-Dbn line to link onto the existing Palrnford-Majuba railway line. This would only have been possible if a rail link between the Baanbreker siding and Tutuka power station was also built. • The Jhb-Dbn existing railway supplied from the Witbank coalfield via Springs and Ogies along the Spoornet network to link onto the Palrnford-Majuba railway line.
These options were drawn into the EIA process and were discussed with I&APs during the scoping phase for the project. Details of the comparative evaluation of the alternatives are contained in the Final Scoping Report. The options were ranked in accordance with technical and environmental criteria. Environmental criteria included a comparison of effects on ten environmental categories:
[0 Final Environmental Impact Report (EIR)
• River and wetland crossings • Homesteads with I km • Groups of labour housing within I km • Burial sites/graves • Natural grasslands with a high floral and faunal diversity • Red data species • Infrastructure within 250 m of the proposed route (incl. reservoirs, farm dams, stables, kraals, windnUlls, power lines, pipelines) • Sub-division of crop land • Sub-division of pasture land • District and farm road, railway and conveyor crossings.
The assessment concluded that the Ermelo-Majuba railway line was the preferred option and that this proposal should be investigated in detail in the specialist studies undertaken for the EIA as outlined in the Final Scoping Report. Upon Receipt of the report the Mpumalanga Department of Agriculture, Land and AdnUnistration, previously the Mpumulanga Department of Agriculture, Conservation and Environment (M-DACE) indicated that the EIA must proceed with the preparation of the Environmental Impact Report.
II Final Environmental Impact Report (EIR)
3. DESCRIPTION OF THE PROPOSED PROJECT
3.1 Project design phase of the proposed Majuba railway line
3.1.1 Route alignment Eskom proposes a 67 km railway line to transport coal between the Richards Bay coal export railway line (hereafter referred to as the 'coal export railway line') near Ermelo and Majuba power station. This railway line will be a private siding to Majuba power station. The coal will be sourced from mines that have access to the existing coal export railway line.
The proposed railway line to Majuba would start west of Ermelo, linking into the existing railway network and allowing trains to enter from both the Davel and Ermelo directions. The route is aligned in a southerly direction, roughly parallel to the NIl, but 6-10 km to the west (Figure 3-1). Variations or local route alternatives in the horizontal alignment are proposed mainly to avoid terrain (the maximum permissible vertical gradient of the railway line is 1: 100 for the loaded direction and 1:80 for the empty direction); to meet the minimum horizontal radius for a 26 ton/axle rating (a minimum radius of 800 m except at the junction with the main line); and, where possible, to avoid sensitive environmental areas.
The route crosses the R39 approximately 6 km south of the coal export railway line. At roughly half of the distance to Majuba, the railway crosses the Vaal River. The countryside has little gradient in the north, but becomes gently rolling in the Vaal River basin. There is occasional rock outcrop along the route. Farming consists of a mixture of grazing and arable cropping, mainly maize. In total, the route is aligned through or close to farms owned by 44 landowners, comprising portions of the 18 farms listed below (refer also to Figure 3-1): • De Roodepoort 435 IS • Grabes Rust 495 IS • Uitgezocht 436 IS • Rietspruit 507 IS • Rietspruit 446 • Sterkspruit 508 IS • De Vereeniging 448 IS • Platberg 510 IS • Kromdraai 441 IS • Brakfontein 529 IS • Dorpsplaats 470 IS • Vlakplaats 58 HS • Transvalia 441 IS • Amersfoort Townlands 57 HS • Holland 471 IS • Koppieskraal 56 Hs • Tweefontein 479 IS • • Roodekopjes 57 HS
3.1.2 Earthworks, rail and ballast Photograph 3-1 is an example of the appearance of a similar railway line to that proposed. The photograph shows that the line is raised above ground level using fill. The earthworks formation of the railway line consists of a series of linked cuttings and embankments. Materials excavated from the cuttings are used in the construction of the embankments. Basic raw materials for the fill embankments on the Ermelo-Majuba line would be deriv The earthworks for the Ermelo-Majuba line would be constructed with final layers of suitable material, selected for its ability to carry the high loads generated by the passage of the trains. Where necessary, this material would be obtained from new or existing borrow pits in the area. Construction of the fill embankments would require more than 3 million m3 of earth, most of which would be obtained from 12 Final Environmental Impact Report (EIR) the railway cuttings. The track itself would be laid on ballast bed. The sleepers bearing the rails are typically embedded in the ballast. Approximately 160 000 m3 of ballast would be required which would be sourced from existing quarries or, where quality is sufficient, from the material excavated from the cuttings. Track materials would consist mainly of steel rails, pre-cast concrete sleepers and rail fastenings. All would be manufactured off site. Approximately 9600 tons of steel rail and 120000 concrete sleepers would be used on the project. Photograph 3-1: The Palmford-Majuba railway line. The Ermelo-Majuba proposed line will be very similar in appearance to this line. 3.1.3 Access structures along the route The access structures summarized in Table 3-1 are provisionally proposed along the route based on initial discussions with the individual affected land owners. As recommended later in this document, an independent specialist acceptable to land owners should be appointed to further investigate as part of the compensation process, among other issues, details with regard to access. This assessment may, in agreement with the land owner, result in either an increase or decrease in number or type of access points across the proposed railway line. Eskom has already indicated that it would carry the cost of such a specialist. Reinforced concrete would be used to construct bridges, road and rail overpasses and underpasses, culverts and drains. Concrete batching plants may be established on site to supply the necessary material or, depending on cost, ready mix may be used from suppliers in nearby towns. Table 3-1: Initially proposed access structures along the proposed Ermelo-Majuba railway route. .... Access Structure· .• >. Nt1Jnber • Agricultural overpass 19 Agricultural underpass (including underpasses at river bridges) 10 Cattle creep (including combined units) 3 Farm level crossing 1 Total over, underpasses, creep/culverts and farm level crossings 33 . . All above figures are prOVISIonal and are dependent on final negolfalwns wllh landowners . 13 Final Environmental Impact Report (EIR) + ," .. ;, + + ~1~":'/~ -- -" -' - \ '-~"" + + .,',..... ..•...... ~ + Legend Farm_boundaries Dams Riwrs . __ .. Mainrou!eiS exISting ra. ines - EnnClIo Majuba base ali91menl Allernabve 81 AllernalJve B2 AllernelMt D Alternab~E • Towns \ ," .' Figure 3-1: Location of the proposed Ermelo-Majuba railway route (the base route) and local alternati yes. 14 Final Environmental Impact Report (EIR) 3.1.4 Electrification Mast structures are proposed, similar to those illustrated in Photograph 3-2, which support the overhead catenary wire and are bolted to concrete foundations. There would be a single row of masts along the railway line (except at passing loops), varying between 42 and 67 metres apart, depending on the curvature of the rail way line. Passing loops will consist of a double cantilever system with single masts. These structures are prefabricated off site. The catenary wire is strung between the masts and linked to substations. Six sub-stations are proposed along the rail way line, approximately 10 kilometres apart (Photograph 3-3). They will not be manned. They would be approximately 30 x 30 metres in size (including the fenced area) and house the switchgear. They would be fenced and secured by lights that are activated at night in the event of illegal entry into the sub-station. No continuous flood lighting is proposed at the sub-stations. Eskom's overhead distribution lines will feed the substation from points near the Camden power station andlor Majuba power station, andlor south of Majuba power station. The assessment of the environmental impacts of these lines will be the subject of a separate application by Eskom's Distribution Photograph 3-2: Concrete mast poles division. No lighting would be erected along the railway support the catenary on the Palmford line, and the only lighting in these areas would be caused Majuba railway line. Similar structures will by the lights of the train. The exact locations of the sub- be used for the Ermelo-Majuba line. stations (within 50 m or so) have not yet been finalised. The final position of substations will be confirmed during the final design. Land for the substations will be included in the servitude to be negotiated by Eskom during compensation discussions with landowners. The servitude for the sub station will be an extension of the rail servitude. Photograph 3-3: Typical sub-station. The substations will not be manned. 15 Final Environmental Impact Report (EIR) 3.1.5 Servitude, service road and fencing The railway line will require a minimum servitude width of 30 m. The average servitude width will be about 55 m wide. In some instances, in steep terrain, at passing loops, where the line joins the coal link line or associated with sub stations, the servitude could be wider. Figure 3-2 shows a typical cross section of the utilization of space in the servitude. Eskom proposes to fence the servitude with standard 1.4 m high 7-strand stock fencing except in sensitive areas where it will be necessary to prevent human access to the railway line, in which case weld-mesh security fencing will be used. ·2m , RAI.lWAY Not to llNE I I I I I I I I MAINTENANCE ROAD .._.L.. _. .~_ ....c;••_ ••_ ••_ ••_ •• _ ••_ ••_ ••_ •• _ •• =". FENCE FENC III Minimum 30m .. Figure 3·2: Typical cross section of the proposed railway line in fill (not to scale). The line will be within a fenced servitude and will include a service road and railway infrastructure. Photograph 3-4: Drainage culvert along the coal export railway line, designed to allow stormwater to pass under the railway line. 16 Final Environmental Impact Report (EIR) A service (Photograph 3-5) road is proposed along side the railway line. It would be surfaced with gravel and would be constructed according to recognised minor road standards. Provision would be made, as required, for storm water drainage (Photograph 3-4). Access to the service road would be prohibited to all parties othcr than Eskom maintenance contractors. Strong gates and locks will be placed along the route. Gates would be locked at all times and only Eskom will have the keys. The service road will, for security reasons, be interrupted i.e. in sections will run on one and then on the other side of the railway line to prevent criminals from having a through road. Cattle grids will be placed at regular intervals not only on the service road, but on embankments as well as Photograph 3-5: Access road along the Palmford through the railway line itself to prevent Majuba line. A permanent access road is built along the criminals from driving animals along the line. The proposed Majuba line will look similar to this. railway line. 3.1.6 Upgrading of the load out system at Majuba power station Eskom proposes to upgrade the Maj uba load out system to cater for the increased throughput of coaL The load out system consists of the conveyors and coal "throwout" stockpile between the tippler and coal stockyard. The upgrading of the existing facility would consist of an additional railway line at the . existing yard and the upgrade of the existing coal load out system. The tippler has been designed to handle 14 million tonnes of coal per annum (mtpa). The tippler is shown in Photograph 3-6. The clean and dirty water management systems were designed and built to have sufficient capacity to cater for the full 14 mtpa coal throughput required to operate the power station at full capacity. Photograph 3-6: The Majuba Power Station Tippler. 3.2 Construction phase of the proposed Majuba railway line This section outlines the construction phase of the proposed Majuba railway line. Construction activities are likely to take place at different locations at the same time. 3.2.1 Pre-construction During pre-construction, a number of surveys and investigations are typically undertaken, including the following: 17 Final Environmental Impact Report (EIR) • Geotechnical surveys including the digging of test pits and surface evaluations; • Specialist inspections of the route for environmental and hydrological verification of detailed design; • Marking the proposed route; and • Staking of the route at approximately 50 m intervals by land surveyors. During this phase, negotiations between the construction contractor and the affected landowners normally consist of entry agreements for the preliminary surveys of the alignment and agreements concerning any infrastructure, buildings or services that would be affected by the project. 3.2.2 Construction The main construction activities to build the railway line would take place over a period of some 36 months, overlapping as follows: • Construction of earthworks, drainage and structures 36 months • Trackwork 15 months • Electrical work 18 months. Prior to the commencement of the main construction activities, the railway servitude, which would also serve as a construction servitude, would be fenced off providing an enclosed construction pathway. All topsoil affected by the excavation of cuttings or embankments is normally stripped and preserved. The contractor would be responsible for power and water supply to the construction sites and may come to an arrangement with landowners in this regard, taking care to remain within applicable laws and regulations and to adhere to the requirements of the EMP. Typically, concrete drainage structures are constructed prior to building the embankments. Work at stream and river crossings is regulated in terms of site control measures preventing pollution. Temporary stream diversions and road crossings are constructed where necessary. Excavation of the soft portion of the cuttings is by means of standard heavy construction plant, such as scrapers and bulldozers, or backhoes. Hard rock which cannot be ripped is removed by blasting, using commercial explosives. It is anticipated that a high percentage of excavations may be expected to require blasting along the Ermelo-Majuba route. Material transported from the fills is transported and compacted into fill at the closest point, using heavy trucks, bulldozers, graders and rollers. Unsuitable or excess material is spoiled at designated sites. Final bearing layers of cuttings and embankments require the use of specially selected material, providing a 'formation capable of carrying the 26-ton axle loads placed on the rail. The construction of major concrete structures would be required at 5 river or stream crossings, 3 rail and 9 road crossings along the Ermelo-Majuba route. Piling for foundations is not anticipated except possibly at the Vaal River crossing. Excavation to suitable foundation levels for piers or abutments is necessary and would result in local physical disturbance. Bridge design and construction would be done in accordance with the findings of detailed geotechnical, hydrological and structural investigations. Eskom's planning for road structures takes existing traffic flow into account. Temporary deviations or alternative traffic arrangements are typically provided. Some 15 bridge structures and 32 agricultural crossings are provisionally proposed as part of the Ermelo-Majuba railway line project. 18 Final Environmental Impact Report (EIR) Construction will take place within the fenced temporary andlor permanent servitude, which will include the maintenance road. Eskom has indicated that land owners will have access across the servitude during the construction period where technically possible, until such time as access ways across the railway line have been constructed. Construction plant and materials are typically brought in through the network of public and private roads. It will be unavoidable to use some tertiary (gravel) roads during construction. As it is, tertiary roads at present have little base course left, for which Eskom cannot be held responsible. Eskom has indicated that it will enter into early discussions with the roads authorities for rehabilitation of tertiary roads. The movement of plant along the construction reserve requires the provision of temporary construction or haul roads. Where temporary roads are required for construction vehicles, these will be determined in consultation with land owners. Eskom has indicated that it will fully rehabilitate such roads. This will also be a recommendation of the ELA which, should the project be approved, will become legally binding on Eskom. Should land owners, however, wish to keep such roads, they could come to such an arrangement with Eskom. The creation of dust is unavoidable but is normally controlled through regular wetting. Water for this purpose as well as all other construction activities is arranged through the Department of Water Affairs and Forestry (DWAF) in consultation with landowners. Supply could be from boreholes, dams or pumped directly from rivers and streams. Where applicable, water use licences must be obtained from DW AP, and will be specified in the EMP. After any section of earthworks has been completed, topsoil stockpiled is placed on exposed batters. Eskom will rehabilitate damaged areas in accordance with the requirements in the EMP. Rehabilitation extends to haul roads and construction roads,'borrow pits spoil areas, site camps and other disturbed areas. Hard rock areas which cannot erode and which are incapable of supporting growth are excluded from rehabilitation. After formation earthworks have been completed, construction of trackwork and overhead electrical equipment starts. Skeleton track is laid from one or more points on the site and track laying continues progressively, largely as a rail mounted activity. As one of the last tasks, rails are welded into a continuous jointless section. Eskom proposes to obtain power supply for traction purposes from its high voltage distribution network. This 88 kV AC network would be expanded to feed into a number of substations positioned at regular intervals along the route. Inside'the substations the 88kV alternating current is converted into the 3 kV direct current which is required for the traction system. From the sub-stations power is fed directly to overhead traction equipment. The planning, design and construction of the distribution lines that feed the sub-stations is treated as a separate project by Eskom. Signalling and train control communications on the line would be controlled from Ermelo. Activities would mainly entail signalling at the take-off point, the passing loop and the terminal; laying a (fibre optic) cable along the length of the route; and possibly high masts to extend the mobile telephone nctwor~ . 3.2.3 Establishment of site camps Site camps for storage of machinery and construction materials will be required. Eskom would discourage the use of labour camps, but the towns of Ermelo and Amersfoort are unlikely to be able to accommodate all of the approximately 400 labourers that will be required for construction. Thus, site camps may be established on farmlands after negotiations between landowners and contractors have occurred. These camps may house labourers, the contractor's guards; machinery and construction materials required for the construction of the railway line. These camps would include ablution 19 Final Environmental Impact Report (EIR) facilities and possibly living quarters. The site camps will be managed according to the requirements of the EMP. 3.2.4 Employment Construction of the railway line is expected to take 36 months, with activities taking place in different locations at the same time. The number of construction jobs created would depend on decisions still to be made about the execution of the project. Project estimates are about 400 construction personnel employed during this period. Eskom's policy on use of Black Economic Empowerment (BEE) contractors will be implemented. Businesses that wish to tender for Eskom work should apply to be registered on Eskom's approved tender list and obtain a vendor number. Eskom's BEE procurement policy can be accessed on its website (www.eskom.co.za) and the requirements for businesses to be placed on the tender list are also available on the website. 3.2.5 Site clearing and rehabilitation At the end of construction, the site is cleared of all rubble and other construction waste. All areas disturbed by construction activity that have not already been rehabilitated by the sequential process described in Section 3.2.2 above are reinstated and rehabilitated. 3.3 Operational phase of the Majuba railway line 3.3.1 Train sets and train frequency Eskom proposes that the trains will probably consist of 100 box-type jumbo wagons and will be pulled by 3-4 electric locomotives. A train of this length would be approximately 1,3 kilometres long and would travel at speeds of 60-80 kmlhr, taking a minimum of 90 seconds to pass a point. Empty trains would travel at a maximum speed of 80 kmlhr and laden trains at a maximum speed of 60 kmlhr. Each wagon is 12 metres long, weighs 24 tonnes and can carry approximately 80 tonnes of coal. Trains would run every day, 7 days a week. The number of trains per day would increase according to the projected coal build-up curve. Approximately 6 loaded and 6 unloaded tr,!ins may use the line each day at peak operation. These would be spread across a full 24-hour period. The life of the project is currently estimated to be 40 years. 3.3.2 Routine maintenance EskomlEskom's contractors will conduct routine maintenance of the servitude and infrastructure line. Routine maintenance during the operational phase could include the following: • Fencing repairs; • Maintenance of the service road; • Erosion control on roads, cuttings and embankments; • Vegetation control within the servitude, including fire breaks; • Clearance and maintenance of drains, culverts and bridges • Maintenance of the overhead electrical, signalling and train control equipment; • Maintenance at sub-stations, which could include replacement of equipment, vegetation control, storm water management and maintenance of firebreaks • Tamping, grinding and planing of rail tracks to maintain their alignment and profile; • Sieving of ballast and re-ballasting to maintain the ballast's drainage properties. 20 Final Environmental Impact Report (EIR) 3.4 Closure and decommissioning phase of the Majuba railway line At the end of the railway line's economic life, it will be decommissioned unless Spoornet proposes to use the line. All material worthy of salvage or likely to create a hazard would be removed. Rail, sleepers and electrical equipment would be removed progressively in a rail-mounted operation. Unless there was specific use for it elsewhere, ballast would be left in situ. Land occupied by the servitude would normally be reincorporated in the original farm once discussions with landowners had occurred. Fencing and access would be removed or adjusted to suite revised land use. Decommissioning would be subject to a closure audit. During this process the need to remove structures, such as bridges, would be determined. Provision has been made in the financial analysis of the Ermelo-Majuba line for complete rehabilitation, including removing all cuts and fills; however, these could also be left in situ and this would be determined during the closure audit. The closure audit will make recommendations as to the extent and desirability of complete rehabilitation along each section of the route. 21 Final Environmental Impact Report (EIR) 4. THE RECEIVING ENVIRONMENT 4.1 Physical environment 4.1.1 Geology and soils The project area can be broadly divided into areas consisting of heavy textured soils (black turf soils derived from dolerite), sandy soils, medium textured soils and shallow and stony soils. Geology and geomorphology play an important role in soil formation on the Highveld. Dolerite gives rise to heavy textured soils, with Karoo sediments giving rise to sandy soils on coarser sediments and medium textured ,oils on finer textured sediments. The soils on Karoo sediments tend to be acidic, while those derived from dolerite are neutral to slightly alkaline. The characteristic Highveld catena, the plinthic catena, occurs on long, gentle slopes formed in Karoo sediment colluvia (Ba & Bb land types - refer to Table 4-1 below). Red Hutton soils occur on the top slopes, with yellow Avalon or Glencoe soils in intermediate positions and grey Longlands or Wasbank soils on the lower slopes. Wetland and vlei areas are characterised by Katspruit sons. On the steeper slopes, Glenrosa and Mispah soils dominate. The influence of dolerite in the make up of the parent material commonly manifests as heavier textures, and with the inclusion of soils with prismacutanic and/or pedocutanic subsoil horizons, or duplex soils, or with one or more vertic, melanic or red structured horizons (Dc & Ea land types). Soil texture takes on a sub-regional distribution based on the underlying geology, with sandier soils associated with the sandstones of the upper Karoo sediments and heavier textured soils with the siltstone and shales of the lower Karoo sediments. In general, soils are lighter textured to the north, becoming heavier textured southwards, where large areas of land type Ea occur (Table 4-1). Five broad soil patterns are found along the proposed Ermelo-Majuba railway line, as indicated in Table 4-1 and on Figure 4-1. The Ba land type is best suited for maize production on the Highveld. The black turf soils (Ea) are droughty soils more suited to the production of drought-tolerant crops such as sunflower and sorghum, rather than maize. The best maize within the turf areas comes from the Ca land types, which include plinthic soils. The Fa land type is largely non-arable. The Dc land type is also droughty, but in the Highveld may have slightly higher potential for crop production that the black turf soils. The soils of the Dc land type are potentially erodible. Table 4-1: Broad soil patterns found along the proposed Ermelo-Majuba railway line. Symbol . Broad sOil pattern .. ..; .... Generalised descriution Arable potential Ba Plinthic catena with rare upland duplex and A repetitive tapa-sequence of red soils in High margalitic soils; red soils widespread, the upper slope, yellow soils in mid slopes dystrophic and/or mesotrophic. and grey soils in the lower slopes. A variety of textures, mainly light textured. Ca Plinthic catena with common upland duplex Similar to Ba, but with heavier textures and Moderate and/or margalitic soils. including black clay and claypan soils. Dc Prismacutanic and/or pedocutanic horizons Claypan soils and heavy textured soils. Low dominant; with vertic, melanic or red structured horizons. Ea One or more of vertic (expansive clay, in this Heavy textured black and/or red clays. Moderately low case, black soils), melanic (black clay soils but not expansive like the vertic soils) or structured red horizons dominant. Fa Glenrosa and/or Mispah forms dominant. Shallow soils. A variety of textures, mainly Low light textured. Source: Institute for SOli, Cltmate and Water land rype maps 22 Final Environmental Impact Report (EIR) L""~,, 8b2IAv.a.G..... Cbot.... ~GI!r>roN c.2~III1d.1lo.eIjo .'-t.. EII20Madli S..... d.Afllbn v...... Ea22~.I.!c..h~S• ...., -.EII2JMo,ooA",mIMlaoood S• ..,1encI Figure 4-1: General indication of soils in the proposed project area. 4.1.2 Topography The Highveld plateau characteristically comprises a dissected plain formed by ancient plantation. Erosion of this plain has resulted in a gently undulating landscape in which rock outcrops are most characteristically found in the lower slope positions where the mantle of pre-weathered material has been stripped by erosion. The most widespread topographical form along the proposed routes is gentle side slopes extending from hillcrests down to streams and occasionally gUllies. The gullies are tributaries to streams or form the upstream sections of streams and usually have smooth, shallow, dipping cross-sections with no incisions eroded into them. The streams always have Y- or U-shaped incisions eroded into the stream alluvium and along the actual watercourses. Steeper side slopes flank the major streams and floodplain areas. 23 Final Environmental Impact Report (EIR) Photograph 4-1: Typical small drainage line along the route of the proposed Ermelo Majuba railway line. 4.1.3 Climate The climate of the project area is typical of the Highveld region of Mpumalanga, with warm, moist summers and cold, dry winters with frost in places. Average rainfall for the project area ranges from 650 mm to 900 mm per annum. Temperatures range from below zero during winter to above 300 e during summer, with mean daily temperatures of l20e to 25°e in summer and ooe to 200e in winter. The first incidence of frost usually occurs during' the first ,hal,f of May, where frost can occur until the middle of September. Thunderstorms occur frequently. during summer, between October and March, and are usually accompanied by lightning, heavy rain, strong winds and occasionally hail. The Ermelo area has the highest hail frequency in South Africa. Storms are mainly localised and rainfall can vary markedly over short distances. Snowfalls are recorded during most winters in the high-lying areas, mainly in the south-east of the project area. Fog occurs on an average of 55 days per annum. Winds in the project area blow predominantly from the north, west and north-west, and may reach speeds of up to 60 kmlhr in summer. 4.1.4 Air quality The atmospheric conditions in the Highveld region of Mpumalanga are not conducive to the rapid dispersion of near ground level pollutants, particularly in winter. A high-pressure system prevails over the region and results in high atmospheric stability, clear skies and low wind speeds. Surface inversions occur often in winter and elevated inversions are common. Moist, unstable conditions and rainfall, which promote dispersion and deposition of pollutants, are confined almost exclusively to the summer period (Tyson et ai, 1988). The main sources of pollutants in the Mpumalanga Highveld region are from power stations, petrochemical plants, smaller industries, domestic combustion, motor vehicles, smouldering coal discard dumps and veld burning. Pollutants emitted by these sources include particulates, sulphur dioxide, nitrogen oxides, carbon monoxide, hydrocarbons and carbon dioxides (Tyson et ai, 1988). ~4 Final Environmental Impact Report (EIR) 4.1.5 Surface water The proposed railway link is situated in the Grootdraai Dam catchment, which is in the upper reaches of the Vaal River catchment (see Photograph 4-2). Water in the Grootdraai Dam is used to supply strategic water demands such as power generation and Sasol, as well as supplying urban demands. Discharge from Grootdraai Dam is captured in Vaal Dam, which supplies water to Johannesburg and surrounding areas. The Grootdraai Dam catchment is located on the .Highveld. The catchment area is 7995 km2 and mean annual runoff into Grootdraai Dam is 261 million m3 (Midgely et ai, 1990). Approximately 9% of mean annual rainfall accumulates as runoff, which is fairly typical of high veld grassland areas. The catchment is in an area with mean annual precipitation which varies between 600 mm per year in the west and 800 mm per year in the east. Evaporation is around 1400 mm to 1550 mm per year, being highest in the north-west. The catchment is predominantly rural and water quality is good although it is under threat from coal mining in the north and east. All forms of water use can presently be supported. No artificial channelling of surface water is evident in the project area, although a number of farm dams exist. The only other artificial constrain~ affecting watercourses are road bridges and culverts. These are generally designed for low return periods, and thus roads may overtop in floods or severe rainfall events. Due to the short high-intensity storms that are typical if the Highveld, storm flows in the streams peak and subside quickly. The clay content of the soils and the presence of impervious ferruginous layers also contribute to high runoffs, specifically during periods of prolonged rainfall, which causes water logging of the soil and the formation of shallow perched water tables. The hydrology of the project area may be described under conditions of normal, severe and extreme events as follows (ProtekonlSRK, 1993): ' • Normal flows: This refers to the conditions most of the year round. Streams are mainly seasonal and display strong seasonal variations (see Photograph 4.1). Summer storms can produce strong stream flows; • Severe storms: Under such conditions, streams are bankfull, with culverts at or near capacity. Many farm dams overtop. Effects of disrupting road infrastructure are minimal; • Extreme events: These relate to return periods of 50 years and greater, caused by freak events or by prolonged rainfall with periods of very high intensity rain. Flood plains are inundated, low lying lands are under water and roads overtop. Erosion and scour in watercourses is severe and failure of farm dams may occur. Photograph 4·2: Views across the Vaal River system in the vicinity of the proposed railway line. 25 Final Environmental Impact Report (EIR) The proposed Ermelo-Majuba railway line would cross 36 drainage lines. Table 4-2 summarizes catchment information for these drainage lines. Only one large river occurs along the route (the Vaal River), while the remainder are mostly small, with 80% having mean annual runoff of less than 0.3 Mm3/a. (This equates to an average annual flow of approximately 9.5litres/sec.) When seasonal variation is taken into act:ount, it is apparent that most of these streams are seasonal. Table 4-2: Summary of information concerning drainage lines along the proposed Ermelo-Majuba railway line. Number of . Mean. Annual Runoff Cakhntent fU"ea(Ba) stream (M~fa) . Notes I •.••z· crossings Min " " .,Max .' Min' ",'Max .' 16 100 0.01 0.07 . Most of the larger drainage lines 13 500 0.07 0.30 I occur in the south of the project 5 2500 0.30 1.12 area I I 2501 7500 1.12 3.37 I >7500 > 3.37 Vaal River MAR*: 228Mm3/a I• *MAR: Mean annual* run-off 4.1.6 Groundwater Local landowners indicate that the permanent water table on hillcrest and side slopes varies between 15 m and 30 m depth below ground surface. The water table becomes shallower on the approach to streams and reaches the surface in the larger streams, including the Vaal River (ProtekonlSRK, 1993). It is likely that perched water tables exist within the smaller streams courses and gulleys at or near ground surface during the rainy season (refer to Section 3.2.2). 4.2 Biological environment 4.2.1 Veld types Southern Africa is made up of seven biomes, three of which occur in Mpumalanga; the forest biome, the grassland biome and the savanna biome. The project area falls within the grassland biome. A biome is a broad ecological unit and represents a large, homogeneous natural area. Biomes are further classified into vegetation types. A vegetation type is an area that has similar vegetation structure, sharing important plant species and experiencing similar ecological processes. The project area is characterised by two vegetation types (Low and Rebelo, 1996). These are the Moist Clay Highveld Grassland and the Moist Sandy Highveld Grassland. 4.2.1.1 Moist Clay Highveld Grassland This vegetation type is found in the Bethal-Standerton area on flat to slightly undulating plains at 1 500 to I 700 m altitude. This veld type is restricted to clayey soils of the high rainfall areas of the southern Mpumalanga Highveld. The predominant soils are very dense, black vertic or near vertic clays. Soils are often not ploughed, being mostly used for grazing by cattle and sheep. Red grass, Themeda triandra, dominates areas that are not severely degraded. Characteristic grass species are Three-awn Rolling Grass (Aristida bipartite), Blackseed Fingergrass (Digitaria ternate), Largeseed Setaria (Setaria nigrirostris), Vlei Bristle Grass (Setaria incrassata) and White Buffalo Grass (Panicum coloratum). Dicotyledonous forbs are prominent and include Berkheya pinnarijidia, Flower in-a-cage (Crabbea acaulis), Hairflower (Chaetacanthus costatus), Kruipsalie (Salvia repens) and Evolvulus alsinoides. Moist Clay Highveld Grassland is poorly conserved and does not occur in any officially recognised conservation areas. Good examples of this habitat in pristine condition are limited to well-managed private farms. Moist Clay Highveld Grassland occurs from the start of the route near Ermelo to approximately kilometre 19, kilometre 16 to 20 and again from approximately 26 Final Environmental Impact Report (EIR) kilometre 41 to the end of the route at kilometre 67. This vegetation type covers a total distance of approximately 39 kilometres of the route. The untransformed portion of the route was di vided into the sections situated on the relatively rock free black turf and heavy loams and those on the more sandy soils associated with bedrock outcrops and hills and side slopes with loose rocks. Transformed Moist Clay Highveld Grassland is classified according to the state of secondary succession (refer below). Untransformed Moist Clay Highveld Grassland Along the railway route, untransformed Moist Clay Highveld Grassland (see Photo 4-3) in good condition is generally dominated by Red Grass (Themeda triandra), whilst Curly Leaf (Eragrostis chloromelas), Spear Grass (Heteropogon contortl,ls) and Three-awn Rolling Grass (Aristida bipartite) are common. With moderate to heavy disturbance these species tend to be displaced by Tough Love Grass (Eragrostis plana), whilst species such as Couch Grass (Cynodon dactylon) and Tassel Three awn (Aristida congesta) become common. A common variation of this vegetation type along the route occurs in areas with bedrock outcrops and loose surface rocks. These areas tend to have a higher diversity of forbs and dwarf shrubs such as Gnidia species, Jakkalsbos (Diospyros austro-africana) and Rhus discolor. Grass species such as Giant Spear Grass (Trachypogon spicatus) and Boat Grass (Monocymbium cerisiiforme) are common. This variation of the Moist Clay Highveld Grassland closely resembles that of the Moist Sandy Highveld Grassland on bedrock outcrops and hill slopes of loose surface rocks and can be regarded as an intermediate vegetation type. Transformed Moist Clay Highveld Grassland Secondary succession in Moist Clay Highveld Grassland can be divided into Photograph 4-3: An example of untransformed Moist Clay a number of different phases. In the Highveld Grassland along the proposed railway line route. first two years after any portion of transformed (cultivated) land is left fallow, the vegetation will generally be dominated by annual weedy species such as Cosmos (Bidens formasa), Khaki weed (Tagetes minuta), Garden Bristle Grass (Setaria pallida-fusca), Digitaria spp. and Feathered chloris (Chloris virgata). Over the next 3 years, the plant species composition will change and perennial pioneer grass species such as Weeping Love Grass (Eragrostis curvula), Tough Love Grass (Eragrostis plana), Couch Grass (Cynodon dactylon) and Common Thatching Grass (Hyparrhenia hirta) will become dominant. After about five years this vegetation type will closely resemble untransformed Moist Clay Highveld Grassland that has been heavily disturbed by, for example, severe overgrazing. For the purposes of the EIA survey all areas of transformed Moist Clay Highveld Grassland were therefore divided into areas of active cultivation, areas one to two years fallow, areas two to five years fallow and areas fallow for longer than 5 years. An area is only classified as fallow for longer than 5 years where the constituent plant communities are clearly distinguishable from disturbed, but untransformed, Moist Clay Highveld Grassland. 27 Final Environmental Impact Report (EIR) 4.2. 1.2 Moist Sandy Highveld Grassland This vegetation type is found on the sandy plains west of the Belfast-Carolina-Ermelo area and north of Volksrust at an altitude of 1 600 to 1 800 m. High rainfall on cold, frosty, eastern Mpumalanga Highveld, together with sandy soils, controls the distribution of this vegetation type. Shales and sandstones of the Vryheid and Volksrust Formations are the predominant underlying rock types, giving rise to deep, red to yellow, sandy soils. This vegetation type is very suitable for crop production with natural vegetation heavily used for grazing by sheep and cattle. The grassland is dominated by Tough Love Grass (Eragrostis plana), Weeping Love Grass (Eragrostis curvula), Spear Grass (Heteropogon contortus), Giant Spear Grass (Trachypogon spicatus) and Red Grass (Themeda triandra). Many dicotyledonous forbs occur in the area, although none are abundant. The conservation status of Moist Sandy Highveld Grassland is very poor, as it has been extensively transformed by cultivation. Natural vegetation is restricted to patchy remnants, which are often heavily grazed. The Nooitgedacht Dam Nature Reserve is the only official conservation area, but the privately owned Ermelo Game Park is also a good example of this vegetation type. Moist Sandy Highveld Grassland occurs between kmlO and 16 and between kilometres km 20 and 41 along the proposed railway route, a total distance of seventeen kilometres. Along the proposed rail route even the untransformed Moist Sandy Highveld Grassland is generally heavily disturbed. The untransformed portion of this vegetation type occurs on relatively rock free and loose sandy soils and on consolidated soils associated with areas of surface rock and bedrock. Transformed Moist Sandy Highveld Grassland was divided according to the state off secondary succession. . Untransformed Moist Sandy Highveld Grassland Most of the untransformed Moist Sandy Highveld Grassland (Photo 4-4) within the project area is moderately to heavily disturbed. Tough Love Grass (Eragrostis plana), Weeping Love Grass (Eragrostis curvula), Gum Grass (Eragrastis gummiflua), Curly Leaf (Eragrostis chloromelas), Red Grass (Themeda triandra), Spear Grass (Heteropogon cantortus) and Giant Spear Grass (Trachypogon spicatus) tend to be common and conspicuously dominant species in this veld type, when in good condition. Where heavy grazing or trampling has occurred, or other types of disturbance, the latter three species tend to decrease in dominance and are often absent from the most severely degraded areas. This vegetation type has a lower abundance of forb species than the equivalent areas in Moist Clay Highveld. A variation of the typical Moist Sandy Highveld Grassland was distinguished in areas with loose surface rock and in areas where low bedrock outcrops occur. Transformed Moist Sandy Highveld Grassland Photograph 4-4: Example of untransformed Moist Secondary succession in Moist Sandy Highveld Sandy Highveld Grassland. Grassland can be divided into a number of different phases. In the first two years after any portion of transformed (cultivated) land is left fallow, the vegetation will generally be dominated by annual weedy species such as Cosmos (Bidens Formosa), Khaki Weed (Tagetes minuta), Large CockJebur (Xanthium strumarium), Garden Bristle Grass (Setaria pallida-fusca) and Feathered Chloris (Chloris virgata). Over the next three years, the plant species composition will change, and perennial pioneer grass species such as Weeping Love Grass (Eragrostis curvula), Tough Love Grass (Eragrostis plana), Ratstail Dropseed (Sporobolus 28 Final Environmental Impact Report (EIR) africanus) and Couch Grass (Cynodon dactylon) will become dominant. After five years this vegetation type will closely resemble un transformed Moist Sandy Highveld Grassland that has been disturbed by, for example, severe overgrazing. 4.2.1.3 Conservation status compared with other vegetation types Table 4-3 shows that the conservation status of Moist Cool Clay Highveld is extremely poor, with an estimated 79% transformed and none in formal conservation. Moist Sandy Highveld is also poorly ranked with 55% transformed and 0,67% in formal conservation. This poor situation may be compared with the conservation status of the lowveld vegetation type (24% protected according to Wahl & Naude, 1996), which underscores the reasons for conservation authorities concerns about grassland conservation in South Africa and the global concern about grasslands. Table 4·3: Conservation status of grasslands in the project area compared with other vegetation types. I Veg;'rype!Tot8I areat/~ran:ormed! Coll!t~ed! • '. ..Notes : Grassland Biome 35. Moist 10 265 km" Approx.79% Approx. Although Moist Clay Highveld Grassland does not occur in Clay 0.00% any official conservation areas, well-managed private farms Highveld represent fine examples of this vegetation. Grassland I 38.Moist 15547 km" Approx.55% Approx. Very poor conservation status. Moist Sandy Highveld Sandy 0.67% Grassland is now largely ploughed. Natural vegetation is Highveld now restricted to patchy remnants which are often heavily Grassland grazed. The Nooitgedacht Dam Nature Reserve is the only official conservation area, but the Ermelo Game Park represents a good example of this vegetation type. 39. Moist 48959 km< Approx.72% Approx. Very poor conservation status. Most of this vegetation type Cool 0.29% is cultivated. The remnant patches of natural vegetation are Highveld intensively grazed and are consequently often degraded. Grassland The Bronkhorstspruit Dam, Vaal Dam, Willem Pretorius, , Rustfontein Dam and Koppies Dam Nature Reserves are the principal conservation areas, but comprise a very small area of this grassland type. Savanna Biome 18. Mixed 66647 km" Approx.60% Approx. : Conserved in various smaller provincial nature reserves, Bushveld 3.05% ' private game farms and conservation areas, such as Ben Alberts, Mabula, Vaalkop Dam Rust De Winter Dam, Roodeplaat Dam, Loskop Dam, Nylsvley and Rustenburg, Pietersberg, Percy Fyfe and Ben Lavin Nature Reserves. I 19. Mixed 15204 kmL Approx.30% Approx. A quarter of the area of Mixed Lowveld Bushveld is Lowveld 28.25% conserved in the Kruger National Park and adjacent game Bushveld farms and conservation areas. 20. Sweet 5781 kInL Approx.30% Approx. Two-thirds of Sweet Lowveld Bushveld is conserved in the I Lowveld 67.26% Kruger National P!lfk Bushveld Nole: AdaptedJrom Low & Rebelo (1998). The three Savanna BlOme vegetallOn types selected all occur wllhln the Mpumalanga Province. 4.2.2 Threatened flora Lists of all threatened plant species previously recorded in the project area were obtained from both the Mpumalanga Parks Board and the PRECIS database of the National Botanical Institute. Table 4-4 presents a list of these species, together with the habitat requirements and flowering times of each (Retief and Herman, 1997) and their most recent conservation status categories as provided in IUCN (2001). There are twelve Red Data plant species that have historically been recorded in the project area. Accordi ng to the IUCN, 10 of the 12 species are categorized as 'Least Conce rn " and are therefore not currently under threat of extinction. Two species (refer to Table 4-4) are categorised as Vulnerable (provisional classification) and Near Threatened respectively. 29 Final Environmental Impact Report (EIR) Aspidoglossum xanthosphaerum is a little known and inconspicuous species that has been recorded from only five localities in grassland regions of Mpumalanga and Northern KwaZulu-Natal. Eucomis autumnalis subsp. clavata is a widespr~ad species that is regarded as Near Threatened on the basis that it is utilized as a medicinal plant. Table 44: Threatened species recorded in the project area according to pre-existing records. !' "'...... "'.,. ': .. Habitat: .•.. F1Dwtlring New IUCN dltegory ~pbabilityot . \FaulUY • ': ·S~; .. f';.~ "' I'," ,' .. ' .' 1- .• - ..... ' reqUirements - ,·,'pme. " (IUCN,2001) -.' OCcurrence Amarylidaceae 'fVerina platypetala [Marshes, vleis ~anuary 10 !Least Concern !Possible iMarch Asclepiadaceae ~sclepias crasinervis Grassland f'lovember to !Least Concern, lPossible ~anuary Asclepiadaceae Asclepias cultriformis ~rassland pecember to ~east Concern. lPossible february Asclepiadaceae Aspidoglossum Qrassland f'lovember 10 yulnerable Unknown anthosphaerum ~anuary H yacin Ihaceae Eucomis autumnali Open grassland, f'lovemberto Near Threatened, l1nlikely ubsp, clavata marshes ~pril Hyacinlhaceae Eueomis montana Rocky situations December to Least Concern Unlikely February Hyacinthaceae Eueomis vandermerwii Montane grassland. anuarv to Least Concern Unlikely Rocky ledges May' Hyacinthaceae Omithogalum Rock crevices November Not assessed Possible apillare lHyacinthaceae :leilla natalensis Grassland. stream uJy to Least Concern IUnlikely banks. humus filled November revices mridaceae Gladiolus rabertsoniae Grassland. shale October to Least Concern !Possible lopes Deeember IOrchidaceae ipispens cooperi Damp places in March east Concern .lPossible grassland and emporary vleis lPoaceae i,Lopachmne digitala Open Highveld February to ~east Concern iPossible .::iOurveld April 4.2.3 Threatened fauna The poor status of grassland conservation in Southern Africa has had significant impacts on grassland fauna. The rapidly dwindling area of untransformed grassland habitat has caused a corresponding reduction in animal species. particularly those species which are endemic to grasslands and are therefore most vulnerable to habitat loss. While large areas of untransformed grassland and wetland habitat in the project area would support the critically endangered Wattled Crane. there are no records of its occurrence close to the proposed railway line and it is unlikely that it occurs. The Wattled Crane is a wetland-dependent species and resident birds are year-round inhabitants of permanently inundated wetlands with predominantly sedge-oased vegetation. This species could occur in the seepage areas and vleis that occur along the route but occurrence is determined by a sufficiently large area of untransformed wetland and grassland habitat being available. Frequent or prolonged disturbance at the nest often results in breeding failure. The habitats that could sustain the Wattled Crane are hygrophilous grassland surrounded by Red Grass (Themeda triandra) grassland or Spear Grass (Heteropogon contortus) grassland. The birds need 18 to 40 hectares of wetland. surrounded by undisturbed grassland habitat of approximately 150 hectares. in which to breed. No untransformed areas which match these requirements occur in the close proximity to the proposed railway line, although it is likely that sufficient habitat exists in the wetlands along the Vaal River. It is likely that ten threatened species occur in the proj~ct area with eight of these probable in the immediate vicinity of the railway line. The species list is based on Mpumalanga Parks Board records. contact with landowners and personal observations by the consulting ecologist. Table 4-5 presents a 30 Final Environmental Impact Report (EIR) iist of the species. The species marked with an asterisk were recorded during the field surveyor are expected to occur on the farms affected by the railway project, based on observations by landowners. Table 4·5: Threatened animal species recorded in the project area. Common . Occurrence name Soureeqf . CODfervation I :,;f; 1'(: .lhbltatpreferencU . In Project (Sdey1tific. i ;. lnfotrnati,on '. I·······.·. $tatuS .~. ....! .' . area Name)· ;' ..... '. IAardvark Tweefontein Mr. Louis Botha Wide habitat range, but usually Vulnerable Definite . Orycleropis sandy ground in grasslands. Termite : afer mounds required. Burrows are situated on or near the railway I alignment Blue crane Sterkspruit, MPB, Mr. Koos Midland and highland grass veld, Species for Probable I Anthropoides Grabe's Rust Dafel cultivated land, edges of vleis. No monitoring (non paradisea breeding pairs recorded in the breeding) project area Cape Eagle De Roodepoort MPB* Rocky and mountainous country Species for Unlikely Owl usually with dense woodland or bush monitoring Bubo nearby. Occurrence in the project capensis area unlikely as habitat unsuitable Bald Ibis Grabe's Rust MPB High grassveld, heavily grazed Out of danger Definite Geronticus pastures, cultivated lands. Breeds in calvus mountainous or highly dissected country. Occur and possibly nest within 1-2 km, of the proposed railway at km 36 000 Rudd's Lark i Roodekopjes MPB High altitude and montane grassland Critically Probable Mirafra above about 1700m, usually on Endangered ruddii crowns of ridges without rocks and with dense grass cover up to SOcm tall I Stanley's Witkoppies MPB High rainfall sour grassland at high IVulnerable Probable Bustard altitudes. Montane and Highveld NeOlis Grassland. Also in mosaic of coastal denhami Fynbos and coastal grasslands in Kwa-Zulu Natal. Oribi Koppies Kraal MPB Open grassland. Prefer short Vulnerable Probable Ourebia grasslands (30 to 40cm tall). ourebia Grassland areas kept open by cattle I grazing and trampling. become less suitable for Oribi when cattle are removed and vegetation density and height·increases. Species recorded historically but not observed during the present survey Greater Uitgezocht MPB Large bodies of shallow water, saline Indeterminate Highly flamingo and brackIsh water preferred. No unlikely Phoenocopte suitable habitat occurs in the project Tis TUber area Botha's Lark Palmietspruit MPB Heavily grazed grassy uplands on Indeterminate Probable Spizocorys plateaus. Upper slopes in sour fringillaris grass veld and especially Moist Clay Highveld Grassland (avoids valley bottoms, vleis. pastures. cultivated lands and rocky areas). Sungazer Roodekopjes, MPB, Personal Flat or sloping Highveld grassland Vulnerable Probable Lizard Tweefontein observation veld types, especiall y eli max Cordylus Themeda grasslands. Occurs in silty giganteus fine soils, especially sandy soils but also loams clays and solonetzic soils. I 31 Final Environmental Impact Report (EIR) 4.2.4 MPB - Mpumanlanga Parks Board Wetlands and river systems 4.2.4.1 Wetland classification The classification system adopted for this study has beer. based on a hydro-geomorphic classification system originally developed by Brinson (1993) and subsequently modified, based on field experience, by r.,larneweck and Batchelor (2002) to suit local conditions and requirements. The following definitions differentiate between the types of systems: Hill slope seeps An area on the scarp, middle slope or foot slope where the soils are saturated for long enough to develop hydric indicators', reflected by the presence of redoxi morphic features, for example iron and manganese mottling and/or a gleyed horizon less than 500 mm below the surface. Their water source is not obviously linked to a drainage line or stream, and may be derived from confined, unconfined or perched aquifers. In addition the water supply may be temporary, seasonal or permanent. In the event that the volume of water discharging from the seeps is sufficient to cause surface flow, hill slope seeps may be known as springs. These may be permanent, temporary and/or seasonal. Typical soils forms associated with these seep zones include Katspruit, Kroonstad, Longlands, Westleigh, Avalon, Pinedene and Bainsvlei. Figure 4-2 presents two typical cross sections of hill slope wetlands. Hllisiope !)eepage wetland Impervious soil tlOrizon Figure 4·2: Typical cross section of hillslope seep wetlands (Marneweck, 2004; unpublished). I An indication in the soils that they have been formed under conditions of penn anent or seasonal inundation. 32 Final Environmental Impact Report (EIR) Despite a relatively low number of habitats, hillslope seepage wetlands (Photo 4-5) generally support a high plant species richness with the majority of the plant species occurring being tolerant of seasonal root zone saturation (Marneweck, Palmer, Engelbrecht, Jacobsen and Turpie, 2002). Ground orchids are commonly recorded in these systems. Hillslope seepage wetland functions include (see Kotze, Marneweck, Batchelor, Lindley and Collins, 2004): i) removing excess nutrients and inorganic pollutants produced by agriculture (Gren 1995; Ewel, 1997; Postel and Carpenter, 1997); ii) replenishing or recharging groundwater supplies (Thompson and Goes, 1997) when water percolates through the topsoil to the underlying aquifer; and iii) acting as conduits for groundwater discharge when water that enters the perched aquifer moves downslope via interflow and emerges gradually across the unconsolidated seep Photograph 4-5: Example of a hillslope seep wetland. front associated with these systems. Unchannelled valley bottom wetlands As the name implies, these systems occupy low points in the landscape between ridges and either have no channels or, if they do have channelled sections, then these are not continuous. They are sometimes referred to as drainage lines or drainage depressions. They generally occupy the upper reaches of catchments where the volumes of water and/or flow rates are such that they can be accommodated as overland flow at velocities that do not erode the substrate. Intense grazing pressure and trampling can destabilise the surface causing localised channelling that should not be confused with the next wetland type. Water supply to these wetlands may be seasonal or permanent, surface and/or subsurface, with subsurface flow more likely in those systems where the cross sectional area and substrate are such that flows can be accommodated within the substrate. They may receive water from hill slope seeps, overland flow as well as shallow groundwater. For these systems to qualify as wetlands they must exhibit the typical redoxi morphic features associated with prolonged saturation. Channelled valley bottom wetlands These wetlands represent a stage of drainage off the landscape where flows can no longer be accommodated within substrate and overland flow reaches velocities that cause scouring and channel formation. Water supply to these wetlands may be seasonal or permanent, surface and/or groundwater, with flow through the systems being surface and/or subsurface. For these systems to qualify as wetlands they must exhibit the typical redoxi morphic features associated with prolonged saturation. 33 Final Environmental Impact Report (EIR) Channelled valley bottom noodplains These wetlands represent the next stage in the hydrological progression. They are similar in appearance to channelled valley bottom wetlands with the exception that they exhibit clear evidence of floodplain features. Typically these may include some or all of the following features: cut off meanders, ox bows, floodplain depressions and levees etc. As in the above systems the water sources contributing to channelled valley bottom wetlands can include those associated with both the former types, but the dominant one is likely to be surface flow. The following are some of the soil forms that are associated with valley bottom wetlands: Rensburg, Arcadia, Katspruit, Valsrivier, Kroonstad, Wasbank, Bonheim, Dundee and Imhoek. Depressions Hollows in the landscape may hold water permanently, tempontrily or seasonally. Their source water includes direct rainfall, surface runoff and/or perched groundwater flows. They are not directly connected to riverine systems but can contribute to them via seepage. They should not be confused with floodplain depressions which are systems that are inextricably linked to rivers and associated floodplains and which receive water predominantly during flood events. 4.2.5 Numbers, types and distribution of wetlands in the project area Approximately 55 wetland crossings were recorded along the 67 km railway line route. This number may be a slightly over or underestimate of the actual number of crossings as field truthing would be required to confirm/reject some selections based on soil characteristics. The extent of some of the systems has been masked by agricultural practices while those associated with dolerites, such as Mispah and Arcadia forms, are difficult to delineate without inspection of the soils and associated vegetation. The positions, approximate extent, wetland type and associated soil forms of the wetlands encountered along the route are presented in Specialist Study 4. Table 4-6 summarizes the information in the specialist study. Table 4·6: Summary of wetlands along the proposed Ermelo-Majuba railway line. i.'., ...... i.: . ',' Total ,I WetlaD.d Type Farins onwl1ieh the type oecurs number of .' '" ,.... ". "..... wetlands HilIslope seep Avalon, Pinedene, • De Roodepoorl 435 Rem Ptn 9, Uitgezocht 436 Rem 15 Bainsvlei, Mispah, Pin 22, Uitgezochl 436 Rem PIn 14. Uitgezocht 436 Hutton Rem Ptn 4. Tweefontein 479 Ptn 7, Tweefontein 479 Rem Ptn 25, Eskom (Majuba power station) Unchannelled Kroonstad, Kalspruil, Uitgezocht 436 Pm }, Uitgezocht 436 PIn 15, De 28 valley bottom Wasbank, Rensburg, Vereeniging 448 Rem Ptn 6, De Vereeniging 448 Pin wetland Mayo, Bonheim, 14, Dorpsplaals 470 Pin 57, Dorpsplaats 470 Ptn 59, Vlasrivier, Arcadia, Dorpsplaats 470 Pm 61, Dorpsplaats 470 PIn 30, Mayo Mispah Grabes Rust 495 Pin 3, Slerkspruit 508 Rem PIn 4, Sterkspruit 508 Ptn 7, Slerkspruit 508 Remainder, Sterkspruit 508 Pin 12, Brakfontein 529 Ptn I, Platberg 510 PIn 6, Brakfontein 529 Ptn L Townlands 57, Eskom. Channelled De Vereeniging 448 Pin 5, Brakfontein 529 Ptn I, 8 I valley bottom Vlakplaats 58 Ptn 20, Amersfoort Townlands 57, • wetland Eskom . Channelled Tweefontein/Grabe's Rust Rem I (Vaal valley bottom I River) floodplain Depressions ersfoort Townlands 57 1 Stream Vereeniging 448 Pin 8, De Vereeniging 448 Ptn 4 2 34 Final Environmental Impact Report (EIR) 4.2.6 Typical vegetation occurring In the project area wetlands The vegetation associated with these small wetlands is typically adapted to the position that it occurs in the landscape, the soils, the flow velocity experienced and the extent of disturbance by stock and other farming practices. Table 4-7 provides an account of some of the dominant species that occur in different circumstances. Table 4-7: Species occurring in the hillslope wetlands in the project area. Position in landscape or vegetation DomiDant species .. and son type Upper catchment seepage slopes lmperata cylindrica. Andropogon schrinensis i Valley seepage slopes Fingerhutia aJricana. Pennisetum setaceum. Andropogon schrinensis. Setaria sphacelata and Paspalum scrobiculatum. Disturbed seepage areas Eragrostis plana and/or Cynodon dactylon Wetlands in Moist Sandy Highveld Arundinella nepalensis and Andropogon eucomis ; Grassland Wetlands in Moist Clay Highveld Paspalum dilatatum and Berkeya radula Grassland Active channel banks of streams Hemarthria altissima, Schoenoplectus sp., Juncus exsertus, Agrostis lachnantha, Cyperus Jastigiatus and Gomphocarpus rivularis Active channel banks of streams- rocky Cyperus marginatus substrates Backwater pools in streams, frequently Cyperus Jastigiatus and Andropogon eucomis inundated I Pools in streams CyperusJastigiatus, Hemarthria altissima, Paspalum distichum and Leersia hexandra The species described in Table 4-7 also tend to dominate the floodplains of perennial and seasonal streams in the project area. The dynamic nature of the stream channel banks and floodplains, with varying seasonal flow conditions and soil moisture, create variable habitats and species composition tends to respond to this. Plants along the active channel banks, for example, must be adapted to withstand the sheer forces resulting from flood waters and, in these situations, Cyperus marginatus and Gomphocarpus rivularis are common. 4.3 Social environment 4.3.1 Socio-economlc profile 4.3.1.1 Landownership in the project area The proposed rail route of sixty-seven kilometres will affect 43 landowners, conslstmg of private individuals, trusts and companies, whose interests are administered by 38 representatives. The route affects 64 portions of farms with the route cutting through 54 portions (resulting in land loss) and 11 being impacted by proximity of dwellings on these portions to the rail line. The portions affected and owner's representatives are summarised in Table 4-8 below. Figure 3-1 earlier provides mapped information about the location of these farm portions. Table 4-8: Summary of potentially affected landowners. ,··Portions , '. " Farm Owners I Occupant ... De Roodepoort 435 IS Portion 9 Middle Farm Estates Mr Tiaan Van Dyk Portion 3 Mr Jacobus Albertus Swart Mr Koos Swart Portion 4 JT Eiendoms Trust Mr J Weideman Uitgezocht 436 IS Portions I, 15, 16 & 18 Rosenhof Trust Mr Daan Ronquest Portion 21 Middle Farm Estates Mr Tiaan Van Dyk Portion 7 Mr Chrisliaan Lodewyk Von Mr Christiaan Lodewyk Wielligh Von Wielligh 35 Final Environmental Impact Report (EIR) Farm Portions < Owners . Occupant Portion 8 Mr Karel Erasmus Mr Karel Erasmus Portions 4 & 13 Mr & Mrs Cornelius & Rienie van Mr & Mrs Cornelius & Rensburg Rienle van Rensburg Portion 19 Mr Nicholas Brummer Mr Nicholas Brummer Portions 14 & 20 Summerset Boerdery Trust Trustees De Vereeniging 448 IS Portions 4 Mr & Mrs Cornelius & Rienie van Mr & Mrs Cornelius & Rensburg Rienie van Rensburg Portion 5 Barnard Myburg Trust Mr Barries Myburgh Portion 6 Mr Karel Erasmus Mr & Mrs Karel & Kotie Erasmus Portions 8 & 14 Gert Bam Trust Mr Gerhard Bam Portion 12 Mr Cornelius Tobias van den Berg Cornelius Tobias van n Berg Kromdraai 441 IS Portions 7 & 8 Barnard Myburgh Trust r Barries Myburgh Dorpsplaats Portion 2 Thamana Communal Property CPA Association Portion 57 Gerhard Scheepers Trust Mr Bernard Scheepers Portion 59 Mr lakobus Stefanus de Wet MrBen de Wet Portion 61 Mr Gert Jakobus Bam Mr Gerhard Bam Portion 36 Gert Bam Trust Mr Gerhard Bam Portion 37 Ms Yvonne Mary Oosthuizen Mr Gerhard Bam Portion 30 Ms Chantelle Pretorius Ms Chantelle Prelorius TransvaJia 444 IS Portion 14 Gert Bam Trust Mr Gerhard Bam Portion 2 Mr Hendrik Venter Mr Hendrik Venter Transvalia 444 IS Portion 16 Transvalia CPA Transvalia CPA Holland 471 IS Portion 3 Mr Gert lakobus Bam Mr Gerhard Bam Tweefontein 479 IS Portion 8 Mr Gert lakobus Bam MrGerhard Bam Portion 7 Mr Nico Ernst Grobler Mr Nico Ernst Gmbler Portion Remainder, 25 Tweefontein Boerdery Trust Mr Louis Botha Portion Remainder, 27 Mr Slabbert Edward Thomas Mr Siabbert Edward Thomas Grabe's rust 495 IS =Portions Remainder & 6 Goedetrou Trust Mr Koos Dafel Portion 4 Mr Floris Petrust Dafel Mr Floris Dafe! Portion 3 Bodium Trade (Pty) Ltd Mr Coenie Dafel Portion 5 laclin Trust Mr Willie Labuschagne Portions 7 Mr Carel Johannes Wynand Bam MrCarel Bam Portions 2 Mr Carel Johannes Wynand Bam MrCarel Bam Rietspruit 507 IS Portion 4 & 20 Mr Francois Daniel Lotz Mr Francois Lotz Sterkspruit 508 IS Portion 9 & I I Mr Francois LOlZ Trust Mr Francois Lotz Portion 5 tein Landgoed Pty Ltd Mr Koze Smit Portion Remainder Christiaan Dafel Mr Koos Dafel Portion 7 Mr Frederik lakobus Fouche Mr & Mrs Frik & Adda Fouche Platberg 5 10 IS Portion 6 Mr Faan Kok Mr Charles Kok Portion 4 Mr Johan George Snyman Mr Johan Holtzhauzen Holtshauzen Brakfontein 529 IS Portion I De Swardt Familie Trust Mr Martin Dinkelmann Vlakplaats 58 HS Portion 20 De Swardt Familie Trust Mr Martin Dinkelmann Amersfoort T&T 57 HS Portion 52 Mr Faan Holtshauzen Mr Faan Holtshauzen Portion 53 Mr Hendrik Christoffel van der Mr Hendrik van der Merwe Merwe Portion 54 Mr Jan Frederick Rykers van Rooyen Mr Jan van Roayen Koppieskraal 56 HS Portion I Mr Frik Els Mr Frik Eis Table 4-8 refers to .. owner/occupiers .. for purposes of SimplificatIOn with trusts or compames ownmg many properties. All landowners listed in this table are not directly affected by land loss but may be affected by other impact 36 Final Environmental Impact Report (EIR) The specific area designated for the proposed development talls partly under the Msukaligwa (formerly Ermelo) District Municipality (comprised of the towns of Ermelo, Davel, Breyten, Shipmore, Lothair and Chrissiesmeer, as well as several rural settlements), and partly under Tixley ka Seme, (referred to as Seme) (formerly Volksrust) Municipality (comprised of the towns of Amersfoort, Perdekop and Wakkerstroom and surrounding rural settlements). The area impacted directly is a rural farming area and falls mainly within the following Enumeration Areas (sp codes)' as demarcated for the 2001 Population Census: • 80209002 Ermelo NU • 8050 I 002 Ermelo NU • 80406001 Amersfoort NU • 80411000 Witkoppie SP 4.3.1.2 Land claims within the project area According to a database provided by Mr. Piet Kemp of the TAU and confirmed by the Mpumalanga Land Claims Commissioner, three of the farms in question are subject to land claims, as indicated on Table 4-9. Table 4·9: Details of land claims. number Kromdraai 441 IS MAGumede' 12/12/98 6537 i Tweefontein 479 IS MZ Nhlabathi 23112/98 1704 Vlakplaats 58 HS Native Farmers Association 22112/98 1324 Kromdraai has two portions affected by the rail (portions 7 and 8) held by one owner, Tweefontein has five portions held by five owners or four administrators, with Vlakplaats having one portion affected that is held by one owner. 4.3.1.3 Population profile Overview The project area is situated in Mpumalanga Province, which is the second smallest province in South Africa. More than half of the population are dependants «14 years and> 65 years) and approximately 68 % are rural dwellers. Mpumalanga has a high unemployment rate (30 %), with only 32.3 % of the population being economically active. The total population of Msukaligwa Municipality is estimated at about 100,000 people, while Seme Municipality has almost 75,000 people. The total population of the areas listed above (the rural areas) was 59 841 people according to the 2001 census. However, a large number of these live in the so-called non-urban areas close to the town of Ermelo (sp number 80209002). The remainder of the area, through which the rail passes, is sparsely populated at 9 to 17 peoplelkm2. Being a farming community, the majority are black farm labourers at some 96% of the population, with the owners' and remaining population being mainly white. Forty nine percent of the population of the area is male. Directly affected population Approximately 240 households residing on the affected properties may be said to constitute the directly affected population. Following information provided by 28 owners/managers the composition of these farms was extrapolated to the following: ' 37 Final Environmental Impact Report (EIR) • 40 households of farm owners and family members, who either own the properties privately or as part of family and other trusts, as well as tenants; • 200 households of labourers working and residing on the farms. On average there are 5 labour families per farm (where information was provided) but these \,lry greatly from zero through to 38 families per farm. In addition to permanent labourers, a number of landowners employ seasonal labourers on occasion. In addition, three of the affected farms have schools and a clinic as summarised in Table 4-10. Table 4-10: Social infrastructure on affected farms. I Social infrastructure Farm portion Farm owner • Primary school 200 pupils Rielspruil 507 IS Portion 4: Mnr Francios LOlz ! Primary school - 100 pupils Uilgezochl 436 IS Portions 14 & 20 Mnr Lourie en Welma Bosman Grabe's Rust 495 IS Portions 6 & Mnr Koos Dafel i Clinic remainder. It is noted that not all property owners affected will lose land to the railway line as a number are on adjoining properties close to the rail and will thereby be affected by noise and negative visual effects. 4.3. 1.4 Economic profile The main sectors contributing to the Gross Geographic Product of Mpumalanga Province are manufacturing (26 %), mining and quarrying (21%) and electricity and water supply (20 %). The agricultural sector « 10 %) is, however, the dominant employer. The most prominent economic sector in the Msukaligwa Municipality is mining. Other sectors contributing to employment in the area include agriculture, the municipality itself, a number of small factories, and a recently established export apple industry. Agriculture and mining-related activities are the two main economic sectors in the Seme Municipality. Local Municipality Representatives estimate unemployment in Msukaligwa is at about 40%, and in Seme approximately 32%. Dominant economic activities within the project area include agriculture, manufacturing (Sasol), mining (Sasol Collieries and Anglo Coal), and power generation (Eskom). 4.3. 1.5 Infrastructure and services The Msukaligwa Municipality is currently undertaking several expansion projects, and thus may be considered particularly strong in terms of skills, in the areas of housing, infrastructure and service provision. Resources of the municipality have, however, been impacted by the extension of the municipal boundaries to incorporate numerous poor semi-rural areas whose residents do not have capacity to pay for services. When consulted about the proposed development, the Integrated Development Plan (IDP) Manager of Msukaligwa indicated that information would need to be provided to his Department as soon as possible to still be incorporated into the Municipality's IDP, which will form the basis for budget provision within the municipality. This is important to consider in the light of potential infrastructure and service needs for the project, as well as to ensure that the project is appropriately integrated with other developments in the region. Seme Municipality is also undergoing a rapid expansion process, and appears to be meeting requirements in the provision of housing and service provision in all areas, except for backlog in the Daggakraal area. No developments are planned within the proposed project area by either of the affected Municipalities. 38 Final Environmental Impact Report (EIR) 4.3.1.6 Land use This section describes the various forms of land use currently found in the project area, as indicated in the Final Scoping Report submitted by Golder Associates in November 2003. Agriculture The land use is predominantly agricultural grazing land (natural pastures used for grazing for cattle and sheep) but also includes large areas of cultivation (mostly maize and soya beans) and areas of planted pastures. Large areas of cultivated land had not been planted in the past year. All farms along the rail route had a mix of veld, lands and pastures affected with no major variations in enterprise mix. Mining The mining houses own large tracts of mineral rights but smaller areas of surface rights. The area northwest of the project area is dotted with coalmines, with frequency decreasing in the south. Power stations are also concentrated in the north. Infrastructure The area is well served by road and rail links, with the railway line to Durban forming the southern boundary and railway line to Richards Bay the north-eastern boundary. Residential Most of the land within the project area is privately owned, with municipalities owning some urban land and land peripheral to the towns. 4.3.2 Existing ambient sound climate 4.3.2.1 Measurement techniques For the purposes of impact assessment, pre-existing sound measurements are generally taken in areas where there is likely to be sensitivity to a change in the ambient sound climate2 caused by the proposed project. How this measurement is done is regulated by a number of standards. In South Africa, the appropriate standard which determines the way in which ambient sound levels must be measured and the equipment to be used is the Code of Practice SANS 10328:2003: Methods for Environmental Noise Impact Assessments. 4.3.2.2 Determining existing conditions The existing noise climate of the Project area was determined by means of a field inspection and a noise measurement survey (Table 4-11). The measurement survey covered the whole of the Project area, focusing specifically on identified noise sensitive/problem areas. Measurements were taken at sixteen monitoring sites in the areas along the railway corridor (refer to Figure 4-3). Both the daytime and night-time conditions were measured. At the same time that each measurement was taken, qualitative data were collected about the prevailing sound levels during the recording and about the ambient noise climate in general. In areas where a short measurement period was not expected to provide results that were representative of the full daily spectrum at the measuring point, calculations were performed, using methods recognized by the SABS, to provide a more useful and representative figure. 2 By ambient sound climate is meant the totally encompassing sound in a given situation at a given time, usually comprising sound from many sources, both near and far. 39 Final Environmentallmpact Report (ElR) • , ~ ~ ">l'~":"" -it "-'.. < .;, "'~~.:'\I. {; ({4) -Measurement Sites • Farm Boundanes • Dams • RivcrsfSlreams • Railway Unes n • Power Stations - Towns Not To Scale • MAjUBA COAl. SUPPLY RA;L'l'iIW L'NE "OIS,l lM?AGT ASSE5S",u;~H NOISE MEASUREMENT SITES Figure 4·3: Ambient sound level location of monitoring sites in the project area. 40 Final Environmental Impact Report (EIR) Table 4·11: Description of ambient sound levels at selected points along the proposed Majuba railway line. Daytime fSite No.· ,L4x:aCion LAeq, Description or Ambient Sound Environment I (dBA) I MMI Km3JO. AI entrance from R II 03 to the access 49,0 Very quiet with sound typical of rural areas. Traffic road to farmhouse on Ptn I Uitgezochl 436·IS. noise from Road 1103 audible but not intrusi ve. At 800m from the proposed railway .Iinc. night the train noise from Richards Bay railway line I audible but not intrusi ve. . :vtM2 Km 3.80. !'Iorth of the main farmhouse on Rem 48,4 Very quiet with sound typical of rural areas. Traffic I of Ptn I Uitgezocht 436-IS. 600m from the noise from Road I 103 not audible at farmhouse. AI proposed railway line. night the train noise from Richards Bay railway line audible but not intrusive. MM3 Km 3.00. 3200m west of the proposed railway 42,8 Very quiet with sound typical of rural areas. line east of the main farmhouse on Ptn 20 of Uitgezocht 436-IS. I :vtM4 KIn 6.2, 1900m east of the proposed Majuba 48,2 Very quiet with sound typical of rural areas. Traffic railway line just west of the main farmbouse on noise from R39 audible but not intrusive. PIn 4 Rietspruit 446·IS. MM5 Km 8.80, 450m east of the Majuba railway line 55,3 Severely degraded by the effects of traffic on the R39. at entrance to driveway to the farmhouse on Ptn Quiet when traffic absent. 4 Uitgezocht 436-IS. MM6 Km 17.6, 200m west of the proposed Majuba 43,7 Very quiet with sound typical of rural areas. railway line at the entrance driveway from RI 106 to the barn complex on Ptn 14 Transvalia 444·IS. MM7 Km 25.89, 20m east of the proposed Majuba 48,2 Very quiet with sound ty!>ical of rural areas. Night· railway line at the entrance to the driveway from time sound levels slightly abnormal due to highly RI 106 to the farmhouse on Ptn 37 Dorpsplaats active frog population after heavy rains of the night 470-IS. before (approx. 8dBA to 10dBA louder than general normal conditions). I MM8 Km 27.0, 40m from the proposed Majuba 46,8 Very quiet with sound typical of rural areas, Night- railway line at he entrance driveway from RII06 time sound levels slightly abnormal due to highly to the farmhouse on RemPtn3 of the farm active frog population after heavy rains of the night Holland 471-IS. before (approx. 8dBA to 10dBA louder than general I normal conditions). MM9 Km 33.2, 300m west of the proposed Majuba 42.5 Very quiet with sound levels typical of rural areas. railway line just east of the farmhouse on Rem I Ptn 25&27 Tweefontein 479·IS. I MMIO Km 34.0, 3300m east of the proposed Majuba 51,8 Very quiet with sound typical of rural areas. Night- railway line just south east of the farmhouse on time sound levels slightly abnormal due to highly Ptn 4 of the farm Zoo Als Hij Lijkd 478·IS. active frog population after heavy rains of the night before (approx. 8dBA to IOdBA louder than general normal conditions). MMII Km 37.6, 950m east of the planned Majuba 51,6 Very quiet with sound typical of rural area~. Daytime railway line alignment line on the access noise level louder than anticipated due to nearby driveway 200m south of the farmhouse on Ptn 4 farming activities. !'light-time sound levels slightly Grabe's Rust 495-IS. abnormal due to highly acti ve frog population after heavy rains of the night before (approx. 8dBA to IOdBA louder than general normal conditions). I MMI2 KIn 39.5, 300m east of the planned Majuba 43.5 Very quiet with sound typical of rural areas. Night- railway line alignment line just east of the time sound levels slightly abnormal due to highly farmhouse on Ptn 3 Grabe's Rust 495·IS. active frog population after heavy rains of the night before (approx. 8dBA to IOdBA louder than general I normal conditions). MMI3 Km 48.8. 450m east of the planned ~tajuba 38,7 Very quiet with sound typical of rural areas. !'Iight railway line alignment line on the access time sound levels slightly abnormal due to highly roadway to the farmhouse on Pt 12 Sterkspruit active frog population after heavy rains of the night 508-IS. before (approx. 8dBA to 10dBA louder than general normal conditions). MMI4 Km 51,0, 750m west of the planned Majuba 45,4 Very quiet with sound typical of rural areas. railway line alignment line on the access roadway to and 100m north of the farmhouse.on I Ptn 6 Platberg 51O-IS. I MM15 Km 50.9, 900m east of the planned Majuba 43,7 Very quiet with sound typical of rural areas. Traffic railway line alignment line just to the north-west noise at night from N I audible but not intrusive. of the farmhouse on Ptn I Brakfontein 529-1S. :vtM16 Km 59.4. 200m west of the planned Majuba 43.6 Slightly degraded by the effects of traffic on the Road railway line alignment line just south of the P97JL Quiet when traffic absent with sound typical of farmhouse on Ptn 54 Koppieskraal 56·HS. rural areas. 41 Final Environmental Impact Report (E1R) 4.3.3 Landscape character and sense of place The project area is situated on the Highveld plateau which is characterised by gently undulating landscape in which rock outcrops are most characteristically found in the lower slope position where material has been stripped by erosion, The project area is predominantly cultivated with the remaining areas being grassland, modified by clusters of alien trees planted by landowners over the years, The Vaal River is the dominant and oldest river system in the project area and is an environment with high visual quality. The proposed railway line runs parallel to the Vaal River from 32,0 km to 36,0 km, Majuba power station dominates the horizon in the southern section of the project area. Three large power lines cross through the northern portion of the project area, but, for the most part, the open landscape is characterised by a patchwork of rural agriculture in gently undulating countryside. 42 Final Environmental Impact Report (EIR) 5. LEGAL REQUIREMENTS The key legal requirements for the construction and operation of the railway line are described below: 5.1 Environmental Protection and Conservation 5.1.1 National Heritage Resources Act (25 of 1999) Department of Arts and Culture. The Act lays down principles for heritage resources management and a system for the identification, assessment and management of heritage resources in South Africa. It provides for the protection of and management of conservation worthy places, areas and objects by heritage authorities, by means of registration and the implementation of certain protections. Section 38 requires that the responsible heritage resources authority be notified in the event of a proposed development including construction of a road, wall, powerline, pipeline, canal, or other similar development or barrier exceeding 200 m in length. An environmental impact assessment report may be required if the responsible heritage resources authority has reason to believe that heritage resources may be affected by such development. 5.1.2 Environment Conservation .Act (Act 73 of 1989) Department of Environmental Affairs and Tourism. Section 31 A of the Act empowers government authorities to prohibit any action which, in their opinion, may cause serious damage to the environment, or to instruct the responsible parties to take any steps that they deem fit to remedy or rectify the situation. The Act also provides for the declaration of conservation areas and protected natural environments. A general environmental management policy was promulgated in terms of Section 2 of this Act under Government Notice 51 of January 1994. Although Section 2 was repealed by the National Environmental Management Act (see below), the policy was not repealed. Amongst other provisions, this policy statement obliges developers undertaking projects which may have a significant impact on the environment to conduct a· 'planned analysis, using the principles of 'Integrated Environmental Management', which are documented in a series of guidelines (Dept. of Environment Affairs, 1992). Sections 19, 19A, 24 and 24A also contain important provisions for the control of waste management. The enforcement of these sections has been delegated to the provinces. This Act also allocates very wide discretionary powers to the Minister of Environmental Affairs and Tourism, the competent authority (provincial government), local authorities and other organs of state to regulate environmental management whenever anyone of them is of the opinion that development may threaten the environment. 5.1.3 White Paper on the Conservation and Sustainable Use of South Africa's Biological Diversity (GN 1095, 28 July 1997) Responds to the United Nations Convention on Biological Diversity. As a Party to the treaty, South Africa is obliged to develop national strategies, plans or programmes, or adapt existing ones, to address the provisions Of the Convention, and to integrate the ·conservation and sustainable use of biodiversity into sectoral and cross sectoral plans, programmes and policies. South Africa's response to this requirement is contained within this document which articulates the country's policy and strategy towards achieving the objectives of the Convention. 43 Final Environmental Impact Report (EIR) 5.1.4 Conservation of Agricultural Resources Act (43 of 1983) Department of Agriculture. Sections 6 and 12 concern inter alia the control of alien weeds and the prevention of soil erosion. The most important features of this legislation are the measures provided for the prevention of soil erosion, the development of soil conservation schemes, the protection of wetlands and associated vegetation, the utilisation and protection of veld, the prevention of the spread of declared weeds and invader plants, and grazing management. This is through the implementation of control measures in terms of Section 6. Full regulations concerning declared weeds and invaders are listed in Government Notice R 1048. It is illegal to have declared weed species or invasive alien vegetation on one's property. The. landowner must immediately take steps to eradicate them by using the methods prescribed in the regulations, namely: • uprooting and burning, or • the application of a suitable chemical weed-killer (herbicide), or • any other method of permanent eradication. Such plants may not be uprooted and dumped or discarded elsewhere where they could re-establish. Landowners not complying with the requirements above may be found guilty of a criminal offence. In terms of these regulations, exotic invader plants need 'only be controlled if they occur on a farm unit and are to the detriment of the agricultural potential of that land. 5.1.5 Mpumalanga Nature Conservation Act (Act 10 of 1998) Mpumalanga Nature Conservation Act, 1998 Regulations (AN 2030 14 December 1983; ON 2 29 January 1999): Mpumalanga Parks Board. The purpose of the Act is to consolidate and amend the laws relating to nature conservation in the Mpumalanga Province, and includes the following relevant provisions: • Wild animals - A wide range of restrictions applicable to game and in particular specially protected game, protected game, ordinary game, protected wild animals and invertebrates with regards to hunting, handling and harmful activities. • Fish - Restrictions related to pollution of water and obstruction of water. • Indigenous plants - Restrictions relating to protected and specially protected plants and the picking, sale, removal or conveyance of these plants. • Endangered and rare species of fauna and flora - Prohibitions related to import and export of endangered or rare species as referred to in Appendices I, II and III of the Convention on International Trade in Endangered Species of Wild Fauna and Flora. • Cave formations - Prohibited acts related to caves or cave formations. • General - Restrictions related to tampering with unique communities (Encephalartos laevifolius). 5.1.6 Endangered and Rare Species of Fauna and Flora (AN 1643 February 1984) Lists endangered species in terms of the Nature Conservation Ordinance, 1983 (Ordinance 12 of 1983). 44 Final Environmental Impact Report (EIRj 5.1.7 Bonn Convention on the Protection of Migratory Species of Wild Animals Department of Environmental Affairs and Tourism. Acknowledges the importance of the conservation of migratory species and the need to take steps to prevent them from becoming endangered. Protected and endangered species are included in appendices to the convention. The convention requires signatories to implement appropriate protective measures. 5.1.8 RAMSAR Convention on Wetlands of International Importance Especially as Waterfowl Habitat Each Contracting Party is required to designate suitable wetlands within its territory for inclusion in a List of Wetlands of International Importance. The parties must furthermore promote the conservation of wetlands and waterfowl by establishing nature reserves in wetlands, whether they are included in the List or not, and provide adequately for their wardening. 5.1.9 Paris Convention for the Protection of the World Cultural and Natural Heritage: Each State Party to this Convention recognizes that the duty of ensuring the identification, protection, conservation, presentation and transmission to future generations of the cultural and natural heritage situated on its territory, belongs primarily to that State. Imposes an obligation on parties to ensure that effective and active measures are taken for the protection, conservation and presentation of the cultural and natural heritage situated on its territory. 5.2 Water use and protection 5.2.1 National Water Act (Act 36 of 1998) Request to Register a Water Use in Mpumalanga (ON. 536, 2 June 2000): Department of Water Affairs and Forestry. Water use is defined broadly and includes taking and storing water, activities which reduce stream flow, waste discharges and disposals, controlled activities, altering a water course and removing water from underground. Unless the water use is a schedule one use (basic human needs), is an existing lawful use or is permitted under general authorisation, it must be licensed. Section 19 includes various requirements to prevent and control water pollution. 5.2.2 Water Act (54 of 1956) Department of Water Affairs and Forestry. Although substantially repealed by the National Water Act, certain regulations under the Water Act are still applicable including requirements for the purification of wastewater or effluent (ON 991 of 18 May 1984). This regulation prescribes standards and limits (general and special standards) for the discharge of effluent to any water resource). 5.3 Environmental Impact Assessment 5.3.1 Environment Conservation Act (73 of 1989) Regulation ON 1182 of 5 September 1997 identifies various activities which may have a substantial detrimental effect on the environment. The construction of railway lines and associated structures are Iisted in Section 1 (d) of the Regulation (ON 1182 of 5 September 1997); Regulation ON 1183 of 5 September 1997 defines the procedures that must be complied with in order to apply for authorization for a project which is listed under Regulation ON 1182. The responsible environmental authority to which the application must be submitted is the provincial Department, except in the following cases: 45 Final Environmental Impact Report (EIR) • where the activIty concerned has direct implications for national environmental policy, or international environmental commitment or relations; • where the proposed project is planned to be undertaken in an area demarcated as an area of national or international importance (such as a national park); • where the Minister (of Environmental Affairs and Tourism) and the provincial authority jointly decide that an application in respect of a specific activity should be considered by the Minister; • where the project proponent is a national government department, the relevant provincial authority or a statutory body (such as the SANRA); or • where the proposed project extends over more than one province None of these conditions apply to the Eskom project and the Mpumalanga Department of Agriculture, Land and Administration, previously the Mpumalanga Department of Agriculture, Conservation and Environment (M-DACE), is the responsible authority. In terms of Regulation Gn 1183, alternatives for any development must be considered. In the process of selecting a preferred alternative, interested and affected parties must be consulted. 5.3.2 National Environmental Management Act (107 of 1998) Department of Environmental Affairs and Tourism. Section 24 requires that the potential impact on the environment, search to economic conditions and a cultural heritage of activities that require authorisation or permission by law and which may significantly affect the environment must be considered, investigated and assessed prior to the implementation. 5.4 Mitigation of Environmental Impacts 5.4.1 National Environmental Management Act (NEMA) (107 of 1998) Department of Environmental Affairs and Tourism. Section 28 places a duty of care on every person who causes, has caused or may cause pollution or degradation of the environment to take reasonable measures to prevent, minimise and rectify such pollution or degradation. Such measures may include the investigation, assessment and evaluation of the impact on the environment; informing and educating employees about the environmental risk of their work and the manner in which the task must be performed to avoid causing significant pollution or degradation of the environment; modifying or controlling any activity ~ausing the pollution or degradations; containing or preventing the movement of pollutants or the cause of degradation; eliminating any source of the pollution or degradation; or remedying the effects of the pollution or degradation. Section 24 (1) of NEMA requires that activities controlled by law (ie: in terms of the Environment Conservation Act) must be assessed in terms of their potential impact on the environment, socio economic conditions and cultural heritage. Section 24(2) enables the Minister of Environmental Affairs and Tourism to make regulations regarding the following: • activities that may not commence without prior authorisation from the Minister or MEC; • geographical areas in which specified activities may not commence without prior authorisation; and/or • the procedure to be followed in investigating, assessing and communicating potential impacts. Minimum procedures for environmental impact assessments are set out in Section 24 (7). In terms of NEMA, it is the legal duty of a proje.;t proponent to consider a project holistically, and to consider the cumulative effect of a variety of impacts. The main purpose of considering cumulative Final Environmental Impact Report (EIR) effects is to avoid narrowing the focus of assessments to individual impacts in isolation, resulting in an evaluation in which the combined effects of the development are understated or ignored. The combined impact must be capable of adequate management. NEMA states that the costs of remedying pollution, environmental degradation and consequent adverse health effects and of preventing, controlling or minimising further pol/uti on, environmental damage or adverse health effects must be paidfor by those responsible for harming the environment. 5.4.2 National Water Act (36 of 1998) Department of Water Affairs and Forestry. Section 19 requires that the owner of land, person in control of land or person who occupies or uses any land in which any activity or processes performed or undertaken which causes or may cause pollution a water resource, must take all reasonable measures to prevent such pollution from occurring, continuing or recurring. Such measures may include modifying or controlling any act or process causing the pollution; complying with any prescribed waste standards or management practice; containing or preventing the movement of pollutant; eliminating any source of the pollution; remedying the effect of the pollution; and remedying the effect of any disturbance to the bed and banks of a water course. 5.5 Health and safety 5.5.1 Environment Conservation Act (73 of 1989) Noise control regulations (GNR 154 of 10 January 1992): Department of Environmental Affairs and Tourism. Schedule 4 of the regulations prohibits "disturbing noise" from any man made source. A disturbing noise is defined as a noise level, which exceeds the ambient, by 7dBA or more, measured over a period of at least ten minutes. 5.6 Air quality management 5.6.1 Atmospheric Pollution Prevention Act (45 of 1965) Department of Environmental Affairs and Tourism. The Act regulates the control of noxious or offensive gasses. A schedule process certificate is required for certain listed processes, which are also listed as identified activities in terms of the EIA regulations. The act also controls the emission of smoke, dust and vehicle emissions. 5.7 Waste management 5.7.1 Environment Conservation Act (73 of 1989) Regulations regarding application for a waste disposal site permit (GN 1196 of 8 July 1994): Department of Water Affairs and Forestry. Section 20 of the Act requires a permit for the operation of any waste disposal site. 5.8 Rehabilitation of Borrow Pits 5.8.1 Mineral and Petroleum Resources Development Act (28 of 2002). Requirements for Mining Authorisations In terms of the Act, borrow pits form part of a mining activity and a mining authorization is required from the Department of Minerals and Energy, the application for which must include an Environmental Management Programme Report (EMPR), submitted to the Provincial Director of 47 Final Environmental Impact Report (EIR) Mineral Development. It will be necessary to include in the EMPR how the borrow pits will be rehabilitated and the rehabilitation funded. 5.9 Permit requirements The following subsection summarizes the permits and authorizations that will be required for the construction of the railway line. Agreements to cross roads and servitudes of other service providers are not included here. 5.9.1 General environmental approval Authorization required under regulations 1182 & 1183 of the Environment Conservation Act (73 of 1989) to proceed with listed activities that have a potentially detrimental effect on the environment. Submission of an ElA is required. In the present case, authorization would be considered by the Mpumalanga Department of Agriculture, Land and Administration, previously the Mpumalanga Department of Agriculture, Conservation and Environment (M-DACE), 5.9.2 River and Stream Crossings Any alteration of a stream or river (i.e. alteration of the bed or banks of a river course) requires a permit from the Department of Water Affairs and Forestry (DW AF) in terms of Sections 21! 36, 40 and 41 of the National Water Act (36 of 1998). The environmental effects of such activities must be considered within the ElA process. 5.9.3 Disturbance of River Bank Vegetation Permission is required from the Department of Agriculture for the removal of riverbank vegetation and disturbance of the riverbank itself under the Conservation of Agricultural Resources Act (43 of 1983). All disturbances have to be appropriately rehabilitated. It should be noted that pollution of the river water (silt-laden run-off, oil from machines, etc.) is a contravention of the National Water Act (No 36 of 1998). 5.9.4 Abstraction of Water A permit is required from the Minister of Water Affairs and Forestry for the abstraction of water from a public stream. If water is to be abstracted from a water resource of which the rights of use belong to the private landowners, it will be necessary to establish whether their water use rights are still valid in terms of the provisions of the National Water Act, negotiate with the relevant landowners and then to obtain a permit from DWAF in terms of Sections 21, 40 and 41 of the National Water Act (No 36 of 1998). 5.9.5 Borrow Pits, Quarries and Sand Pits In terms of the Mineral and Petroleum Resources Development Act (Act 28 of 2002), the project proponent will be required to apply for a mining authorisation where new borrow pits are required for railway line construction materials. The developer will be required to undertake all of the rehabilitation measures prescribed in Chapter VI. In addition, an Environmental Management Programme Report (EMPR) will be required, which will detail potential environmental impacts associated with the borrow pit, as well as rehabilitation measures which will be implemented once excavation is complete. 5.9.6 Protected Plants In terms of the National Forests Act (No 84 of 1998) and Government Notice 1339 of 6 August 1976 {promulgated under the Forest Act (No 122 of 1984) for protected tree species), the removal, 48 Final Environmental Impact Report (EIR) relocation or pruning of any protected plants as a result of railway line construction will require a permit. Protected indigenous plants in general are controlled under the relevant provincial Ordinances or Acts dealing with nature conservation. 5.9.6 Waste Disposal Domestic and other wastes generated during the construction of the railway line may only be disposed of to appropriately licensed (in terms of Section 20 of the Environment Conservation Act, 73 of 1989) sites. Cognisance must also be taken of the relevant provincial legislation in this regard. It should also be noted that all controlling authority and regulations pertaining to litter in terms of the Environment Conservation Act (sections 19, 19A and 24A), have been delegated to the provinces. 5.9.7 Graves and Archaeological Sites Before any grave or archaeological site is damaged or destroyed by construction of the railway line, a permit must be obtained from the South African Heritage Resources Agency (Section 38.1 of the National Heritage Resources Act. 5.9.8 Public Health Soak-aways, french drains and other similar types of sewage effluent and human waste disposal facilities may require approval by the nearest local authority in terms of their by-laws and relevant provincial standard by-laws. These facilities do not fall under the provisions of the National Water Act. 49 Final Environmental Impact Report (EIR) 6. PUBLIC PARTICIPATION DURING THE EIA Public participation is a cornerstone of any EIA. The principles of the National Environmental Management Act (NEMA) govern many aspects of EIAs, including public participation. These include provision of sufficient and transparent information on an ongoing basis to I&APs to allow them to comment, and ensuring the participation of previously disadvantaged people, women and the youth. Appendix 3 provides a chronological list of public participation activities to date, discussed further below. Most documents for public comment were available in both English and Afrikaans. 6.1 Objectives of public participation during the EIA process The objectives of the public participation process were to provide sufficient and accessible information to I&APs in an objective manner to assist them to: During the Scoping Phase: • Raise issues of concern and suggestions for enhanced benefits and alternatives • Verify that their issues have been captured • Contribute local knowledge. During the Impact Assessment Phase: • Verify that their issues have been considered by the specialist and technical investigations • Comment on the findings of the EIA. 6.2 Public participation during the Scoping phase of the EIA Public participation during the Scoping Phase of the Majuba coal supply EIA was undertaken jointly with that for the Tutuka coal supply EIA. For this reason, public participation activities that were applicable to both EIAs are reflected in this section. This includes reference to some meetings convened in the Tutuka coal supply EIA project area, since some I&APs from the Majuba coal supply EIA project area attended those meetings too. 6.2.1 Interested and Affected Parties Identification of potentially affected landowners took place by way of title deed searches, contact with Agri Mpumalanga and Ermelo District Agricultural Unions, and the Transvaal Agricultural Union. Interested and affected parties networking and referral and newspaper advertisements assisted in identification of further I&APs. The following sectors of society have been afforded the opportunity to comment (the full I&APs distribution list, currently consisting of over 650 entries, is available from the public participation office): • National, provincial and local government • Agriculture, including local land owners and land claimants • National and local media • Industry and mining • Transport • Business and commerce • Environmental bodies, both as authorities and NGOs • Labour unions so Final Environmental Impact Report (EIR) • Community representatives, CBOs, development bodies • Water organisations (members of Irrigation Boards and Water Forums). 6.2.2 Announcing the opportunity to contribute The opportunity for I&APs to participate in the EIA was announced as follows: • Copies of a Background Information Document (BID), in both English and Afrikaans, were personalty distributed to interested and affected parties in the project area, accompanied by a letter addressed to individuals and organisations personally. The BID was accompanied by an A3 map which indicated proposed route alternatives. • Copies of the BID were also left with interested and affected partieslIandowners for further distribution to their colleagues, friends and neighbours. • Advertisements in the following newspapers: Die Beeld (30104/2003); Ridge Times (29/0412003); Standerton Advertiser (2/05/2003); Highveld Herald (210512003). As I&APs responded to these advertisements, they were added to the mailing list and sent letters of invitation and BIDs. The advertisements also provided possibly affected landowners in the area the opportunity to contact the Public Participation Office to verify whether their properties may be affected or not. As new route alternatives became known, local landowners were personally contacted and provided with copies of the BID and additional information and maps outlining the additional alternatives. Due to changes in route alternatives and local route alignments over time, not all landowners participated initially in the scoping process of the EIA. As new alternatives and local route alignments became known, the EIA team contacted such landowners individually firstly to ensure that no issues had been overlooked, and secondly to determine the environmental sensitivity of their land and property. 6.2.3 Focus Group Briefings At the start of the EIA scoping process, briefings were given to groups of I&APs such as local landowners, agricultural organisations, local mining and industry. Landowners were met with personally, mostly on their farms. The purpose of these briefings was to: • Introduce members of the public participation team to I&APs • Clarify the statutory need for public participation in environmental impact assessments in terms of South Africa's most recent legislation (copies of documents such as the User Guide to the NEMA, Your environmental rights and the EIA Guidelines were left with interested and affected parties) • Explain the proposed project and the feasibility studies to date • Obtain their issues of concern and suggestions, and encourage further involvement. Table 6-1 lists the briefing meetings that have taken place up to the time of finalising the Final Scoping Report in December 2003. 51 Final Environmental Impact Report (EIR) Table 6·1: Briefing meetings with I&APs in regard to the Majuba EIA, up to December 2003. DateJVenue , Stakeboldermet witb Early March to early June Meetings with individual landowners along all the various proposed route 2003 alternatives at the time · Wednesday, 14 May 2003, Introductory meeting with Chairpersons of the Transvaal Agricultural · Nooitgedacht Agricultural Union, Agri SA and Farmers Unions regarding the Ermelo-Majuba route College, near Ermelo alternatives Wednesday, 14 May 2003, i Meeting with landowners regarding the Ermelo-Majuba route alternatives Ermelo Show Grounds Meeting of EIA specialists with Dr Gawie du Toit. soil scientist previously : Wednesday. 21 May 2003, with the Nooitgedacht Agricultural Research Station, to discuss soils Ermelo suitable for prime agricultural land on the Ermelo-Majuba route alternatives I Thursday. 29 May 2003, Meeting with Mpumalanga Department of Agriculture, Conservation and · Golder Associates Africa, Environment to clarify concepts of the EIA i Midrand Saturday, 7 June 2003, Meeting with landowners regarding the Tutuka-Majuba route alternatives Standerton I 7 & 8 August 2003 Meeting with landowners along the Ermelo-Majuba rail route Meeting with legal representative of the Ermelo District Agricultural Union · 8 August 2003 and landowners along the Ermelo-Majuba rail route Meeting with Ermelo District Agricultural Union and concerned 29 August 2003 landowners. Individual meetings with landowners along the Ermelo-Majuba rail route to NovemberlDecember 2003 discuss refinement of route alternatives. 6.2.4 Raising issues for investigation by EIA speCialists I&APs had the opportunity to raise issues either in writing, by telephone, fax or email, during focus group briefings or meetings with groups of landowners. Contributions received from I&APs were acknowledged in writing. Over 220 comments have been received from I&APs on the various route alternatives investigated for coal supply to the Majuba power station. An Issues and Response Report was appended to the Final Scoping Report as a record of all issues raised prior to publication of the Draft Scoping Report in July 2003, while all issues raised after publication of the Draft Scoping Report were captured in a separate Issues Report and appended to the Final Scoping Report. Each of the groups of issues was divided into issues relevant to the EIA and issues no longer relevant to the EIA, since various route alternatives investigated during the Scoping Phase were no longer being pursued and thus were not be taken forward into the Impact Assessment phase of the ELA. 6.2.5 Review of the Draft Scoping Report and Draft Issues and Response Report In accordance .with the EIA Guidelines, I&APs were provided opportunity to comment on the Draft Scoping Report. The objectives of the Draft Scoping Report and Issues and Response Report were as follows: • To provide I&APs with additional information on the proposed project, including information on various route alternatives • To list all issues raised by I&APs • For I&APs to indicate whether all their issues of concern and suggestions were considered, and to raise additional issues. 52 Final Environmental Impact Report (EIR) The opportunity to comment on the Draft Scoping Report and to attend four open houses was announced as follows: • In the initial Background Information Document distributed in March 2003 • By way of a letter in May 2003 to more than 480 individuals and organisations on the mailing list at the time, including the print and broadcast media, with a reply sheet to request their own copies of the report • All initial contact and meetings with I&APs • Telephone calls in late May/early June to local authorities, ward councillors and other stakeholder organisations along the proposed routes. • Advertisements in the Die Beeld (20/06/2003), Ridge Times (20/06/2003), Standerton Advertiser (20/06/2003), and Highveld Herald (20/0612003). As I&APs responded to these advertisements, they were added to the mailing list and sent copies of the Draft Scoping Report and Issues and Response Report, and information about the open houses. Distribution of the Draft Scoping Report and Issues and Response Report took place as follows: • Left in the following public places: Ermelo Public Library Secunda Public Library Standerton Public Library eMbalenhle Public Library Trichardt Public Library Bethal Public Library Volksrust Public Library Amersfoort Public Library GolderAssociates Africa, Pretoria Golder Associates Africa, Midrand. • Mailed to all key I&APs e.g. the authorities, local landowners • Mailed to everyone that requested their own copies in response to the letter distributed in May • Distributed electronically to those that requested electronic copies • Delivered by courier service to all affected landowners along the various routes. Public review of the Draft Scoping Report was by the following methods: • Written comment, including e-mail - a comment sheet asking I&APs to respond to particular questions accompanied the Draft Scoping Report; further written submissions were encouraged • Verbal comment during briefing sessions • Verbal comment during four open houses where the contents of the Draft Scoping Report were presented. These open houses were held as shown in Table 6-2. Table 6-2: Open houses convened to present and receive comment on the Draft Scoping Report, July 2003. Town Date Venue I' Duration Secunda Tuesday, 8 July 2003 Secunda Town Hall 09:00 - 18:00 Standerton Wednesday, 9 July 2003 Standerton Town Hall 09:00 - 18:00 Ermelo Thursday, 10 July 2003 • Ermelo Town Hall 09:00 18:00 Amersfoort Monday, 14 July 2003 Majuba Power Station, Amersfoort 14:00 - 18:00 53 Final Environmental Impact Report (EIR) Of note is that the Amersfoort Open House was held at the request of landowners. They requested that an open house also be held in an area convenient to those south of the Vaal River and east of Standerton. Golder Associates Africa complied with this request. The four open houses were held in the middle of the public review period, which allowed I&APs a further week after the open houses to contribute additional comment after having had the proposed project and its potential impacts explained first-hand at the open houses. 6.2.6 Landowner consultation In regard to route alternative and local route alignment In addition to other briefings and meetings described in this report, consultation with landowners took place on a personal basis as far as possible. During open houses and other meetings with landowners, members of the ElA team, or Eskom's engineers, worked directly with landowners, discussing routes or local route alignments by way of I: 10 000 scale maps and/or orthopotas. This process has been iterative, with Eskom's financial feasibility and engineering planning being informed by environmental technical investigations and landowner comment and suggestions. This caused numerous changes to route alternatives and local route alignments over time, resulting in a challenging process for all concerned. A particular challenge for the Majuba ElA was that the base case route was pegged by Eskom's engineers based on topography as a first starting point from which to optimise route alignments. This resulted in pegs indicating an initial route impacting for example on faf"1 dams, croplands, farm infrastructure etc, and caused considerable concern among landowners.vertheless, landowners continued to work with members of the ElA team, and attended meetiugs with Eskom and its engineers, to resolve issues, and contributed local knowledge and cor, erns in the process to optimise routes and to contribute suggestions for local route alignments. Thus the route alignment on which the ElA specialist studies have been based has been revised from the original pegged base route in order to take landowner concerns into account as far as possible. Many positive comments on the public participation process were received, in particular on the four open houses that were held in July 2003. I&APs found these informative and appreciated the opportunity to view detailed maps at their leisure, and to have one-on-one or small group discussions with members of the Eskom project team and theElA specialists. Several requested that this format be repeated once the findings of the ElA are available for comment. Members of the Eskom project team and ElA consultants also found the individual interaction with landowners very useful, and appreciated the local knowledge and suggestions that were put forward by them. Several landowners and their organisations requested additional meetings either as individuals or as groups of landowners, for example to. make suggestions for local route alignments, or to discuss regional alternatives and the rationale for the propased project. The ElA consultants complied with everyone of these requests, including some at short notice. Appendix 3 to this document consists of a chronological Jist of public participation activities that detail all such meetings. In a few cases, landowners or their organisations requested that no consultation with individual landowners takes place, but that all consultation takes place in groups. One organisation felt that meeting with landowners individually is a method of dividing them. The ElA consultants gave landowners assurance that none of the public participation methodologies were being used to divide landowners. Rather, in line with international good-practice, the consultants made use of a wide range of opportunities for I&APs to comment, for example, meeting with every potentially affected landowner individually on hisfher farm. This was not intended to divide landowners, but to give individuals personal opportunity to voice their concerns and make suggestions that they may not wish to make in a group format. Additionally, in many cases, small groups of landowners specifically 54 Final Environmental Impact Report (EIR) requested meetings. In other cases, landowners or their organisations arranged large meetings of up to 80 participants, which the EIA consultants also attended. These various meetings are listed in Appendix 3 to this document. In addition, I&APs had opportunity to submit written comment either as individuals or groups, and many dozens did so. 6.2.7 Consultation with farm labourers Apart from consultation with labour unions and community-based organisations, the EIA consultants have at various times urged landowners to involve their labourers and to afford them opportunity to attend meetings. Many land owners have indeed indicated that their labourers are aware of the proposed project and the EIA consultants urged especially those land owners whose labour housing may have to be relocated to ensure that their labourers are aware of this possibility as well as of Eskom's compensation policy. 6.2.8 Servitude negotiations Negotiations with landowners for servitudes for the proposed railway line did not form part of public participation for the EIA. Servitude discussions took or will take place between Eskom and landowners directly, outside of the EIA process. 6.2.9 Capacity-building Efforts were made to assist I&APs in understanding the complexities of the proposed project and legislation underpinning environmental management throl,lghout the process, for example: • Verbal interaction with I&APs took place in the language of their choice and I&APs that indicated that they found the information too technical were telephoned or e-mailed and the relevant information explained • Briefing meetings were offered to I&APs in addition to the open houses • Concepts were illustrated visually in the BID, the Draft Scoping Report and at the open houses • Small-group briefings were held in local languages at the open houses • There was opportunity for one-on-one interaction with members of the Eskom project teams and the EIA consultants at the open houses • Translation was provided during the open houses, as required. In addition, several hundred copies of the following informative materials were provided to I&APs during the open houses: • User's Guide to the National Environmental Management Act (NEMA) • Principles of the National Environmental Management Act (simplified version) • Your Environmental Rights information booklet • . The EIA Regulations 1998-DEAT • Working towards a clean and healthy community - information booklet • Waste Management and the Minimum Requirements by the DWAF information booklet • Source book for students on air pollution topics: Part 1 - 4, including information on the human health effects of air emissions • National Water Act News - Catchment Management Agencies and Water User Associations and others • Other informative take-home materials. 55 Final Environmental Impact Report (EfR) 6.2.10 Final Scoping Report and Issues and Response Report The Final Scoping Report was prepared in November/December 2003. It was updated with additional issues raised by I&APs and new information generated as a result. It was submitted to the Mpumalanga Department of Agriculture, Conservation and Environment (M-DACE) for approval. l&i\1's were informed by letter that the Final Scoping Report had been subrrritted to the authorities, and those interested in receiving the Final Scoping Report were welcome to request a copy from the public participation office. In addition, the report (Afrikaans version) was hand-delivered to land owners in December and January 2004. 6.3 Public participation during the Impact Assessment Phase Public participation during the impact assessment phase of the EIA revolved mainly around a review of the draft findings of the EIA. The objective was for I&APs to verify that the issues they have raised during the Scoping Phase were considered in the specialist investigations, and to comment on the findings of the EIA. The draft findings were presented in a Draft Environmental Impact Report (EIR), and the volume of Specialist Studies. Initially, the comment period was indicated to be from 31 May to 21 June 2004 but since delivery of the documents was up to three days late in some cases, the comment period was extended to Wednesday 30 June 2004. This was communicated by way of letters and faxes to all stakeholders on the database 6.3.1 Announcement of opportunity to comment The opportunity to comment on the draft findings was announced as follows: • Personalised letters to more than 650 I&i\Ps on the distribution list • Advertisements in the Standerton Advertiser, Ridge Times and Highveld Herald' • Telephone calls in early May to local authorities, ward councillors and other stakeholder organisations along the proposed routes, 6.3.2 Distribution of draft findings The Draft EIR and the volume of specialist studies were left in the following public places: • Ermelo Public Library • Secunda Public Library • Standerton Public Library • eMbalenhle Public Library • Trichardt Public Library • Bethal Public Library • Volksrust Public Library • Amersfoort Public Library • Golder Associates Africa, Pretoria • Golder Associates Africa, Midrand, In addition, the Draft EIR was mailed or personally delivered to several key I&APs e.g. the authorities, local landowners and others, and was available upon request from the public participation office. A total of 200 copies of the Draft EIR were distributed (English as well as Afrikaans versions), and a total of 28 copies of the Volume 2, Specialist Studies. 56 Final Environmental Impact Report (EIR) 6.3.3 Methods of public review Public review of the Draft EIR was by the following methods: • Written comment, including email - a comment sheet requesting I&APs to respond to particular questions accompanies the report; further written submissions are encouraged • Verbal comment during meetings with individual land owners • Verbal comment during two public meetings/open houses (see below). 6.3.4 Public meetings/open houses Two public meetings/open houses where the contents of the Draft EIR were presented were held, i.e. at the Ermelo Service Centre for the Aged in Ermelo from 08hOO to 13hOO, and at the NG Church Hall in Amersfoort from 15h30 to 20hOO, on Tuesday, 8 June 2004. The draft findings were presented verbally and visually. I&APs were welcome to use the language of their choice during discussion sessions, and were responded to in that language, and were ericouraged to view the displays during the open house component of the public meetings. Briefings for I&APs were also conducted in their preferred languages before the meeting, during tea, lunch and after the meeting. In addition, EIA specialists were available during and after the meetings for more technical one-on-one discussions with I&APs. 6.3.5 Final Environmental Impact Report After the public review period, the Draft EIR and Specialist Reports were updated with comments received from I&APs and the authorities. Thereafter, the reports were submitted to the lead authority. the Mpumalanga Department of Agriculture, Land and Administration. previously the Mpumalanga Department of Agriculture. Conservation and Environment for a Record of Decision (RoD). 6.3.6 Record of Decision and Opportunity to Appeal The authority Record of Decision will be announced in the media and by way of letters addressed personally to all I&APs on the database. The EIA Regulations make provision for the opportunity to appeal the RoD. Normally. 30 days are allowed for appeals. I&APs will be informed in writing of the exact details and timing. 57 Final Environmental Impact Report (EIR) 7. IMPACT ASSESSMENT 7.1 Approach to the ranking of impacts The criteria described in Table 7-1 have been used to evaluate the significance of impacts (terminology as per the DEAT Guideline Document on EIA Regulations, April 1998). The criteria are defined as follows: (i). Spatial Scale: Site specific (restricted to the site) Local (the site and surrounds), Regional (Surrounding districts). (ii). Duration: Short-term (up to 1 year), medium-term (1 year to 2 years), long-ternl (life cycle of the project i.e. 40 years) or permanent. (iii). Intensity: The effects of the impact will be quantified as low, medium-low, medium-high or high, and the rationale for this is discussed in the written evaluation of the impact. (iv). Probability of occurrence: Improbable (unlikely), probable, highly probable or definite (certain). (v). Significance without and with mitigation: Based on a synthesis of the information contained in (i) to (iv) above, and taking mitigation measures into account, an evaluation of the significance of the impact is undertaken in terms of the following significance criteria: • No significance - requires no further investigation and no mitigation or management; • Low Significance - an impact which has little importance and is not sufficient to warrant further reduction if this involves unreasonable cost. • Medium Significance - an impact which should be mitigated, if possible, to reduce it to acceptable levels; • High significance - an impact which requires extensive mitigation and management to reduce impacts to acceptable levels. Negative impacts with high significance that cannot be mitigated would typically be a cause of key concern in the decision-making process. Table 7-1: Criteria used in the evaluation of impacts. ,'", ",,' ,'. , " " CRlTERI~ /' ,', SIGNIFICANCE ,> Spatial Scale Site specific Local Regional National Duration Short Term Medium Term Long Term Permanent ~nsity Low Medium Low Medium High High ! Cumulative effects None Low Medium High I Probability of occurrence Improbable Possible Highly Probable Definite Medium Low Significance without mitigation Low Medium High High I Significance with mitigation Low Medium Low Medium High High 58 Final Environmental Impact Report (EIR) 7.2 Construction impacts Construction activities are likely to take place at different locations at the same time. 7.2.1 Impacts on hydrodynamics 7.2. 1. 1 Method ofAssessment All wetlands along the proposed railway line route were identified using available colour aerial photography and orthophotos. While a few of the wetlands were probably masked by cultivation, the use of the aerial photography provided a sound basis for the identification of wetlands and wetland types along the route. Specific wetlands which were considered to be at greater risk as a result of the railway were visited in the field. A field assessment of sections of the Richards Bay export coal line (hereafter referred to as the 'export coal line) was undertaken in order to investigate the actual impact of an existing railway on wetland systems, in a similar environment to the proposed Ermelo-Majuba line. The design of the export coal line was in accordance with Transnet's standard design criteria for heavy haul and the bridges, culvert spacings and culvert dimensions are likely to be similar to those that are proposed for the Ermelo Maj uba line. The impact of the Richards Bay line was therefore considered to be a good parallel to that which may be expected on the Ermelo-Majuba line. Observations of impacts caused by the export coal line are presented in Box 7-1. 7.2. 1.2 Classification of impacts Activities associated with the construction of the railway line will result in a range of direct impacts, such as the loss of wetland habitats and wetland species that are on the direct path of the route. More importantly, the hydrological systems that are impacted may extend for significant distances beyond the edge of the railway servitude as a result of the hydrological barrier that the railway line creates and the consequences of the channelling of water in the landscape. From experience and from observation of the hydrological impacts of the export coal line, the following impacts are possible as a result of the construction of the Ermelo-Majuba line: In areas where the railway line is in fill: • Increased risk of erosion at discharge of culverts due to concentration of flows in both unchannelled and channelled valley bottom wetlands • Reduction in extent of valley bottom wetlands downstream of crossings due to interception and concentration of both surface and subsurface flows • Increased risk of erosion on approach and departure slopes to valley bottom wetlands and rivers where there are shallow and/or duplex soils • Potential to concentrate flows on the upslope side of fills when crossing contours obliquely, with drying out on downstream side (Fills on hill slope seeps are unlikely to have any significant effect on hydrology unless the surface and subsurface material is excavated below the fill and replaced with less permeable material). In areas where the railway line is in cut: • Exposure of plinthic catenae to erosion resulting in increased sediment transport to streams • Interception of lateral perched and other ground water flows with potential to cause localised down slope drying and subsequent resource degradation. 59 Final Environmental Impact Report (EIR) Box 7-1: Observations of hydrological impacts along the export coal line. Erosion There was some evidence of erosion taking place where the export coal line crosses plinthic catenae (Photograph 7-1). The presence of a plinthic layer with evidence of gleying and mottling is typically used as a wetland indicator. There was also some evidence of downstream erosion below culvert discharges. (Photograph 7-2) where the railway line crosses duplex soils. Photograph 7-1: Erosion of the soft plinthic Photograph 7·2: Erosion gulley on the side slopes layer where the export coal line cuts through a of the Kromdraailoop in duplex soils (Kroonstad typical section of the Vryheid Formation. Form). Flow modification . The introduction of a railway fill embankment into a valley bottom has the potential to negatively impact on wetlands through flow modification. Besides the changes noted in the vegetation and the presence of a small scour pool at a wetland crossed by the export coal line, the imposition of the fill across the wetland did not appear to have had any major effect on the side slope seeps with the exception of possible increase in flow along the toe of the fill. If, however, the line were to intercept the contours of a hill slope seep obliquely, in cut, it is likely that the fill would deflect the water on the upslope side, channelling it into the valley bottom along the • • upslope toe of the railway fill. The degree to which this would impact the down slope area would be determined by the depth of the plinthic horizon as well as the area of the position of the crossing in relation to the upslope and down slope catchment areas. 7.2.1.3 Hydrological impacts of the Ermelo-Majuba line The route alignment of the proposed Ermelo-Maj uba rail way line crosses 55 wetlands (including many small streams and the Vaal River). As most of these systems occupy low-lying areas in the landscape (valley bottom wetlands\ they will be· impacted by the railway fill embankments. The implications of J Refer to Section 4.2.2 for the classification of wetlands in the project area. 60 Final Environmental Impact Report (EIR) this activity are that drainage, both surface and perched, will be intercepted where the line crosses these drainage lines. Provision has been made in the preliminary design to construct bridges across the large streams and rivers and observations on other railway line crossings of wetlands indicate that culverts will be provided for the smaller drainage lines. The significance of the impact of the railway line on these valley bottom systems is therefore considered to be low, subject to the correct placement and capacity of culverts and sufficient span in the case of the bridges. In addition to these easily recognisable drainage lines in the valleys, the Ermelo-Majuba route intersects seeps on hill slopes. These occur as a result of geological structures that control and confine rainfall within meters of the surface. In areas where these confining layers, known as 'aquicludes', approach the surface, the water is expressed as seeps. The cuts impact on the seeps. In most cases along the proposed route, the catchments that are isolated by the cuts are relatively small, and the impact of truncating the subsurface flows on the down slope of the railway line, and the consequent reduction of flows, is not regarded as having a significant impact of the moisture regime of the down slope landscape. There is considered to be sufficient area to permit the re-establishment of these perc~ed flows to maintain the landscape processes. There are two specific areas of concern in respect of the impact of the line on wetlands and their hydrological processes: (i) There is a risk of erosion, as a result of the hydrological/soil interaction between many of the perched aquifers and associated hill slope seeps which are associated with plinthic catenae. Where these plinthic catenae are exposed in cuts they tend to erode and do not rehabilitate without intervention. This has been illustrated in Photograph 7-1. The eroded sediments will be transported down slope and introduced, together with the intercepted drainage, into the nearest stream. (ii) There is one exception to the general conclusion that the railway line will have limited impact on wetland systems along the route. This occurs between km 7 and 9, along the Rietspruit, where the line intersects the aquiclude at a low position in the landscape. This precludes the opportunity for local recharge to buffer the effects of the truncated water supply. The seep zone situated between km 7 and 9 is also influenced by a dolerite intrusion and it is likely that this feature is forcing water from deeper levels to the surface. As a result, the impact of a railway cutting in this area'would have a more significant impact than that predicted for other seep areas, with an increased risk of progressive desiccation of the down slope section and consequent implications for vegetation, erosion and future land use. The position of the railway line in this section of the route is presented in Photograph 7-3. The significance of impact on this wetland system is considered to be high. With the exception of the hillslope seep associated with the Rietspruit, and the erosion risk associated with plinthic catenae, and provided that the objectives of the proposed mitigation measures described below are achieved, there db not appear to be any long term impacts that will reduce the value and function of the wetlands along the route. In the case of the Rietspruit hillslope seeps, on the farm Uitgezocht 436 IS, it is recommended that a realignment of the route be considered in the event that a technical solution along the revised base route is not proved to be feasible during the detailed design phase of the project. 61 Final Environmental Impact Report (EIR) Photograph 7·3: Location of the railway line in relation to the hillslope seeps a Hi the Rietspruit. Mitigation measures for impacts on hvdrodynamics4 (i) Prepare a Design and Construction Environmental Management Plan, which includes detailed recommendations f. r the management and mitigation of hydrological impacts that could be caused by the conSlI uction of the railway line. The hydrological aspects of the EMP are to be prepared by a qualified independent hydrologist. (ij) Ensure that the detailed design of the railway line makes provision for continuity of flow through the broad cross sections of the channelled and unchannelled valley bottom wetlands. (The maintenance of flow paths will reduce the risks of erosion associated with single culverts positioned at the lowest points of the channelled and unchannelled valley bottom wetlands). (iii) Investigate means to protect the plinthic layers exposed by construction from erosion, as vegetation does not readily establish on these soils. Include the proposed mitigation in the Construction EMP. (iv) Maintain the hydrological continuity of the hillslope seeps between km 7 and 9 by altering the vertical alignment of the railway line from cut to a fill cross-section. In the event that this 'In this section, the responsibility for mitigation rests with Eskom. its contractors and consultants unless otherwise specified. 62 Final Environmental Impact Report (EIR) cannot be achieved in the detailed design, or can only be partially achieved, then re-evaluate the effectiveness of the proposals and, if ineffective, consider item (v) below as an alternative means of managing the impact. (v) In the event that mitigation of hydrological impacts cannot be achieved on the basis of the design changes recommended in (iv) above, then investigate route Alternative BO) in detail with a view to realigning the railway line out of the Rietspruit hill slope seeps between km 7 and km 9 (Figure 7-1). If necessary, consider modifications to B (l) to optimise the alignment in respect of ecological, social, technical and financial criteria. (vi) Verify that the detailed design of the railway line makes provision for culvert spacings that have sufficient capacity, particularly in the areas where soil erosion hazard is higher and where sheet and shallow subsurface flow occurs. In places where sheet and subsurface flow is likely to be interrupted. consider a series of small culverts placed approximately 50 m apart. Also consider the use of reno mattresses and gabions to reinforce stream channels and embankments, where scour is likely, or the use of mechanical energy breakers and stilling basins that are designed to dissipate the energy and to decrease the turbulence of the water exiting the culverts. A further alternative is to consider increasing the frequency of culverts (thereby decreasing the flow velocity through the channel) in critical erosion-prone areas. (vii) Investigate the options for minimizing the risk of erosion that could be caused by provision of an overpass on the Farm Tweefontein 479 IS. The overpass is proposed near the Vaal River and continued stock traffic across the railway to the springs, which are presently used as a water source on this farm, may significantly increase the risks of erosion in this erosion sensitive environment. (viii) Ensure that the areas immediately downstream of the aprons to the railway culverts are properly rehabilitated. (ix) Review the detailed design of the Vaal River bridge with specific reference to the reduction of potential for scouring around the piers, reinforcing of the embankments to prevent erosion and prevention of backwaters by decreasing resistance to flow. Impact significance rating iImpact on Hydro-dynamics IArea lScale Duration Intensity Probability IDirection Significance l Project Area Local Permanent Medium Highly probable I·ve Medium (Low) I ~ve _ negative; +ve;;;;; positive (Brackets) =[mpact with mitigation if thi~ changes the significance r-NO shading in sigmficance column- Negative Impact Shading in Significance column- Positive or Neutrallmpacl 63 Final Environmental Impact Report (EIR) ,I J -" " j ./ , , " , ~: .. _...... € f " .. ,( ", ( • •• ,.f " / ." .~. f '" r • ("J(j>l'''lIr . ,.." ./ '\ kiumdrad I !', ~"'J~ .~i ",., KFiO.MDHt\l.... \, legend - Ennelo Majuba base alignment Alternative B1 Alternative B2 Alternative D --.... , , Alternative E 2,000 Meters' .'.' . II I I /1 29"S4'2t'1"e J<'igure 7-1: Proposed route change (Alternative BIB1) to avoid the Rietspruit hill slope seeps between km7 and km 9. Final Environmental Impact Report (EIRJ 7.2.2 Impacts on water quality 7.2.2. 1 Impacts of wetland loss Wetlands regulate water quality in the landscape. They control runoff, increase the perennial flows in streams, reduce sediment in the water column and purify organically and other polluted water. Damage to the hydro-dynamics of wetland systems causes a loss of these important functions. Since the impact on wetland functioning that will be caused by the railway line is considered to be small, subject to the mitigation described in Section 6.1.1 above, the impact on water quality is likely to be insignificant. 7.2.2.2 Impacts of construction - generated pollution Railway construction involves large civil construction teams using heavy earthmoving machinery. A typical team uses, among other heavy equipment, bulldozers, graders, excavators, water tenders, dump trucks, drilling plant for blasting, front-end loaders, excavators, compactors, pile drivers and mobile cranes and specialised track-mounted track laying machines. Hazardous materials and construction equipment will be stored at site camps and u~~d on site. In addition, campsites may accommodate construction workers, in which case solid and liquid effluents would be produced, induding sewage, domestic solid waste and both inert and hazardous industrial solid waste. Table 7-2 summarises the typical wastes and hazardous materials that may pose an environmental threat at large civil construction sites. The nature of the threat and how it is managed is described in Table 7-1. Petrol, oil and lubricant spills are the main concern with respect of water pollution during construction together with organic pollution caused by inadequately managed facilities at site camps and at the work sites. The control of small hydrocarbon spills is mainly a question of management. Large spills are rare but could result if for example a petrol bowser was damaged and the contents discharged directly into a watercourse. The consequences of this could be significant but the probability is extremely low. Photograph 7·4: Pump operating on a river bank without spill·absorbent material beneath . it. 65 Final Environmental Impact Report (EJR) While all rivers are sensitive to pollution, none of the streams affected by construction of the railway have unusual sensitivity in respect of pollutants. No threatened aquatic species have been recorded and it may be expected, with responsible environmental management, that recovery from construction generated sediment and other pollution will be rapid and that no measurable impacts will extend beyond the short term. Table 7-2: Materials used and waste produced during the construction of a railway line, potential consequences and mitigation measures. Diesel, hydraulic Damage to storage Surface and (a) Minimize on-site storage of fluid and lubricants tanks. groundwater pollution. petroleum products; Spills during filling (b) Bund storage tanks to 120% of Failure of hydraulic Fire in the case of a capacity; hoses large storage tank (c) Ensure proper maintenance Small equipment leaks failure procedures in place for vehicles and equipment. (d) Servicing of vehicles to be in designated areas with appropriate spill management procedures in place; (e) Ensure measures to contain spills readily available on site (spill kits). Site camp domestic : Poor camp Water pollution. (a) Deposit solid waste in . waste (kitchens, management Surface pollution and containers and dispose at showers) . littering municipal waste disposal sites regularly (b) Dispose of liquid waste (grey water) with sewerage. Site camp sewage Poor camp Water pollution (a) Minimize on-site management accommodation (b) Supply, maintain and enforce the use of mobile toilets at the work sites. (c) Install appropriate facilities at the campsites. Preferably utilize municipal systems (conservancy tanks w.ith periodic removal) or chemical toilets Site camp inert Poor site management Littering '(a) Ensure compliance with waste (waste stringent daily clean up requirements on ,ite. (b) Dispose at municipal waste disposal sites. 66 Final Environmental The main non-hazardous impact of railway construction on aquatic systems is likely to be caused by the discharge of sediment into the affected water courses during the period in which the vegetation is cleared, and while the railway is being constructed, but prior to rehabilitation of denuded areas. In the absence of management, large volumes of sediment can be entrained during storm flows and this sediment is deposited downstream as flows subside. causing blinding of the river bed and sediment plumes, which may often be seen at the surface. The impact of this sediment will be dependent on the nature of the system into which it is deposited. Sandy bottomed river reaches with deep pools are generally less sensitive to disturbance than free flowing reaches. with riffles and gravel bottoms. The latter reaches are often important for breeding of fish and macro invertebrate species and can be significantly impacted if smothered with sediment. Photograph 7-5: Rainwash runoff into a Photograph 7-6: Sediment plume in a river watercourse from denuded areas on a large downstream of major construction activity. construction site. Photographs 7-5 and 7-6 provide an indication of the scale of sedimentation that may occur as a result of large civil construction works on linear projects. Small streams are often more susceptible to sediment impact than larger rivers, and sediment plumes can extend many hundred meters downstream. Nevertheless, monitoring of the recent large construction project indicated in the photographs has shown little long-term effect of sediment in the affected watercourses. In no case has the SASS class been downgraded by more than one categorl, six months after construction, and it is expected that in the single case that this has occurred (1 of 13 rivers monitored), the impact will be reversed once rehabilitation has been completed and the source of sediment is stopped (Deacon, 2004). 7.2.2.3 Mitigation measures tor impact on water quality (i) Prepare a Construction Environmental Management Plan, which includes specifications for managing the impact of solid and liquid hazardous and non-hazardous construction waste. The EMP is to expand on the general mitigation recommendations made in Table 7-2. Oi) Encourage the construction contractor to employ local people as far a<; is reasonably practical and encourage the contractor to transport them daily to and from site. This would reduce solid and liquid waste production and water demand at the site camps. (iii) In all cases, abstraction of water for construction purposes will require a permit from the Department of Water Affairs and Forestry unless pre-existing rights are purchased from landowners. SThe South African Scoring System (SASS) is a method developed and used by the Department of Water Affairs and Forestry to evaluate river health and water quality. 67 Final Environmental Impact significance rating Impact on Water Quality Area IScale Duration Intensity iProbability IDirection ISignificance Project Area Local Shan term Moderate iDefinite I·ve IMedium (Low) -ve negaljve; +ve _ posirive (Brackets) ~lmpact with mltlgallOn if this changes lhe significance I ~o shadtng in significance column.:;:; Neganve Impact Shading in Significance column= Positive or Neutral Impact 7.2.3 Impacts on terrestrial vegetation 7.2.3.1 Loss of grassland habitat The conservation of veld types provides a guide to environmental conditions. The fraction of each veld type that is conserved in State or Provincial protected areas has been used to show the adequacy of conservation of biodiversity. According to the simple yardstick of the International Union for Conservation of Nature (IUCN), 10 percent of each veld type should be protected. Farming practices in the project area have had a fairly extensive impact on the natural vegetation, particularly in the Moist Sandy Highveld where over 60% of a total area of 137 ha within the railway servitude is either arable, fallow or pastures. Moist Sandy Highveld makes up around 43% of the total route. In the Moist Clay Figure 7·2: Loss of untransformed grasslands along the proposed railway servitude, contrasted with remaining areas of untransformed grassland habitat in Southern Africa. Highveld, arable farming has been less predominant and only accounts for 28% of total land use. In the Moist Sandy Highveld, 35% (48ha) of the servitude is untransformed while in the Moist Clay Highveld, 66% (l2lha) is untransformed. This loss will be irreversible. While it is relatively small in relation to the total remaining area of untransformed habitat of the same type in Southern Africa 68 Final Environmental (Figure 7-2 refers), the impact is moderately significant in the context of grassland conservation issues in Mpumalanga, and the extremely poor conservation status of the two vegetation types. 7.2.3.2 Impact on threatened plant species Of the threatened plant species that could occur in the project area, two are wetland species. These are Nerina platypetala (a member of the March Lily family), which occurs in marshes and vleis, and Scilla natalensis (the Blue Hyacinth), which occurs along river banks. Neither species was found during the botanical survey. The probability of occurrence in the area affected by railway construction is listed as 'possible' in the case of the former species and 'unlikely' in the case of the latter. In both cases, ex-situ6 conservation measures would be appropriate as a means of minimising the impact if the occurrence of one of the plants on the right of way was confirmed. Twelve Red Data plants have ranges and habitat preferences that include the project area and have definitely occurred there, according to historical records, consultation with landowners and field observations. Of the twelve, a population of Iridacea, possibly Gladiolus robertsoniae, were found during the field survey immediately south of the Vaal River (km 36680). This community could not be positively identified at species level, as the survey was done in the winter months. While no other threatened plants were found, a survey in the summer months will be necessary to ensure that none of the more cryptic species have been missed. In particular, Aspidoglossum xanthophaerum is inconspicuous and is vulnerable, according to the ruCN Red Data classification. Overall, it is considered unlikely that the railway line will have a significant impact on the conservation status of any plant species, but care will need to be taken to survey the alignment in the summer months and to implement ex-situ conservation measures if threatened plants are found. 7.2.3.3 Mitigation measures for impacts on terrestrial vegetation (i) Ensure that construction activities remain within the areas designated for construction. (Ii) Avoid areas of pristine, untransformed grassland habitat for the establishment of construction and labour camps and topsoil stockpiles. (iii) Conduct a summer season botanical survey of the right of way to search for threatened species. Implement ex-situ conservation measures if any threatened species are identified. Impact significance rating iImpact on Terrestrial Vegetation Area Scale Duration Intensity Probability Direction ISignificance Local Permanent Medium Definite -ve IMedium (Low Medium) ~ve negative; +ve ... positive (Brackets) -Impact with mitigation if this changes the significance ~o shading Ln significance column: Negative lmpact Shading in Significance column:: Positive or Neutral Impact 7.2.4 Impacts on fauna 7.2.4.1 Impacts on threatened species Ten Red Data animal species have been recorded in the grassland habitats in the sub-region. Of these, six could be impacted by the railway line. They include the Sungazer Lizard, Rudd's Lark, Botha's Lark, Stanley's Bustard, Oribi (Photograph 7-7) and Aardvark (Photograph7-8). Of these species, Aardvark (burrows) were identified during the field survey on the Farm Tweefontein 479 IS. Sungazer Lizards (Photograph 7-9) have been recorded on the farm Roodekopjes 57HS but were not found during the survey. An historical record of Rudd's Lark exists for the farm Roodekopjes. While Botha's 6 Ex-situ conservation involves the removal of the plant for collection of genetic material or replanting in an undisturbed area in the local environment 69 Final Environmental (EIRJ Lark and Stanley's Bustard have not been recorded on the farms along the railway route, they have been observed on farms a short distance away and it is possible that they occur on the railway alignment. Rudd's Lark is critically endangered, while the Sungazer Lizard, Stanley'S Bustard, Aardvark and Oribi are all considered to be Vulnerable by the Red Data lIsting. Photograph 7-7: Oribi (Ourebia Photograph 7-8: Aardvark (Orycteropis ater). ourebia) - a vulnerable Red Data species, which possibly occurs along the servitude. The impacts caused by the railway line could be direct mortality resulting from the activities of construction teams, and habitat loss and fragmentation. Direct mortality could occur in the case of the burrowing species (Aardvark, Sungazer Lizard) and the Oribi, which is vulnerable to poaching, particularly because of its curiosity and its habit of turning to look at intruders. While potentially significant, all of these impacts can be mitigated through appropriate management of construction. The impact of the railway line on habitat loss is the greater long-term concern. This has been the key reason for the decline in populations of the above species. The un transformed habitats are therefore the areas of most significant impact along the railway route. In particular, the final JO km approaching Majuba power station is relatively untransformed. While the area of grassland lost as a result of construction of the railway line is small. in relation to the total, the habitat loss is considered to be moderately significant. The presence of fencing along the route may also act as a barrier affecting the range of the more mobile species, such as Oribi and Aardvark. 7.2.4.2 Implications for impact management (i) Where impact on untransformed grassland habitat is unavoidable. verify that threatened species do not occur in the areas that are affected by railway construction. Ifthreatened species are found, implement appropriate conservation measures. (ii) Use normal cattle fencing over the majority of the route. Use of expanded metal safety fencing will serve as a total barrier to animal movement across the railway line and will create a permanent division between the range on either side of the railway line. (iii) Wherever possible. keep cuts at slope angles which are negotiable by animals «40 degrees). If threatened animal species are found in particular sections of the route. consider the functional value of additional access across the alignment to "ncourage the animals to move from one side of the railway to the other. 70 Final Environmental Impact Report (EIR) Photograph 7-9: Sungazer Lizard (Cordyius giganteus)· a vulnerable Red Data species that possibly occurs along the railway servitude. 7.2.5 Impact of land claims Three of the farms that are affected by the proposed railway line are subject to land claims7; • Kromdraai 441 IS • Tweefontein 479 IS • Vlakplaats 58 HS. The Mpumalanga Land Claims Commissioner confirms these three claims, The Vlakplaats 58 HS claim is part of a larger claim. Kromdraai has two portions affected by the rail (portions 7 and 8) held by one owner, Tweefontein has five portions held by five owners or four administrators, with Vlakplaats having one portion affected that is held by one owner. At this stage, there is no definite date set for the Commissioner to verify the claims, which must be done before they are either rejected or gazetted, Mitigation measures for impacts on land claims 0) Eskom should continue to negotiate with current landowners but should: • advise the Land Commissioner of the project and resultant impacts, as well as • the claimants, who should be provided with appropriate information and invited to all future public meetings. (ii) Once the claim has been gazetted then no changes to land-use should be made without the approval of the Department of Land Affairs. 7 Database provided by Mr, Piet Kemp of the TAU. 71 Final Environmental Impact Report (EIR) 7.2.6 Impacts of employment creation Most of the local socio-economic effects of the project will result from the direct impacts of jobs available during the construction period, which will be approximately 36 months long. The impact of construction employment will be positive but short-term. It is estimated that up to 400 people will be employed during the construction phase of the project, of which 200 could be unskilled. Additional employment may be necessary for the upgrading of the Majuba load out system. The induced impacts of the project will generally result from an increase in economic activity caused by local spending of income earned in jobs indirectly and directly created by the project. The increase in disposable income available to contract employees will benefit turnover in local businesses in towns such as Ermelo and Amersfoort, where much of this income will be spent. The indirect impacts of the project will be generated by the ongoing needs of construction. Some goods and services could be supplied locally (eg: plant hire firms, banking services, transport companies). Most of the construction equipment and materials is however, likely to be supplied by larger companies in main centres such as Johannesburg. 7.2.6.1 Measures to enhance the benefits of employment creation (i) Encourage the construction contractor to use local labour and companies, as fas as reasonable practical, during the construction phase of the project. Impact significance rating Benefits will be short term (generally less than 3 years) and will consequently be only moderately important in the absence of enhancement. 'Area Duration Intensity Probability Direction Significance Communities of the Local Area Short tenn Low-Med ' Detinite +ve Low'~um (Medium) Nationals of South Africa ,Regional ,Short tenn Low Detlnite :+ve Low -ve:: negatIve: +ve::: poslt!ve In significance column;;;;;; Negative Impact in Significance column'" Positive ar Neutral Impact 7.2.7, Impacts on labour, potential employment disputes and economic disbenefits The overall local economic effect of the project will be double edged, depending on how employment issues are handled. The jobs that are available will be much prized, and over the short period of time that employment exists, will mean significant benefit for many families within and outside the local area. The direct impact on local and other family income will therefore be positive. The potential disbenefits are primarily to do with the procedures used to employ project personnel and the risks of labour disputes in the event that this is not done transparently and equitably. Of all of the social impacts caused by the project, this is considered to be the most crucial with respect to management. Eskom cannot be expected to guarantee the employment of local people. The number of local people employed by Eskom's contractors during construction is dependent on the project needs, the skill levels required, permanent employees available in-house and whether local people can supply the skills that are required. The following issues have the potential to become a source of dispute: • Importing labour from outside of the local area in which ~he project is situated; '. Importing skills that exist in the local area and are considered to be underutilised; • Discrepancy in employment conditions between local and imported labour; • The perceived preference of management to source labour from certain communities, rather than others; 72 Final Environmental Impact Report (EIR) • The employment of farm workers on the contract, thereby depriving landowners of labour for critical tasks. In addition, often when farm labourers leave their employ, they leave their families behind on the farm without any income; the landowner is then burdened by having to look after the destitute family. • The termination of employment of temporary employees, particularly when local people are no longer required, but imported workers are retained as permanent staff; • The recruitment of foreign management and a local workforce. 7.2.7. 1 Mitigation measures for impacts on labour i). Review the construction contractor's employment policy and ensure that methods used to employ temporary staff are structured in accordance with recognised procedures designed to minimize labour disputes. Impact significance rating Local Short tenn National Short term 7.2.8 Impact on social pathologies 7.2.8.1 Illegal squatting During construction, unemployed people may migrate into the project area in search of work. This problem has many negative implications, both for the, job seekers who are migrant and the local communities affected by the influx. Possible impacts include: • Health risks, including an increased incidence of HNIAIDS and other sexually transmitted diseases; • Social disruption, such as prostitution, drunkenness and other social pathologies; • Security risks; • Increased pressure on existing infrastructure and services. Taking into consideration the levels of local and regional unemployment, there is a possibility of in migration in response to the project, in the absence of structured measures to discourage it. In such an event, with associated illegal squatting, the impacts would be of medium to high significance. 7.2.8.2 Site camps Site camps will be required along the route. Eskom has indicated that it will encourage the construction contractor to house labour in nearby towns and villages and transport them to the construction site on a daily basis. However, it is possible that the construction contractors may negotiate site camps for labourers and materials with individual landowners. Since specific information about the proposed locations of site camps, as well as the number of workers expected to be housed in such camps and the duration for which they will remain in a certain place is not currently available, potential impacts can only be discussed broadly without specific context. While proper sewage facilities, solid waste disposal, recreation facilities and other infrastructure are fairly typical of camp sites for large civil construction contracts (refer to Section 7.1.2) , and can be enforced through the civil construction contract, issues related to social pathologies such as theft and 73 Final EnvironmenralTmpact Report (ETR) sexually transmitted diseases are mort difficult to manage. Large construction sites generate a sex worker trade and measures to control thiS impact are generally ineffective. • The most effective way of managing these issues is to limit the size of labour camps during construction. By employing people from the local area as far as is reasonably practical, and by transporting employees to site every day, Eskom's contractors would limit the need to accommodate labour. 7.2.8.3 Mitigation measures for the impact on social pathologies (i) Prepare a comprehensive Environmental Management Plan (EMP) for the control of environmental impacts at the site camps. The EMP is to include specific provision for the management of the following: • Site location • Solid waste • Liquid effluent (sewage) • Stormwater • Litter • Nuisance (Noise) • Hazardous substances • Social pathologies (prostitution, drunkenness, theft) (ii) Determine appropriate employment policies and procedures prior to construction. (iii) Encourage the construction contractor to limit the size of labour camps and to locate these camps in the nearby urban centres. (iv) Develop an HIV/AIDS workplace policy. (v) Ensure that the contractors develop a comprehensive site camp management plan. This should apply even in the case of the limited accommodation camps recommended by item (iii) above. The site camp management plan to include specific provisions for the management of social pathologies (prostitution, drunkenness, theft) and for HIV/AIDS awareness prograrrunes. (vi) Plan site campsites an appropriate dfstance from farmhouses so that they do not cause a nuisance. Impact significance rating 1m act on an influx of job-seekers Area Scale !Probabilit Direction Significance Communities in the Project Area Local Highly -ve High (Low) probable -ve negative: +ve "" positive No shading in significance column:::: Negative [mpact 7.2.9 Water demand for construction purposes During the construction phase of the project, water will be required for site camps and for dust management and other purposes at the working sites. If site camps are sited at local towns, as has been proposed as a preferred option by Eskom, then municipal water availability should be assured. Water supply for dust suppression and other construction requirements can be accommodated either by local farm dams that are in close proximity to the camp, or water can be trucked in. The yield of farm dams may not be large enough to support 74 Final Environmental Impact Report (EIR) the demands that will be placed on them. This will need to be negotiated with the landowner concerned. 7.2.9.1 Mitigation measures for use of water (i) Negotiate water use for dust suppression and formation compaction with landowners. In all cases, abstraction of water for construction purposes will require a permit from the DW AF unless pre-existing rights are purchased from landowners. Impact significance rating 'impact on Water Demand for Construction Purposes' IArea jScale IDuration Intensity jProbability IDirection Significance !Project Area ILocal IShort term jMedium IPossible I-ve Medium (Low) I-ve :: negative; +Ye _ pOSItive (~Br~ac~ke~ts7)_~I-mp~a~ct-w~tth~m~l~l1g~at~,o-n~lf7Ih~1S~ch-an~ge~s-'tM--Slg-n~lfl~ca-nc-e------~ No shading in sIgnificance column: NegatiYe [mpacl : Shading in Significance column= Positive or Neulrallmpacl 7.2.10 River crossings Any river crossing is subject to a water use license in terms of the National Water Act (Act 36 of 1998), administered by the Department of Water Affairs and Forestry. The EtA recommends that should the Record of Decision on the EtA be positive, it should include a condition that any licenses, including for river crossings, would have to be in place prior to construction commencing. The Department of Water Affairs and Forestry will then evaluate the application for such licenses and based on the potential impacts, may require that the crossing be somewhat up or downstream from what is currently envisaged to avoid or reduce potential impacts. 7.2.11 Construction noise and vibration impacts 7.2.11.1 Construction noise A range of activities and equipment generate noise on a major railway construction site. Of these, the activities and equipment that have the potential to cause the most nuisance are as follows (refer also to specialist study for a complete list): • Earthmoving and compacting for bulk earthworks and construction of the access road; • Blasting of rock in areas where the railway line is in cut; • Excavation of foundations for structures, inclusive of rock blasting and/or the use of compressor dri ven mechanical breakers; • Concrete vibrators; • De-watering pumps; • Concrete batching; • Material and equipment delivery; and • Living quarters of construction personelL No specific construction details or the possible location of construction yards, concrete batching plants, borrow pits and other facilities are presently available. In general, it can be said that typical noise levels associated with civil construction equipment at a distance of 15 metres from the source lie in the range of 75 decibels (dBA) to 100dBA. Based on data from similar construction sites, a one hour equivalent noise level of between 75dBA and 78dBA would be typical at a point some 50 metres from the construction. In specific cases, depending on the location of the noise source in relation to local inhabitants, mitigation would be required in order to reduce the levels. 75 Final Environmental Impact Report (E/R) 7.2.11.2 Vibration damage caused by blasting While this impact can be significant in the absence of appropriate management, there are recognised standards according to which blast shock is typically managed. In its civil construction contracts, Eskom normally prepares a report and photographic survey of infrastructure that could be damaged by blasting during construction, as a basis for evaluating any damage claims about blast damage. In sensitive environments, each blast is carefully controlled; the construction contractor typically measures the peak particle velocity of the blast as a basis for verifying that the vibration does not exceed recognised guidelines to limit the risk of blast damage to infrastructure. If the project proceeds, the railway line would be constructed using the SABS Standardized Specifications for Civil Engineering Construction. SABS 12ooDIEarthworks specifies that the contractor will be liable to make good any damages caused by blasting. 7.2.11.3 Mitigation measures to reduce noise and vibration impacts 0) Once the details of the construction modus operandi are finalised, the potential noise impacts should be calculated in accordance with recognised procedures, and then specific mitigation measures should be identified. (ii) Locate construction site yards, concrete batching plants, construction worker camps and other noisy fixed facilities well away from noise sensitive areas. (iii) Screen particularly noisy activities. (iv) Keep all construction vehicles and equipment in good repair. (v) Route truck traffic away from noise sensitive areas wherever possible. (vi) Combine noisy operations so that they occur at the same time. The total noise level will not be significantly louder than the level produced if the operations were to be undertaken separately. (vii) Avoid noisy night-time activities. Construction activities that result in noise nuisance should be limited to reasonable hours during the day and early evening. (viii) Use alternative quieter construction methods where necessary and practicable. (ix) With regard to unavoidable, very noisy construction activities in the vicinity of noise-sensitive areas, the contractor should liaise with local residents about how best to minimise impact and the local inhabitants should be kept informed of the nature and duration of the intended activities. This is particularly critical with the use of explosives for blasting activities. (x) If there are construction deliveries by diesel locomotives to sites along the railway corridor once track has been laid, these should be limited to the daytime (06hoo to 18hoo). (xi) Prepare a pre-construction survey in respect of all housing and infrastructure in proximity to the line. Comply with recognised guidelines for blast management. Compensate landowners for any proven damage to infrastructure caused as a result of blasting vibration. Impact Significance rating IImpact of construction noise nuisance and blast vibration Area IScale Duration •Intensity IProbability 'Direction Significance 'Project Area 'Local Short term Medium-high. Highly -ve Medium- high (Low) i !Probable -ve = negative; +ve ;;::: positive (Brackets) ;lmpact with mitigation if this changes the significance c--' "- : No shading in significance column:; Negative fmpact Shading in Significance column; Positive or Neutral Impact 76 Final Environmental 7.2.12 Impacts on access during construction Landowners asked whether at some stage during construction they will be unable to access their land. Eskom has indicated that access to property will be ensured at all times during construction, where technically possible. The EIA recommends that temporary access, where required, across the servitude be provided during construction, in consultation with landowners. 7.2.13 Impacts on tertiary roads and as a result of temporary roads during construction Construction plant and materials are typically brought in through the network of public and private roads. It will be unavoidable to use some tertiary (gravel) roads during construction. As it is. tertiary roads at present have little base course left, for which Eskom cannot be held responsible. Eskom has indicated that it will enter into early discussions with the roads authorities to make them aware of the project. The rehabilitation of tertiary roads falls under the jurisdiction of the roads authorities. The movement of plant along the construction reserve requires the provision of temporary roads for construction purposes. Where temporary roads are required for construction vehicles. outside of the servitude, these will be determined in consultation with landowners. Eskom has indicated that it will fully rehabilitate such roads. This will also be a recommendation of the EIA which, should the project be approved, will become legally binding on Eskom. Should landowners, however, wish to keep such roads, they could come to such an arrangement with Eskom. 7.3 Operational impacts 7.3.1 Impact on surface hydrology 7.3.1.1 Method of assessment The coal export railway line was used to investigate the actual impact of a railway as a result of coal dust and spillages. The coal export railway line carries higher tonnages of coal than is proposed for the Eskom line (70 million tonnes versus 14 million tonnes per annum) under less stringently controlled conditions (some of the coal wagons on the coal export railway line are side-dumping, which give rise to a risk of coal dust spillage, compared with the Eskom Majuba wagons which will be emptied by tipping). The design of the coal export railway line was in accordance with Transnet's standard design criteria for heavy haul railway lines and culvert spacings are similar to those required for the Eskom . line. The coal export line was therefore considered to be a conservative parallel on which to base an assessment of the hydrological impact of coal spillages caused by the Eskom line. The impact of the coal export railway line was assessed by observing sections of the route, and measuring water quality in upstream and downstream farm dams. Evidence of acidification of the surface waters in proximity to the railway line was used as the criterion for evaluation of impact. Significant exposure of surface waters to coal causes acid drainage and the potential for a decrease in the pH of water in streams and dams. 7.3.1.2 Acidification of surface waters During the operation of the trains, dust from the coal trucks may be blown off the trucks and settle in the nearby catchment. This dust would be collected by surface runoff and transported to the streams and rivers that drain the area. Coal spillage is also possible, although its likelihood is much reduced in the case of the present project where wagons will be bottom-sealed. Most coal dust and spillage lost on the coal export railway line is probably as a result of leakage from the side off loading wagons, which are not sealed. Spillage is also possible from overfilled wagons or from wagon vibration, where corrugations on worn rails cause jolting. Coal itself is relatively innocuous when mixed in water. The impurities in the coal, particularly the sulphides, are the substances that cause impact in the environment. Because the coal used by the 77 Final Environmental Impact Report (EIR) power station will be low grade, the sulphides are likely to be higher, theoretically increasing the risk of pollution. Impurities in the coal may be leached out by rainfall. Oxidation of the impurities results in water pollution, which is typically detected by a drop in the pH ofthe affected water bodies. An examination of the coal export line showed no evidence of significant impact caused by coal dust or spillage from the coal wagons. While there were places along the route where there has been coal spillage (Photograph 7-10), this appeared to be mainly as a result of spills from the side-off loading wagons. Vegetation and soil samples taken at increasing distances from the railway line showed no observable differences in colour and there was no evidence of coal dust in the samples nearer to the line. Table 7-3 presents the results of samples taken from farm dams immediately upstream and downstream of the coal export railway line at a site 2 km west of Ermelo. The location of the dams is illustrated in Figure 7-3 and a photograph of the appearance of the downstream dam is presented in Photograph 7-11. Table 7-3: Water quality in darns along the export coal line. . Water Qualltylndicator Ups~amDam Downstream Dam PH 6.7 7.1 TDS (mg/I) 749 665 EC (mS/cm) 1,85 1,96 Figure 7-3: Location of the two darns on the coal export railway line where measurements were taken to determine pH changes. . 78 Final Environmental Impact Report (EIR) Photograph 7·10: Coal dust adjacent to the Photograph 7-11: Downstream dam monitored formation on the Richards Bay coal line. along the Richards Bay coal line in respect of water quality. There is no evidence from the existing export coal line, which has been in operation for more than 25 years, that coal dust or spills have caused any significant pollution outside of the servitude. Taking into consideration that the Ermelo-Majuba line will be operated with a lower frequency of trains, without side-dumping wagons, and under more stringent operating and maintenance conditions, the risk of coal dust pollution along the route is considered to be minimal. 7.3.1.3 Mitigation measures for surface hydrology (i) Implement a sampling programme at appropriate locations' along the railway line to monitor upstream and downstream water qualities. The details of the location of this sampling programme and the parameters that should be monitored are to be identified in the Construction EMP. . Impact significance rating r.:;:.:..c;=---:-~~~~~~~~-+S;--,cal==;e~_+:Duration :Intensity Local Long term Low (Brackets) ""Impact with mitigation if this changes the significance Impact Shading in Significance column" Positive or Neutral Impact 7.3.2 Impact on the acoustic environment 7.3.2.1 How noise is defined and evaluated Noise is accepted to mean any acoustic phenomenon perceived as disagreeable or disturbing by an individual or group, and it may therefore be defined as any unwanted sound or sound that is loud, unpleasant or unexpected. Noise impact may be understood to mean one of a combination of negative physical, physiological or psychological responses experienced by individuals, whether consciously or unconsciously, caused by exposure to sound. There will be an impact when individuals or groups are limited or prevented from undertaking their normal activities, where communication is inhibited, where sleep is disturbed or where aural health is detrimentally affected. 79 Final Environmental Noise nuisance/disturbance can result from either a continuous unacceptable level of noise. from intrusive single events or from a combination of both. The stage at which noise becomes unacceptable to an individual or community depends on the total noise exposure and the activity that the receiver is involved in. This means that someone who is engaged in a particular activity and is exposed to a fluctuating noise over a certain period of time can be expected to react in a similar way to someone exposed to a dosage of noise at a constant level which produces the same energy over the same period of time. This is described further in Box 7-2. Box 7-2: How train noise is measured. As a general rule, environmental noise is represented by reducing complex and variable noise events to a single average value, usually expressed over a specified period of time. This average measures the total sound energy emitted by the noise source over a given period, and is known as the A-weighted equivalent sound level (or 'Laeq'), 'A-weighting' is simply a means of differentially weighting the various frequencies measured in any sound spectrum to better approximate the sensitivity of the human ear. If the sound were to be plotted on a graph using' A-weighting', the fluctuation in sound levels would quite closely match human perception of the loudness of the sound. Energy averaging therefore provides a simplified representation of what is often a complex noise event. It has nevertheless been shown that it serves as a fairly accurate barometer of human annoyance. Many international studies have demonstrated the correlation between Laeq and human response to intrusive noise and. over the years, this measure has been entrenched as the best overall iridex according to which the impact of unwanted sound can be evaluated. In South Africa. the use of Laeq is legislated in the Noise Regulations of 1992, and it is recognized as the index according to which environmental noise is to be measured and evaluated in all of the South African National Noise Standards (refer to Table 7-4), Laeq is also used to evaluate the impact of train noise against the standard in Table 7-4. Trains are among a group of noise sources that produce what is known as 'Single Event Noise' (SEL), The noise. becomes audible, gradually builds up to a peak when the engines pass the listener. reaches another peak as the trucks pass. and finally decreases slowly until the sound is inaudible again. In the case of the: proposed Majuba train. this would take approximately 4 mins. There are features of single event noise that make it both more and less annoying. The fact that it is a clearly distinguishable event makes it more intrusive than relatively unvarying noise. such as road traffic. Most people quickly become accustomed to unvarying noise. On the positive side. the fact that the noise only occurs over short periods. in between which the source is not audible at all, reduces its impact. Overall, the use of the Laeq index also provides a good measure of the annoyance that is caused by train noise, when evaluated against the standards presented in Table 7-5. South Africa has no officially recognized rail noise prediction model. In order to calculate the noise caused by a train pass by and reduce it to an energy average, the consultants have used an international model developed in the United Kingdom. The use of this method provides an accurate way of forecasting train noise and its effect in respect of train noise and annoyance. The potential impact of a new noise source is evaluated with reference to the expected reaction of a typical population to the average increase in the volume of sound to which its members are exposed. Experience of the response of many different communities to intrusive noise has shown that.there is a good correlation between increase in Laeq above the existing ambient sound levels and people's reaction to the noise. A typical scale is presented in SANS 10103, 2003 (Table 7-4). While a 5dBA increase in Laeq is likely to cause little reaction, increases between 5dBA and 15dBA will typical'ly cause widespread complaints. 80 Final Environmentallmpact Report (ElR) Table 7-4: Typical noise rating levels for ambient noise in districts (noise zones). Equivalent Continuous Rating Level for Noise (LRea.T HdBA) Outdoors, Indoors with open windows Type of District Day-night Daythne. Night-time Day-night Daytime .' '(LR.dJ (LReq,d) (LReq,n) (Llt,IIJ (LReq,d) ~ i~t.timeeq,J Residential Districts i a) Rural districts 45 45 35 35 35 25 I b) Suburban districts 50 50 40 40 40 30 (little road traffic) c) Urban districts 55 55 45 45 45 35 Non Residential Districts d) Urban districts (some 60 60 50 50 50 40 I workshops. business • premises and main i roads) e) Central business 65 65 55 55 55 45 districts f) Industrial districts 70 70 60 60 60 50 Source: SANS 10103,2003 7.3.2.2 Noise standards The evaluation of noise impact with reference to the increase above a pre-existing baseline suffers from the problem known as 'noise creep', In areas where the existing noise climate has already been degraded, the use of a simple incremental evaluation scale allows a bad situation to get worse. For this reason, desirable average sound levels for different types of land use have been developed. The South African standard is presented in Table 7-4. Compliance with this standard means that any noise caused by a third party, over and above the typical sounds that go to make up the character of the particular land use, should not exceed the values indicated. For a rural residence. therefore, noise levels caused by third party activity should not exceed a level of 45dBA in the daytime and 35dBA at night. In cases where the rural sound climate has not been degraded by other activities that are atypical of the land use class, the values in Table 7-4 will closely approximate the expected ambient values. Along the proposed Majuba line, ambient monitoring showed that daytime sound levels vary between 42,5dBA, in places where extraneous noise was totally absent, and 55,3dBA at site MM5 where the sound climate was degraded by the effect of traffic along the R39 (refer to Table 4-11 earlier). Measured evening sound levels were generally higher than the expected ambient of 35dBA, which was explained in seven of the cases by the fact that the measurements were done the night after heavy rains and the sound levels were significantly elevated by croaking frogs. ' Table 7·5: Categories of community/group response to unwanted noise. Excess . Estimated,Community/Group Response " KL~";'T .•,. . Category Description (dUAl'" . ", 0 None No observed reaction 0 - 10 ! Little Sporadic complaints 5 - 15 i Medium Widespread complaints 10 20 Strong Threats of community/group action > 15 Very strong Vigorous community/group action Source: SANS 10103, 2003 81 Final Environmental Any evaluation of the impact of intrusive noise is therefore undertaken both with reference to the above table and, in cases where the sound climate for the land use zone has been degraded by pre existing activities, with reference to the existing ambient. 7.3.2.3 Predicted noise increase caused by the Ermelo-Majuba railway line The railway line passes mainly through quiet farmland (dispersed rural residential land use) and the operation of the train has the potential to significantly alter the noise climate at distances up to and exceeding 400 m of the tracks. Appendix 2 provides details of the extent of the increase in ambient sound levels at sensitive land uses along the railway line. These uses divide into three categories: farm homesteads, labour complexes and schools. Details of the increase in sound levels at each location, and the impact that this wiIl have, are described. In cases where the railway line will be at grade or on elevated fill, the sound level, ~nerated will be about 61dBA, 25 m from the centre of the railway line. This will reduce to 46dBA 400m from the railway line. Maximum noise levels of 93dBA will be experienced, 25 m from the track. Where the track is aligned in a cutting deeper than 3 m, there will be a significant reduction in noise levels owing to the shielding effect of the earthworks. A seven-metre cutting, for example, will reduce the noise levels, 25 m from the line, from 61 dBA to about 45dBA. The character (qualitative aspect) of the railway line operational noise will have many facets. The component of noise that will predominate at maximum operating speed will be wheel-rail interaction noise. The noise from the electric locomoti ves will be slightly louder than that of the coal wagons. The noise of each train at a nearby receiver will increase .rapidly to a peak, falling slightly once the locomotives have passed and remaining fairly constant at this level until the whole train has passed before reducing gradually to become inaudible again. This whole cycle will take place over a period of about 4 minutes. At peak operation, there will be 12 such train pass-by incidents in a 24-hour period, namely one approximately every 3 hours. The noise of the braking systems may sometimes be audible. This will be noticeable in the areas where the trains are slowing down for the passing loops. Although it is unlikely, there may also be some "flange squeal" (rail-wheel interaction), heard in areas where there are tight-radius track curves, and mechanical banging sounds from the wagon couplings when the trains slow down or accelerate, particularly in the area of the passing loops. 7.3.2.4 Evaluation of train noise impact Table 7-6 presents a summary evaluation of the impact of the train noise on noise-sensitive land uses near the proposed railway line. In most cases, daytime noise impact will not cause a nuisance because of the masking effect of other daytime sound in the natural environment. However, nighttime train noise will be a significant problem and sleep disturbance will be an issue in 30 specific cases of the 54 that were evaluated along the route. In 8 of these cases, sleep disturbance is likely to be severe (see Photograph 7-12). Assuming community reaction based on the values in Table 7-4, objections may be expected from many of the 36 cases. Table 7-6: Evaluation of noise impact along the proposed railway line. Farm School 54 82 Final Environmental Photograph 7·12: An example of a homestead that will be severely affected by train noise. 7.3.2.5 Evaluation of load out system noise impact Noise caused by the upgrading of the load out system is not expected to cause any community nuisance. 7.3.2.6 Evaluation of substation noise The locations of the proposed substations are shown in the route plans in Appendix 1. Noise emission from switchgear will be minimised, as the equipment is proposed inside a brick building (refer to Photograph 3-3). No significant noise nuisance is predicted as a result of the substations in any of the locations that are currently proposed. 7.3.2.7 Mitigation measures for noise impacts (i) Noise during the construction period should be mitigated by scheduling activities that generate excessive noise during appropriate times during the day. In areas sensitive to noise, excessively noisy work i.s to be prohibited at night or on Sundays. The Landowner Liaison Forum recommended by the EIA should be used to bring all such issues to the attention of the construction contractors. (ii) Trains must be operated at the passing loops to minimize braking noise and coupling clank as much as possible. (Responsibility: Railway operator). (iii) Locomotives and rolling stock are to be maintained in good running order (Responsibility: Railway operator). (iv) Train hooting may only be used for absolutely essential reasons so a<; to avoid frightening animals. 83 Final Environmental Impact Report (EIR) (v) Noise attenuation barriers, constructed either as walls or earth berms, are recommended in the areas where farmhouses or labour complexes will be significantly impacted by train noise. One farm school is also recommended for mitigation. Details of the locations of the sites referred to in Table 7-7 3re presented in Appendix 2. Table 7·7: Recommended noise mitigation along the proposed railway line route. Number ofl9Cationli ~here relocation residence Numberofl(N:stionliwhere noise barrlet;S or.the are .'. .~ J;eto_ridedasa preferred aIterJl8tiv~ to. n!)ise . . ,recommended :./ ...•.. i[.;:>·;'::· . ""barriers ...... ,:.>.,' ~~~~~--~--~~~~~~~~--~~~~ 18* 5 Note: These figures include the 3 homesteads and 5 labour complexes at which relocation would be a preferred solution The details of the location, height and design of barrier walls must be established during the detailed design of the project and taking farm safety and security considerations in mind as outlined in section 7.3.6•. Since noise barriers are an effective way of containing wheellrail interaction noise, there is a high level of confidence that this form of mitigation can be effectively used to contain intruding noise in all areas where nuisance is predicted. Normally, an effective height of a wall placed alongside the railway tracks would be of the order of 1,5 metres in order to contain the wheel-rail generated noise. Barriers at the receiver (impact) point would need to be much higher (of the order of at least 3-metres) and would require the agreement of the landowner. The design of parallel noise walls (on either side of the tracks) should take into account the acoustic requirements necessary to prevent or minimise the reflected sound "creep" out of the contained section. The design of a noise barrier wall on only one side of the tracks will need to consider the reflection effects. Earth berms take up space but are appropriate (for aesthetic reasons) in rural areas such as that for this project. A noise barrier should be designed to achieve an insertion loss (noise reduction) of at least IOdBA to be cost effecti vel acousticall y optimi sed. (vi) The noise attenuation barriers should be designed ina manner that will complement the need to assist in blocking the glare from locomotive's headlights at night. (vii) Architectural noise screening measures, such as effective closure of the eaves and roofs of affected houses and/or the installation of double glazing of the windows of rooms facing the track may be considered as an alternative to noise barriers along the track, if there are cases in which the barriers parallel to the track, or around homesteads, will not be effective. The latter . measure is normally applied to bedrooms and living rooms, and requires complementary air conditioning installation. In the case of farmhouses that are already degraded by the impacts of road traffic noise, this mitigation measure would have the additional advantage of reducing this impact as well. (viii) Of the thirty residential sites for which mitigation will be required, it is recommended that eight affected families are relocated to new housing constructed outside of the zone of influence of the train noise. This recommendation applies to three farmhouses and five labour complexes. Barriers are recommended to mitigate noise impacts for the remaining cases in which sleep disturbance is predicted. Details are provided in Appendix 2. (ix) Since noise regulations prevent habitation of buildings within the direct noise impact zone, vacated homesteads must be knocked down at Eskom's cost, or converted to storage buildings. 84 Final Environmental Impact Report (EIR) (x) Maintenance work that generates excessive noise should be undertaken at appropriate times during the day in order to minimise impacts. In areas sensitive to noise, such work is to be prohibited at night or on Sundays. The Landowner Liaison Forum recommended by the EIA (see section 7.3.6) should be used to bring all such issues to the attention of the maintenance contractors. Impact significance rating rImpact on tbe acoustic environment I ,Area IScale IDuration 'Intensity IProbability Direction Significance J IFarming communities in the Project Area: Local 'Long term High IDefinite -ve High (Low) I i i I ;~ve negative; +ve positive (BracKets) =lmpact with mitigation if this changes the significance I i ; No shading :n significance column: Negative Impact Shading in Significance oolumn- Positive or Neutrallmpac, I 7.3.3 Impact on the visual environment 7.3.3.1 How visual impact is determined Figure 7-4 presents a simple flow diagram illustrating the method used to assess the visual impact of the proposed railway line. . ~seSSC<1 os lhe n109')~'I'..}('j(~ of •••••• ~ H.~ ~. ~ ... ~# ••••• ~ •••• n. 0••••••••••••• ~ ... ~ •••" ...... u" ••• "'••••• ~~ ••••••••••••••••• ~.-" ••• ~~ •• U'.'~"". " ~."::.~:~i.l~~.~~.~t~.~~::~~~~ __ ~. Atid I?iQtxIbill~' cnleno .. , 1~ j~ :<2 ~ ,3 .. S"ll!hest.;o dota !Q i3S!OOtSh , ... ~ •• H •• ~.U •• ~" ...... ~.~ ....~. _to •••••• t It'"'~'~ ,<, ~ '/ • s{~,;mcanc" ~ \I1sual Impact Figure 7-4: Visual impact assessment process. Visual resource value ofthe project area The landscape along the proposed railway route can be divided into four basic types each with its own set of physical, visual and aesthetic characteristics. These landscape types, riverine/wetlands, rural farmland and urbanlbuilt-up and power utilities are delineated in Figure 7-5. No urban areas occur within the limits of the project area which, for the purposes of the VIA, is defined as a distance of 3.0 km on either side of the proposed railway line. 85 Final Environmental Proposed Ermel0· MaJuba Cool Supply Line ~ Photo-simulation view point Refer to Figures 8 . 12 Panorama view point Refer to Figures 4 • 6 High .' Areas with a strong .." ..: · .. sense of place ·~.. ,.". (highest aesthetic value) Riverine/wet!and .,.riC'e It cr:;,s,cs 11"<0 radwoy line Rolling farmland/rural Urbanibum up Power utilities - low Figure '·5: Land types along the railway servitude. 86 Final Environmental Impact Report (EIR) lising the criteria referred to above, each landscape type has been rated in terms of its aesthetic value (see Photographs 7-13, 7-14 and 7-15). The riverine/valley areas associated with the Vaal River and other stream/valley systems have the highest value. The combination of natural features, characteristic of these areas, stands out within the context of the region and evokes distinctive images and a strong sense of place. Photograph 7·13: Views across the Vaal River system in the vicinity of the proposed railway line The landscapes which occur immediately adjacent to power utilities are in relatively small areas that are considered to have the least aesthetic value and are therefore rated low. This applies, in particular, to the southern part of the project area where the scale and physical presence of the power station tends to dominate the scene and focuses most views in the surrounding area. Photograph 7·14: Views of Majuba Power Station in the vicinity of the proposed railway line The remainder of the project area, which is the largest component, consists of gently undulating rural farmland. This area has aesthetic appeal but is not rated as highly as the riverine areas. It consists of an open, peaceful scene characterized by pleasant natural and cultural elements which dot the landscape, including farm homesteads and stands of exotic trees. Its value is rated as moderate. Photograph 7·15: Views of a typical rural landscape in the Project area. 87 Final Environmental Impact Report (EIR) Based on the above discussion, and the experience of the author of the VIA, visual resource values for the three main landscape types of the project area are rated in Table 7-8. Table 7-8: Value of the visual resource. The landscape type is considered to The landscape type is considered to The landscape type is considered have a high value because it is a: have a moderate value because it is a: to have a low value because it is a: ....landscape that exhibits a very ... .landscape that exhibits some ... .landscape generally negative in positive character with valued positive character but which has character with few valued features. features that combine to give the evidence of alteration / Scope for positive enhancement experience of unity, richness and degradation/erosion of features could exist. harmony. It is a landscape that may resulting in areas of more mixed be considered to be of particular character. It is potentially sensitive to importance to conserve. It may be change in general and change may be sensitive to change in general and detrimental if inappropriately dealt may be detrimentally affected if with but change may not require change is inappropriately dealt special or particular attention to detail. with. 7.3.3.2 Landscape impacts Visibility The landscape is open and has little capacity to absorb major earthworks and other structures. While rehabilitation of the earthworks will reduce the contrast between the earthworks and the natural environment, the fill embankments will remain highly visible, coupled with the visibility of the overhead catenary. 7.3.3.3 Visual intrusion Visual intrusion caused by the railway will be high. Figure 7-6 presents a visual simulation, prepared from a typical perspective, which illustrates the effect of the railway in the natural landscape. At distances of up to I km from the line, the impact will remain high. This judgement is based on the following reasons: • The railway will have a substantial negative effect on the visual quality of the landscape; • The railway will contrast with the patterns that define the structure of the landscape; • The railway will contrast with land use and settlement patterns when viewed from the east; • The landscape is incapable of absorbing the effect of the railway. 88 Final Environmental Impact Report (EIR) Figure 7-6: Visual simulation looking from a farm road towards the proposed railway line near the Minera siding. Visual exposure Figure 7-7 presents the change in visual exposure of the railway line with distance from an observer. Many homesteads (8 of the 16 in the 3km wide corridor) will be within 500m of the line and, at this distance, exposure ratings will be high. Even at lkm from the line exposure ratings are considered to be significant. Figure 7-7: Visual exposure of the railway line.of varying distance from the viewer. 89 Final Environmental Impact Report (EIRj Sensitivity to visual change Many of the I&APs along the right \;' way opposed the project on the grounds of its visual impact. 7.3.3.4 Overall significance of visuai Impact The railway line is routed through a landscape that is generally sensitive to visual intrusion. The riverine/wetland valley areas associated with a number of streams that the railway line will have to cross are considered to have high aesthetic value. The Vaal River and its associated wetland/ox bow system have the highest value are therefore the most sensitive to visual and aesthetic impacts. A number of farmhouses and labourers houses occur within 1,0 km of the proposed railway line and are sensitive to the visual intrusion that will be caused by the line. In the absence of any mitigation, the significance of these impacts is expected to be high, particularly in the section of route along the Vaal River. While the rehabilitation of the railway embankments will reduce the visibility of the railway line and its intrusion in the rural environment, the impact, without mitigation, will probably remain high or, at best, reduce to moderate. With the implementation of the recommended mitigation, impacts will reduce to moderate. 7.3.3.5 Mitigation measures for visual impact (i) Protect the Vaal River oxbow lake system from visual impact in the section from km 32 to 35 by methods to be finalized in the EMP. These may include lowering the vertical alignment of the railway line, if technically feasible. By achieving an effective 5 m level difference from the formation level to the top of the adjacent cutting or a grassed berm created on the eastern side of the railway line (refer to Figure 7·8), this will protect the aesthetically valuable areas of the Vaal River to the east of the railway line from views of the track and trains. If the vertical alignment of the railway line cannot be lowered, then the berm height will need to be increased to achieve the 5 m level difference between the formation and the top of the adjacent fill. At this stage, the sketch in Figure 7·10 is conceptual, and the visual screening could consist of other methods or a combination of methods such as a retaining walllgabion structures combined with a berm. (ii) Ensure that the railway servitude is well maintained and kept free of litter. (iii) Ensure that the railway embankments are rehabilitated with indigenous grasses and are maintained in a stable condition. This will significantly reduce the visibility of the fills. (iv) Plant tree clusters (preferably trees that occur naturally on the Highveld) just inside the right of way in areas where sensitive view lines are affected. The tree screens should be designed to mimic the existing patterns (existing blue gum clusters) in the landscape so that they do not appear out of place. The tree screen should consist of a combination of fast-growing non invasive exotic trees such as those currently commonly used by landowners (mainly certain species of gums) and slower-growing indigenous trees that occur naturally on the Highveld that can over time replace the exotics., The areas in which tree screens should be planted to mitigate impacts to current occupants are included in Table 7-9. Tree screens at houses would have to be agreed to by the landowner. The EIA further recommends that trees of a reasonable size should be planted and that where feasible without risk of potential damage by construction, planting of trees takes place as soon as the final design is available to allow the tree screens a year or two to grow prior to the establishment of the railway line. Eskom has indicated that it will plant the trees, but that normally, land owners prefer to maintain such tree screens themselves to avoid maintenance workers from accessing their properties on a constant basis. This aspect should be considered in the negotiation discussions with landowners. (v) Design security fencing not to exceed a height of 1.8 metres. (vi) Ensure that all light fixtures associated with the sub stations provide precisely directed illumination to reduce light spillage beyond the immediate surrounds of the sub station site. Security lighting is to activate only when movement is detected. • Investigate the possibility of pigmenting the masts a dark green or brown colour so as to reduce their visibility with distance from the line. 90 Final Environmental 1) Vaal Rver ~stem ) Aoposed profile East Designed profile .-•• ,.,.,. •••• j •• " I:\. .... '\V •• ' : Fill ••••• : '.. ..•. " '. " ". "------'.. . CLlt .' '. - :: :-f. .' " , ...... "'...... ,... ~.'. Figure 7-8: Schematic cross-section showing the use of berms for visual screening along the proposed railway servitude. Table 7-9: Visual mitigation measures proposed at farmhouses and labour complexes to mitigate impacts to current occupants. Location of farmhouse/labour houses relative to proposed Farm Owner Recommendation Ermelo-Majuba Railway (EMR) Route Christiaan Approximately 800m east of EMR Vegetation screen at house and labour Uitgezocht 436 & Lodewyk Wenzel at 3.5km and labour 700m east at housing and along base of fill embankment at IS Portion 7 2 von Wielligh 3,5m. rail line in line of views from the house Vegetation screen at house and along base of Uitgezocht 436 Approximately 600m west of EMR 03 Rosenhof Trust fill embankment at rail line in line of views from IS Portion 1 at 3.8km the house Vegetation screen at house and labour I Uitgezocht 436 04 & Nic Brummer ApprOximately 30m east of EMR at housing and at top of cut embankment if house IS Portion 19 05 5.0km and 50m at 5,3 km. Is not moved • Ultgezocht 436 Approximately 200 - 650m east of Vegetation screen at houses and along railway 06 Rosenhof Trust IS Portion 16 EMR at 5.4km line in line of views from the house Uitgezocht 436 ! Cornelius and Approximately 450m west of EMR Vegetation screen at house and along railway 07 Reinie van tS Portion 4 al8.8km line in line of views from the house Rensburg Approximately 500m west of EMR Vegetation screen at house and labour De Vereeniging 08 & Cartharina van at 9.7km and 600m west atl0,Okm housing and along railway line in line of views 448 IS Poriton 4 09 Rensburg to lOA km from the house Vegetation screen at house and labour De Vereeniging 10 '& Barnard Myburg Approximately 700m east of EMR I housing and along railway line in line of views I 448 IS Portion 5 12 Trust at 11.3km and BOOm east from the house and labour complex Vegetation screen at house and along railway Approximately 700m east of EMR Transvalia 444 IS 12 Gert Bam Trust line in line of views from the house if it is not at.1B.3km moved Transvalia 444 Vegetation screen at house and along railway 13 Hendrik Venter 700m east at 19Akm I IS - Portion 2 line Dorpsplaats 470 Approximately 450m west of EMR Vegetation screen at labour housing and along 14 Jacobus de Wet tS Portion 59 at 19,7km railway line in line of views from the houses Labour house 230m easl at 22,4 Vegetation screen at house and along railway Transvalia 444 IS 15 Transvalia CPA km line. Mostly protected by existing trees around Dorpsplaals 470 Approximately SO Om (house) west 16 Gert Bam Trust homestead. Vegetation screen along railway IS Portion 36 of EMR at 23,8km line in line of views from the house Vegetation screen at houses and along railway Dorpsplaats 470 Approximately SOm (labour houses) Gert Bam Trust line in line of views from the houses if they are IS Portion 36 west of EMR at 23.8km 17 not moved Mostly 'protected' by cutting. Vegetation 18 Yvonne Mary Approximately 500m west of EMR ~slaats470 screen at house and at top of either end of the IS Portion 37 Ooslhuizen at 25,8km cutting 91 Final Environmental Impact Report (EIR) Location ot tannhouse/labour I houses relative to proposed Farm Owner Recommendation Ermelo-MaJuba Railway (EMR) I I Route • Vegetation screen at house and along railway Holland 471 IS Approximately 450m east 01 EMR 19 Gert Jakobus Bam line in line of views from the house if they are Portion 3 at 27.0km not moved Vegetation screen at house and at labour Dorpslaats 470 20 & ChanteUe Approximately 650m west of EMR housing and along railway line in line of views IS Portion 30 21 Pretorius at 27.4km and 28.1 km from the house if they are not moved Approximately 300m west of EMR Tweefontein 479 Vegetation screen at house and labour 22&23 Thomas Siabbert at 33.2km and 220m west at 33,1 te IS Portion 27 complexes line in line of views from the house 33,2km House 1: Approximately 580m west Tweelontein 479 24& Tweefontein House l' Recreational screen Limited impact. of EMR at 33.2km Recreational IS Portion 25 25 Soerdery Trust Vegetation screen at house house 490m east at 34,6km Vegetation screen allabour houses and along Grabes's Rust Approximately 60m 300m west-;;;r 26 Goedertrou Trust railway line in line of views from the houses if 495 IS Portion 6 EMR at 39.2 km they are not moved Approximately 300m east of EMR Complement existing trees at house with Grabe's Rust 495 27· Sodium Trade Pty at 39.5km House built in 1885. additional tree screens and along railway line IS Portion 3 28 Limited Labour com plex 90-180m at at base of fill in line of views from the house. 39,9km Labour complex screen Sterkspruit 508 Approximately 550m east of EMR Vegetation screen at labour houses in line of 30 Francois Lotz IS Portion 11 at 45.0km views from the house to EMR Sterkspruit 508 Approximately 150m east of EMR Vegetation screen at house in line of views 31 Jacobus Dafel IS Remainder at 49.3km from the house to EMR if it is not moved Amersfoort town Approximately 350m east of EMR and townlands Vegetation screen at houses in line of views 32 Jan van Rooyen at 59.3km and labour 600m west at 57 HS from the house to EMR 59,6km Portion 54 Vegetation screen at house and labour houses Koppieskraal 56 33 & Approximately 200m west of EMR Frik Els and along railway tine in line of views from the HS Portion 1 34 at 59.4km houses Roodekoppjes 67 Approximately 280m east of EMR Eskom No special measures as known HSRemainder at 64,lkm Note: Site No. 29 No special measures proposed for school. The recommendations will only apply if measures implemented to address noise impacts do not also screen the affected property. Similarly, if Eskom should purchase a property or relocate a dwelling such recommendations fall away. Impact Significance rating •I mpact on the visual " ... I Area Scale Duration Intensity Probability Direction Significance I Homesteads in the Project Area Local Long tenn High\ Definite -ve High (Medium) Riverine Areas Local Long tenn High Definite -ve Higb (Medium) Other Areas Local Longtenn Medium Definite -ve Medium ~ve _ negative; +ve = positive ! (Bracke~i ~[mpact with miligalion if this changes the significance No shading in significance column= Negative Impact iShading in Significance column= Positive or Neutral Impact I 7.3.4 Impacts on employment creation Eskom and its contractors will conduct routine maintenance of the servitude and infrastructure during the life cycle of the railway line. Routine maintenance could include the following: • Fencing repairs • Vegetation and firebreak maintenance within the servitude • Maintenance of the service road and access roads • Erosion control on roads, cuttings and embankments • Clearance and maintenance of drains, culverts and bridges 92 Final Environmental • Maintenance at sub-stations, which could include replacement of equipment, vegetation maintenance, storm water management and maintenance of firebreaks • Maintenance of the overhead electrical equipment signalling and train control systems • Tamping, grinding and planing of rail tracks to maintain their alignment and profile • Sieving and replacement of ballast to maintain its drainage properties Eskom will either employ a contractor to maintain the servitudes. or could negotiate with landowners to do so on their behalf. However, the normal Eskom commercial procedures will apply. Servitude maintenance will be ongoing every year. Other maintenance activities will be less frequent and would be done by contractors; • Track grinding • Re-ballasting • Signalling Overall. the significance of employment created during operation of the line will be low, but could provide some small financial benefits for local individuals and companies on a regular basis. Impact significance rating ~outh African Nationals i ~ve ;;;; negative; +ve:::. positive INo .shading 1n significance colurnn- Negative Impact Shading in Significance column= Positive or Neutrallmpacl 7.3.5 Impacts on land value, land use and agricultural viability 7.3.5.1 Issues raised by landowners Landowners expressed a range of issues about the potential economic impacts of the railway line on their farms. These included the concerns that the overall value and economic viability of farmland could be lowered by the railway line because of: • Loss of good agricultural soils; • Loss of access to farms or portions of farms; • Creation of residual portions of land that are not viable as productive units; .• Loss of existing agricultural infrastructure such as boreholes and pipelines; • Loss of natural resources such as grazing and natural fountains due to the alignment of the railway line; • Sterilization of grazing and arable land as a result of the pollution caused by coal dust; • Inability to respond quickly to veld fires because of access constraints; • Animal sensitivity to noise (eg. reduced milk production). • Loss of land and arable soils. 7.3.5.2 Impact of land loss The EIA has quantified the areas and use of agricultural land that will be lost per farm portion and collectively per farming unit. Included in this assessment is identifying those pieces of land that will be isolated or cut off by the railway line and which will be too small to be viably farmed. Recommendations regarding compensation for these losses are made. The EIA does however, by 93 Final Environmental Impact Report (EIR) design, stop short of quantifying the actual financial loss that may be experienced by each affected farming unit. The quantification of financial loss to eu,.;: farming unit must be determined in close consultation with each individual landowner as part of ner t:ating equitable compensation. Eskom have recognised the need among landowners to resolve this i "ue and will appoint an agricultural specialist to work with each land owner to both quantify their financial loss and to assist land owners in modifying the layout of the farms, if necessary, to minimise the impact of the railway line on individual farming units, should the project go ahead. Land will be lost along the rail servitude together with portions that are isolated by the rail where access points cannot be economically justified, The width of the servitude will vary greatly according to the vertical alignment of the railway line, In areas of deep cut and fill, the servitude will be much wider, reaching approximately 70m. The expected servitude area identified by Eskom on the Line Plan and Longitudinal Section drawings of 05 March 2004 were used to provide an estimate of the land areas directly affected. The servitude area provides for the rail, service road, passing loops and substations. The total area of land that will be lost to the railway line servitude is 450 ha, made up of a combination of veld, presently cultivated and fallow lands, planted pastures, and segments of land (mainly veld) that will be isolated (refer to Table 7-9), Approximately 110 ha of arable land will be lost, made up approximately as shown in Table 7-10, A summary of soil forms in arable areas within the railway line servitude appear in Table 7-11. Table 7·10: Summary of land losses along the railway line servitude ~andType' . Veld 217 • Lands 110 • Pastures 44 i Segments 79 TOTAL 450 A small area of orchards that will be lost to the servitude are included in the total area of 'lands'. Further details on the exact area of land to be lost per farm portion and landowner is included in Specialist Study 8. Table 7·11: Summary of soil forms in arable areas within the railway line servitude. Hutton 86 i Bainsvlei 0 32 I Avalon 14 68 • TOTAL 100 100 94 Final Environmental Impact Report (EIR) As a measure of the extent of land lost to landowners in the railway line servitude, Figure 7-9 shows the proportion of each affected farm portion that would be taken up by the railway line servitude, expressed as a percentage. Most land portions that are affected will be reduced by 3% or less as a result of the railway line servitude. In general, overall farm viability would probably not be affected significantly were land loss to be less than 10%. It is unlikely that a loss in the order of 3% could affect a viable farming operation, considering that compensation would be paid for land lost and that most of the affected farm portions are much smaller than the total land holdings of any particular landowners. An analysis of land ownership shows that almost all of the affected landowners own more than one portion of land, and most own multiple portions which form the basis of their farming units. As an extension of the analysis, further investigation was undertaken to establish the land holdings of those owners who had portions affected by the railway line by more than 3%. The results show that only the following four landowners of the total 44 who would be affected would have more than 3% of total farm area within the servitude (Table 7-12). Percentage of portion within servitude 10.0% 9.0% 80% 70% 60·,-;, :5.0 0,,,, 4.0%, 3.0'Yo 20% 10% 0.0% o 10 20 3{) 40 50 60 70 Portion RcferGtlce Number Figure 7·9: Proportion of each farm portion taken up by the railway line servitude (expressed as a percentage). Note: Figure7-11 excludes one portion with 21% within servitude. Table 7·12: Summary of owners with more than 3% of total land holdings within the railway line servitude. De Vereeniging 448 IS portions 8 & 14, properties Dorpsplaats 470 IS Portions 36, 37 & 6 I Transvalia 444 IS portion 14, Holland 471 IS portion 3, Tweefontein 479 IS portion 8 Chantelle Pretorius Dorpsplaats 470 IS Portions 30 & 31 De Swardt Familie Trust Brakfontein 529 IS portion I, Vlakplaats 58 HS portion 20 Hendrik Christoffel van der Amersfoort Town & Townlands 57 HS 4,9% Smallholding. Low Merwe portion 53 utilisation for farmi ng purposes 95 Final Environmental Impact Report (EIR) With the exception of the smallholding, total land within the servitude is less than 3,5% for all holdings. In conclusion, the impact on viability of most farms through direct loss of land as a result of the railway servitude will be minimal. The area of land lost will also be insignificant in relation to the total area of similar soils available in the sub region. 7.3.5.3 Loss of access to land Eskom is required to provide access across the railway line at reasonable intervals, failing which the landowner would have to be compensated for the portion of the farm that cannot be accessed. Eskom has indicated that suitable access points are being determined in consultation with landowners. Access points need to be able to accommodate farm implements, at the same time, they should not increase the risk to farm safety and security, and should accommodate cases where two or more farms are being operated as a unit, with workers and animals accessing portions of both farms. In some cases, it may be more practical and less costly to purchase a portion of a farm rather than to provide access. Eskom proposes to finalize this on the basis of consultation with each affected landowner. The current provision that has been made for over and underpasses across the railway line, in consultation with landowners, is summarized in Table 7-13 and Figure 7-10. Subsequent to these access points being identified, the landowners have requested that no underpasses be constructed on main farm access roads because of the increased security risk that underpasses will pose to landowners. Eskom has undertaken to investigate those farms where an underpass has been proposed on the main access road to the farmstead and to reach an acceptable solution in consultation with the affected landowners. Whereas the EIA has identified the loss of access as an important impact for mitigation, final details around access should however only be determined once there is finality on the route. Table 7-13: Access across the railway line initially requested by landowners. KtJ, Of ran per Number ~ess strneture 19 3.6 asses at river brid es) 10 6.7 3 22.5 Total over, unde asses, cree Iculverts and farm level crossin s 33 2.0 Note: The table reflects access requested by landowners in initial discussion wirh Eskom. Access provision may change depending onfinal negotiation with land owners/ ownership o/property. Details about the suggested access crossings are included in Specialist Study 8. In the consultant's· opinion, these access points will reduce the impact of the loss of access to a low level of significance, in most cases, subject to finalization of details with the landowners. There are a few cases in which the EIA consultants consider access to be insufficient (refer to Table 7-13) and this needs to be considered in more detail and resolved with landowners before the design of the railway line is finalized. 96 Final Environmental Impact Report (EIRJ r:~J't.\«UJlI;~' Figure 7-10: Location of access points initially requested by landowners during initial discussions with Eskom. 97 Final Environmental Impact Report (EIR) Loss of agricultural employment In the absence of significant impacts on the viability of farming enterprises, it is unlikely that there will be a significant loss of farming employment on the farms affected by the railway line, 7,3,5.4 Cumulative disruption of farming activities Taking all of the effects of the railway line into consideration. there will be a considerable nuisance value associated with the presence of the railway line, particularly in the first few years in which landowners will have to re-organize their activities to account for access restrictions across the line and will have to get used to the disturbance of the inordinate stillness of some farms. While it may be possible to do so without significant financial loss (through mutually agreed compensation), and land use and management will gradually adjust to the restrictions, the change will certainly not be welcomed by landowners, whose perceptions are likely to remain, in the short term at least, that this is a significant intrusion into a productive farming area. Mitigation measures for loss ofland and other impacts to land owners (i) Appoint an independent valuer, preferably known to and trusted by local landowners, to prepare valuations in regard to land value as a basis for compensation negotiation between landowners and Eskom. Eskom has already indicated that it would carry the cost of such a valuer. Oi) Appoint an independent specialist, preferably known to local landowners and trusted by them, to make the assessments required by this report in respect of loss of agricultural viability, additional access, property consolidation, potential impacts to land owners' public liability insurance policies in respect of fires, total buy-out etc as a basis for compensation negotiation between landowners and Eskom, Eskom has already indicated that it would carry the cost of such a specialist. The independent specialist will endeavour to optimise the use of agricultural land affected by the proposed railway line. Such optimisation may include the farm related measures described above, or the possibility of land exchange or transfer to consolidate land portions with adjoining farms of affected land owners. The quantification of financial loss to each farming unit must be determined in close consultation with each individual landowner as part of negotiating equitable compensation. Compensation negotiations should include. inter alia, consideration of the following: • Construction impacts, including those related to safety and security (see section 7.3.6 later). • The opportunity for landowners to possibly take responsibility for maintaining servitudes (vegetation control and fencing only) and firebreaks (on a yearly contract basis) on Eskom's behalf subject to a commercial contract being negotiated with the landowner, based on market related rates, • Loss of land at current values • Impact on total farm viability (agricultural value of the farm) • Replacement of loss of access in a manner that will not compromise farm safety and security • Replacement or compensation for assets and improvements lost (at replacement value) not limited to but including farm dams, orchards, tree screens and wind breaks around current homesteads and crop lands, replanning and re-fencing of camps, re-routing of irrigation pipes, remaking existing fire breaks etc • All taxes or legal fees incurred in the replacement and consolidation of property • Relocation expenses (for landowners who are bought out or where farmhouses are relocated) 98 Final Environmental Impact Report (EIR) • Provision of a solatium referred to in the Expropriation Act • Compensation for nuisance impacts that will be experienced by landowners (such as maintaining newly-established tree screens). (iii) That to avoid an increase in safety and security risk due to potential informal settling, farms to be bought out should be managed during the period that they are in the market for re-sale. In this regard, it is recommended that: • Such land be sold as quickly as possible; • Local landowners be gi ven the option to buy the land. • If land cannot be sold, or leased, it will be treated and managed as part of the servitude. • Consolidate farm portions that are isolated by the line, where in agreement with the affected landowners. The opportunity to consolidate land portions exist for a number of portions affected which will increase should any affected farms be purchased outright. By way of example, recommendatfons for two properties are included in Table 7-14. Eskom should carry the legal and other costs of implementing any land swops and the land consolidation and required registration of title deeds agreed to with affected landowners. Table 7·14: Examples of land portions where consolidation would be an effective mitigation measure. Farm.·.·•.. ·. ,I O""ner ',' . Recommendation c Platberg 5101S Portion 6 and I Faan Kok and De Swart If segment purchased on 510/6, consider Brakfontein 529 IS Portion 1 I Family Trust consolidation with 52911 Uitgezocht 436 IS Ptn and I Rosenhof Trust and Partial swap of respective segments isolated i Ptn 8 Karel Erasmus (iv) Make a detailed assessment of the need for further provision of access (eight access points) on the farms described in Table 7-15, over and above the access already requested. The assessment is to be made by the independent compensation specialist. Table 7·15: Portions to which additional access over and above that requested should be considered. . Farm I Farm Portion De Vereeniging 448IS Ptns 5,6 &8 Dorpsplaats 47015 Ptn 61 Tweefontein 47915 Ptn 27 & Rem Grabe's Rust 495 IS Pin's 5 & Rem (v) For landowners who are significantly affected by the railway line, and who express a preference for being bought out, Eskom should consider this as a reasonable alternative to compensation for lost land. Subject to agreement about farm value, purchase the farm and consolidate the fragmented pieces. This is a means of ensuring an equitable settlement for those landowners who do not wish to have a railway line through their properties, or are unconvinced that the compensation offered will be sufficient to mitigate for the impacts. (vi) Equitable compensation, based on the same principles as in point (ii) above, for legitimate farm labourers to be affected by the proposed projeet, including the necessary compensation discussions, but in the language of choice of farm labourers facilitated by an independent facilitator after appropriate introductions by the land owner. In terms of Eskom's compensation policy, compensation to labourers accrues directly to them, and not to land 99 Final Environmental Impact Report.( EIR) owners per se, but under specific conditions for how the compensation funding may be applied, so as to avoid funding being spent on non-intended activities. (vii) That Eskom joins and contributes to, joint fire management through the Fire Protection Association in the area in terms of the National Veld and Forest Fire Act. This Act provides for all matters relating to fire management, including provision of equipment, to be dealt with by members of the Association based on local needs and circumstances. 7.3.5.5 Impact significance rating on Land Use, Land Value and Agricultural Viability Scale Significance ~______~~L~oc~a~I~______~~~____~______~______LM_e__dIU_m_(L~O_W_) ___~ five :::; negallve~ +ve = positive (Brackets) ;Impact with mitigation if this changes the sIgnificance No shading in sigmficance column::: Negative impact IShading in Significance column= Positive or Neutral Impact 7.3.6 Impacts on farm safety and security Landowners are concerned about a range of safety and security issues that could result from the operation of the railway line. These are: • a threat to the safety of children or individuals in the area who cross the line • mortality to stock and other farm animals that cross the line; • an increase in crime, including stock theft and poaching The access roads under and over the railway line and the service road along it are the main concerns that landowners have in relation to crime, stock theft and poaching. According to landowners, these are already serious problems in the area, and it is feared that the improved access may increase security risks. The railway servitude will be fenced along the entire route. This minimizes risks to game and stock, except in cases where there is deliberate interference such as the cutting of fences. Risks to people are likely to be a more significant issue since a standard stock fence will not deter pedestrians from unauthorized crossing of the servitude. Nevertheless, there is little evidence of significant risk, based on Transnet's records of accidents along its existing rural railway lines (Table 7-16). Table 7-16: Fatalities of third parties on Spoornet rail networks. Trichardt-Ermelo o o Palmford-Majuba o o o Table 7-16 suggests that the risks along the ErmeIo-Majuba line will be low. The Palrnford-Majuba line is the most realistic benchmark for the proposed Ermelo-Majuba line, taking into consideration that neither line has large settlements nearby that would increase the likelihood of significant pedestrian traffic. This may be compared with the aggregated statistics for fatalities on all Spoornet lines (22000 km) in South Africa, which are in the order of 100 to 120 per year. 7.3.6.1 Mitigation measures for impacts on farm safety and security The measures that Eskom will take to ensure that safety and security risks to the farming community do not increase as a result of the operation of the railway line are to be included in the Construction, Design and Operational EMP, and are to cover, amongst others, those aspects listed below. 100 Final Environmentallmpacl Report (EIR) Safety and security measures during construction (i) Eskom to establish a landowner liaison forum before commencement of construction activities. The forum should comprise Eskom and land owner representatives. The purpose of the forum is to provide a structure through which land owner issues related to construction and later operation of the railway line can be brought to Eskom's attention and be addressed and to facilitate structured communication between Eskom. landowners and contractors. (ii) Contractor to. during construction, put up a temporary fence around the temporary servitude. access roads, camp sites and work areas and negotiate temporarily fenced access roads with landowners. (iii) All construction activities should take place within fenced or otherwise demarcated areas. (iv) The contractors must appoint their own guards to safeguard their materials • Construction workers should wear clearly identifiable clothing that allows land owners to easily identify contract workers on site. • Hiring of labour to only take place in towns, and not on farms, to reduce the risk of unemployed people venturing on to farms in search of employment. • Access to the temporary servitude and associated maintenance roads and temporary construction access roads must be controlled to avoid unauthorised access through farms. Safety and security measures during operation (i) Access along the railway line is, as far as possible, to be broken up/staggered to avoid long stretches of road on one side of the railway line which provide ease of access for unauthorised people. Eskom's preliminary design shows 25-30% of the route without a service road because of proximity to main public roads. (ii) Servitude gates to be locked at all times and only Eskom maintenance staff to have keys. (iii) In areas where footpaths previously existed that bear a high pedestrian usage; the servitude fences are to be strengthened to discourage access across the railway. The strengthened fencing is to be of a weld mesh type of security fencing and is to extend as far as is necessary to encourage pedestrians to change their routes to make use of the access provided across the line. Particular attention is to be paid to the access points used by school children to at least two schools. Determination of the exact location and extent of the expanded metal safety fencing is to be done as a part of the Design and Operational EMP, once the access points across the railway line have been accurately determined. Substations are to be fully enclosed with security fencing; (iv) An educational programme, aimed at informing farm workers, their children and residents in the surrounding area of the dangers of crossing the railway line at level crossings and/or at unauthorized crossing points, must be implemented by Eskom at the local schools that are affected; (v) The risk of increased stock theft is to be controlled using a combination of the following means, the details of which are to be included as a part of the EMP: • Cattle grids along service roads as well as on the railway line itself; • Use of expanded metal safety fencing in areas near schools and/or as indicated in the EMP. • Use of seven strand fencing with steel droppers; 101 Final Environmental • Solid gates placed at access points; • Relocation of existing fences in proximity to the rail servitude in cases where acute corners between the servitude fencing and the pre-existing farm fencing would allow livestock to be cornered and captured, • Theft that can clearly be associated with this project must be compensated by Eskom, The onus of proof rests with the party that has suffered the loss. (vi) Berms or walls for noise or visual screening should be located away from homesteads where these could pose a safety and security risk, i.e. should be closer to the railway line even if they are then longer than if they would have been at a closer distance, Eskom has indicated that it will give its railway engineers the instruction to accommodate this recommendation during the detailed design stage, (vii) Commissioning a safety and security assessment for the affected region, to be conducted by a recognised expert in safety and security matters, to align the current neighbourhood security measures with the changed circumstances, Impact significance rating IImpact on farm safety and security I IArea IScale Duration Intensity IProbability Direction Signifteance Landowners in the Project Area L \! Long term Medium I P~ssible -ve Medium (Low) i ! -\Ie = negative: +ve positive (Brackets) -Impact with mitigation if this changes the '0' I i shading In significanee column= Negative Impact Shading in Significance column: Positive or Neutrallmpac[ 7.3.7 Impacts on heritage sites 7.3.7.1 Method of assessment The National Heritage Resources Act, administered by the South African Heritage Resources Agency (SAHRA), governs the protection of heritage sites. Heritage sites include archaeological and historic resources. The proposed railway route was checked for archaeological and historic sites by means of a field survey, undertaken on foot. Standard archaeological practices for observation were followed. As most archaeological material occur in single or multiple stratified layers beneath the soil surface, special attention was given to disturbances, both man-made such as roads and clearings, as well as those made by natural agents such as burrowing animals and erosion. Changes in vegetation that could indicate archaeological deposits were also inspected. Locations of heritage resources were recorded by means of a GPS (Garmin 12), 7.3.7.2 Impact on archaeological sites No archaeological remains were found within the proposed servitude area of the railway line, 7.3.7.3 Impact on recent historical remains The recorded historical remains consist of old farm workers homesteads and stone walled kraals (enclosures) for livestock (see Table 7-17). These historical remains are aU probably older than 60 years and are protected by the National Heritage Resources Act. They generally fall just outside the servitude area, but are in close proximity to it, and could be damaged in the event that construction teams were not advised about them, In the event that construction could not avoid them, a permit would be required from SAHRA. 102 Final Environmental Table 7-17: Recent historical remains in proximity to the railway line servitude. I Site Number Location - Site Description S26°35'36.3" E29°52'S9,9" Remains of a farm worker's homestead consisting of stone foundations /1 with brick and mud wall remains and middens i 2 S26°35'55,9" E29°52'51 S' Stone built cowshed i i 3 S26°53'42.2" E29°48'49,0" Remains of a farm worker's homestead cO,nsisting of clay foundations I and section of stonewall, I 14 S26°54' 13,2" E29°48'51.8" Remains of farm worker's homestead consisting of clay foundations i 5 S26°56'05.7" E29°48'49.1" Stone built livestock enclosure 6 S27°02'35.5" E29°48'56.4" Circular stone wall-unidentified, but probably for livestock 7,3,7.4 Impact on graves and burial sites Three gravesites were observed of which two were enclosed by stonewalls (see Photograph 7-16), As far as could be ascertained, they would fall outside of the servitude area and no significant impact should result from construction, subject to their avoidance and protection during the construction phase, Table 7-18: Graves and burial sites in proximity to the railway line servitude. t Site Number 'Location _ ,," , - .-.,.}\~. Site Description 7 S26°52'21.3" E29°49·06.3" A graveyard with at least 15 graves of farm workers near an old i farmhouse. The graveyard is in a state of ruin. I 8 S26°55'59.7" E29°48'47.8" An unidentified number of graves in a stone enclosure. Burrowing animals have damaged the graves. The engraving on the remaining i headstone is illegible, 9 S26°58' 10.0" E29°48' 38.1" Two unidentified graves in a stone enclosure, 1 Photograph 7-16: Grave site 8 near the railway alignment (surrounded by a stone enclosure), 103 Final Environmental Impact Report (EIR) 7.3.7.5 Impact on other sites of heritage value Due to noise regulations, owners within the dir~ct noise impact zone who will need to relocate their homesteads, compensated by Eskom. Relocated buildings will be demolished to prevent their future occupation. Mr Coenie Dafel's homestead and an old blacksmith premise on the farm Grabe's Rust 495 IS were built in the late 18oos, and despite the homestead having been modified over time, these buildings have heritage value. The impact of noise, originating from the proposed base route, on this dwelling is difficult to mitigate. This is one of the factors that contributed to the recommendation that the alternative route about 850 meters east of the Dafel homestead be taken forward to detailed design as the favoured alignment at the Vaal river crossing. 7.3.7.6 Mitigation measures for impacts on heritage sites (i) The construction site should be re-surveyed during the detailed design for the project. Any necessary recommended mitigation is to be included in the Construction EMP. (ii) The sites above must be recorded and avoided during construction. Where necessary, they should be fenced off. (iii) Gravesite 7 must be fenced off because of its low visibility. (iv) Should'the project go ahead, and once the servitude has been acquired by Eskom, grave sites identified in Table 7-18 should be evaluated to establish whether they fall within the final servitude area. If any grave site falls within the final servitude and needs to be relocated, Eskom must proceed with relocation of the grave in keeping with the requirements of SAHRA and the Human Tissues Act. (v) Removal of stones from the old stone buildings by construction teams should be strictly prohibited. (vi) If any cases arise where there will be unavoidable damage to an identified heritage site, a permit must be obtained, prior to damage to the site, from SAHRA. Impact significance rating IImpact on Heritage IArea Scale IDuration Intensity IProbablIIty Direction Significance :Sites in the Railway Servitude Local Pennanent Medium IPossible Low-Medium (Low) I i-ve;;;, negative; +ve;; positive (Brackets) =fmpacl with mitigation if this changes the significance INo shading in s~.~nificance column: Negative Impact Shading in Significance column: Positive or Neutral Impact 7.3.8 Impact on future mining No mineral resources are affected on the land traversed by the proposed railway line in the section of route north of the Vaal River. South of the Vaal River, all mineral resources along the route are controlled by Eskom. 104 Final Environmental Impact Report (EIR) 7.3. B. 1 Mitigation measures for impact on mining None Impact significance rating 'Impact on Future Mining IArea 7.4 Decommissioning impacts There is a possibility that Spoornet would retain the Ermelo-Majuba railway line as a part of the rail network. The line would serve as a link between the coal export line and the main Johannesburg Durban line. In the event that Spoornet do not take over the line, or the line is not sold, it would be de commissioned by Eskom. Provision has been made in Eskom's financial analysis for complete rehabilitation, including the removal of cuts and fills. Typically, the rail, the sleepers and the electrical equipment would be removed in a progressive rail-mounted operation. Land occupied by the servitude would be re-incorporated into the recommended farms once discussions with landowners had taken place. At present, Eskom envisages that typical decommissioning would consist of the following, in all cases making allowance to continue with current land use after the decommissioning phase: • Removing the rails • Removing the sleepers • Removing turnouts, crossings and ballast • Dismantling and removing cantilever steel structures, cabling, earthing, etc • Removing masts • Removing signs, level crossings, overland transmission equipment and signaling • Demolishing substation buildings and foundations for electrical equipment • Where applicable and feasible, use removed concrete to fill up original borrow-pits or put to other useful application in consultation with la~downers. • Demolish and remove storm water drains where necessary. • Demolish and remove road and rail bridges, culverts and agricultural crossings unless these can be put to good use by land owners • Earthworks to reslope as follows: Cuts: Re-slope to 1:3 when "hard" material (cut highwall angle at top) Re-slope to 1.5 when soft material (cut highwall angle at <10°) Fills: Re-slope to 1:5 and topsoil but 1:20 when on current arable land Earth berms: Re-slope to 1:5 and topsoil but I :20 when on current arable land. • Remove cattle grids and fill with soil. • Scarify and topsoil the service road. • Fencing will be incorporated into the existing farms. The fence on one side of the servitude will be removed. The decommissioning of the rail-offloading infrastructure (tippler) will form part of the power station's decommissioning activities. 105 Final Environmental Impact Report (EIR) Notwithstanding the above the specific requirements for decommissioning of the railway line would be determined by a closure audit. The following recommendations are made in respect of this audit: • Independent environmental consultants should be commissioned to contribute to the audit; • The audit should be conducted at least 2 years prior 1O the proposed closure date of the railway line and should address the following; Assess the requirements for decommissioning of the railway line against the environmental legislation in effect at that time Identify all areas where long term-stability of cut and fill embankments may be at risk Identify sensitive areas and areas that will require special attention during decommissioning. These areas may include river crossings, areas where seepage slope wetlands exist etc. Consult with landowners to establish landowner preference regarding removal of bridges in the servitude. Assess plans for the recovery, salvage and disposal of infrastructure associated with the railway line. Assess whether any residual contamination of land by coal or coal dust has occurred along the railway line due to the possible derailment of coal trains; or dust blow-off from wagons. • A comprehensive decommissioning plan should be prepared on the basis of the audit and submitted to the relevant responsible environmental authority at that time for approval. The decommissioning plan should include the following; A clear description of the agreed end use for the rail servitude, and how the servitude will be integrated with surrounding agricultural units. A schedule of activities to be carried out leading up to decommissioning, during the decommissioning period, and after decommissioning until closure is obtained for the servitude. Record of conSultation with land owners, documenting the agreements reached regarding integration of the servitude with surrounding agricultural units Detailed rehabilitation specifications, including recommendation regarding earth works if necessary and specific measures to rehabilitate sensitive areas Environmental monitoring programme during decommissioning and to track subsequent rehabilitation performance Clear plans showing the agreed end use along the servitude length and sensitive areas and areas requiring special attention I focus (eg. Major river crossings) 7.5 Potential benefits of the proposed project Although most construction materials and the rolling stock for the railway line will not be sourced from the province of Mpumalanga, it is expected that substantial benefits will accrue to the immediate project area, the subregion and the province of Mpumalanga. These benefits must be off-set against the costs of the project, including the impacts to land owners. The potential benefits of the proposed project are: • Long-term, national benefits of reliable power supply and the resultant socio-economic benefits. • Highly significant benefits to the province of Mpumalanga in terms of the long-term coal supply to the power station; all the coal suppliers are based in the province; long-term coal supply contracts bring about substantial job creation and other local, provincial and national socio economic benefits. The capital spending on construction of the railway line is small in comparison to the coal that will be purchased in Mpumalanga over a 40-year period. • Potential reduction in crime as a result of short-term job creation during construction (providing farm safety and security measures are implemented) but also in the long term in the region as a result of job creation on the coal mines. 106 Final Environmental • Local growth in the economy of the towns of Ermelo, Amersfoort and others in the sub-region, and for local businesses including those that supply accommodation, noting that this project is likely to coincide with the return to service of the Camden Power Station. • Economic benefits for contractors and other suppliers of goods and services. Mpumalanga contractors are already acknowledged service providers to the energy sector so it is likely that a substantial portion of this benefit will accrue to those based in the province of Mpumalanga. • Economic opportunities and other potential benefits for land owners in addition to compensation for impacts, as follows: Possible income/compensation from maintaining the servitudes. supply of accommodation during construction and in the long term for business visitors to the Majuba Power Station retaining temporary roads for construction should they so wish the railway line and fenced servitude could act as a barrier preventing access for criminals as indicated by some land owners, making use of compensation funding to provide better housing for themselves and their farm labourers and community services for farm labour as also pointed out by some land owners, selling building sand and gravel to the construction contractor and to the Majuba Power Station joint fire management through the establishment of a Fire Protection Association in terms of the National Veld and Forest Fire Act potential supply of water and power during construction (taking care to remain within laws and regulations). Final Environmental 8. LOCAL ALTERNATIVES CONSIDERED Alternatives in two sections of the revised base route have been considered as a part of the specialist phase of the ElA. These are illustrated in Figure 3-1 earlier and in the plans in Appendix I. The first is in the northern section of the route between km 1,5 and km 16,1 where two alternatives (A and B) were considered. Alternative B I was introduced as a result of the findings of the hydrodynamic assessment referred to in Section 7.2.1, while alternative B2 was included at the request of landowners. Alternative B3 represents a combination of the above alternatives namely. B2, portion of Band B3. The second alternative is near the Vaal River between km 32,9 and km 42,1 where a further two main alternatives were considered (C and D) together with a variant on Alternative D, referred to as Dl, which was introduced following further negotiation with the landowners in the Vaal River crossing area. The remainder of this section describes the assessment of these alternatives. 8.1 Northern alternatives 8.1.1 Ownership and access The land portions affected by each alternative and the number of owners are summarised in Table 8-1. Table 8-1: Land ownership comparison of alternative routes. Alternative Section Portions Owners Alternative A 1,5 to 14,0 km 13 10 Base route 19 12 Alternative B 3,4 to 16,1 km 16 6 Base route 17 8 Alternative Bl 3,4 to 12,4 km 11 6 Base route , 12 6 Alternative B2 6,4 to 16,1 km 12 4 Base route 11 5 Alternative B3 6.3 to 12,9 km 7 4 Base route 6 4 Note: Base route values differ for comparison with Alternatives A. B. B1 and B2 because the alternatives start at different points along the base route and therefore involve slightly different comparisons. All alternatives impact on fewer portions and owners than the respective base routes, with the exception of B2 that has one more owner and B3 with one more portion. Alternative route B has the advantage of being aligned along farm boundaries for half of its length. This is continued with Alternative Bl, but the same landowners owns portions either side of the boundary in the southern areas, which may require additional access. Alternatives B2 and B3 bisect more boundaries than Band B 1 but less than the base route. Access across the rail route would be similar to the base route in the case of Alternative A as the route bisects many farm portions and arable areas. 8.1.2 land loss Estimates of the servitude width have been based on the average for the whole line (±55 metres wide). The results of the analysis of land loss are summarised in Table 8-2. 108 Final Environmental Impact Report (EIR) Table 8-2: Land-use comparison of alternative routes. Veld Cultivated Total I Route ...... (ha) (ha) (ha) . IAlternative A 20 48 68 • Base route (12.5 km) 28 24 52 % change from base route -29% +100% +30% Alternati ve B 34 37 71 Base route (12.7 km) 40 20 60 % change from base route +14% +88% +20% Alternative B(l) 28 34 62 Base route (9.0 km) 27 14 40 % change from base route +4% +153% +54% Alternative B(2) 32 18 51 Base route (9.7 km) 31 13 45 % change from base route +2% +40% +13% Alternative B(3) 26 15 41 Base route (9.7 km) 19 7 25 % change from base route +43% +22% +65% Assuming that the distribution of soil type is similar to the base route, some 64% of arable soils lost along the alternatives will be Bainsvlei soils that have moderate potential followed by Avalon (20%) and Hutton (16%), which is a high potential soil. The total extent of soils lost to the servitude for both Alternative A (48ha), Alternative B (37ha) and Alternative B I (34ha) is significantly higher than the base route but is nevertheless minimal compared to total areas of similar arable soils in the region. Alternative B2 and B3 have differences of only 5ha and 8ha respectively. The alternatives lose a similar area to the base route in proportion to the area of the total farm portion affected. In the case of Alternative A, two of the 13 portions would lose more than 3% of their area (4,6% and 5,3%) but, in both cases, the portions affected are pari of larger farms belonging to the landowners with the resultant overall impact being below 2%. Alternative B would cause four portions to lose more than 3% (3,5%, 4,4%, 5,5% and 12%), with the impact on the landowners' total arable landholdings being close to 2%. In the case of Alternative B(l), four portions would lose more than 3% (3.5%, 4,5%, 4,8% and 3,3%) but the overall effect on total farms is less than 3%. Alternative B2 would cause two portions to loose more than 3% (4,4% and 12%), with the impact on total farms also being close to 2%. Similarly, for B3 the overall impact on farms is less than 3%. 8.1.3 Impact on homesteads Alternative route A will cause noise and visual impacts that affects six farm homesteads, as is the case on the base route (Table 8·3). Mitigation measures that are required include vegetation screens, soil berms and walls. Although three fewer labour complexes are affected by Alternative A, compared with the base case, two units would have to be considered as candidates for relocation as they are too close for mitigation measures to be effective. Alternative B affects two farm homesteads while the base route affects five, of which one may be a candidate for relocation. Alternative B affects seven labour complexes with one of these to be evaluated for relocation compared to four on the base route with one to be relocated. 109 Final Environmental Impact Report (EIR) In the case of Alternative B 1, less farm homesteads are affected than on the corresponding base route section (3 versus 5) but one more labour complex is affected. Alternative B2 does not affect any farm homesteads compared to three on the base route, but affects two more labour complexes. Alternative B3 affects two less homesteads than the base route and the ~ame number of labour complexes but will require the possible relocation of one more farmstead and one more labour complex. In conclusion, considering the inconvenience of relocation (even on the same farm portion some lOOOm away), the alternatives will have mixed advantages over the base routes - the impact of Alternative A is expected to be slightly higher, and Alternatives B, Bl, B2 as well as B3 lower than the base route. The results are summarised in Table 8-3. Alternative B2 would result in the least social disruption. Table 8-3: Comparison of homesteads and labour complexes affected by alternative routes. Fann homesteads Labour complexes Alternative A 6 affected. one to be evaluated for . 2 affected. two to be evaluated for relocation relocation Base route 6 affected, one to be evaluated for 5 affected, one to be evaluated for relocation relocation Alternative B Two affected 7 affected one to be evaluated for relocation Base route 5 affected, one to be evaluated for 4 affected, one to be evaluated for relocation relocation Alternati ve B I 3 affected. one to be evaluated for 5 affected, one to be evaluated for relocation relocation Base route 5 affected. one to be evaluated for 4 affected, one to be evaluated for relocation relocation Alternative B2 None affected 5 affected Base route 3 affected 3 affected I Alternative B3 One affected one to be evaluated for 3 affected one to be evaluated for relocation relocation 3 affected Base route 3 affected 8.1.4 Ecological impacts Between km 7and 9 on the base route, the railway line is proposed mainly in cut, which will result in a significant impact on the hillslope seep wetlands above the Rietspruie The details of this impact are described in Section 7.2.1. In this section of the route, there is a strong preference for Alternative B, or a variant of this alternative, in order to avoid the hillslope seep wetlands. An alternative to horizontal realignment of the route would be to alter the vertical alignment between km 7 and 9 from cut to shallow fill. Placing the railway line in fill in this section would minimize the risk of interception of the subsurface drainage, which would continue uninterrupted beneath the railway line formation. Eskom has confirmed that it would investigate changing the vertical alignment during the detailed design. If this is not technically feasible, then alternative BI would be investigated. 110 Final Environmental Impact Report (EIR) 8.1.5 Technical and financial impact Table 8-4 summarises the technical and financial constraints affecting the alternatives. Alternative A is more or less on a par with the base route. It is slightly preferred as a result of topography and cut and fill requirements but this is only marginally significant. Alternative B has severe disadvantages because of additional road crossings and steep terrain . .The high bridge structure (or tunnel) at the crossing of the Kromdraailoop makes the option very costly. Table 8-4: Technical and financial comparison of alternative routes. Large Structures " 'oute, Topo Financial, Route Length Comments Rt)a;r~; Rating' Rating" (m) River Alternative A 14500 2 2 2 1 Similar to base route. No alignment to farm boundaries. Cuts through significantly more high potential agricultural land. Alternative B 15000 4 2 3 3 Follows property boundaries to a (12100] large extent but involves several high points and valleys. Deep cutting with long high bridge (>700m) required over Kromdraailoop (or 800m tunnel) Alternative B 1 II 100 0 2 2 Alternative B2 10500 2 2 4 Revised base 14700 2 2 I 2 Does not follow property route boundaries between km 6 and 14 so as to optimise cut and fill requirements , . • Tapa ratmg refers to the SUitability of topography for vertical route alignment .. Financial rating is base on preliminary estimates of earthworks quantities taken from 1: 10 000 orthophotos 8.1.6 Conclusions It is concluded that Alternatives B, Bland B2 have some social and land use advantages over the base route. The advantages are relatively small, and are probably not material in respect of a choice between the alternatives. The decision as to the preferred alternative in this section of the route could be made based on further discussions with the affected landowners. The ecological impact of the base route on the Rietspruit wetlands between Ian 7 and 9 is considered to be significant, and may also result in social impacts if the springs and moist high veld grassland that occur along the Rietspruit are lost as a result of the construction of the railway line. This impact could be mitigated on the base route if the vertical alignment were altered from a cut to a fill cross section. On the basis of a preliminary analysis by Protekon, the change in vertical alignment appears to be technically feasible, but would need to be verified in the detailed design. The disadvantages of Alternative Band B I are technical and financial. In the case of Alternative B, the terrain is less hospitable than the base route and would necessitate a deep cutting and bridge or a tunnel across the Kromdraailoop. For both Alternatives Band B I, the distance adds over a kilometre to the total length of the railway line and a significant increase in operating costs. It is recommended that a change in the vertical alignment of the base route between Ian 7 and 9 is considered as the first option during the detailed design of the railway line. In the event that this cannot be achieved during the detailed design, or can only be partially achieved, then the effectiveness III Final Environmental of the proposal as a means of minimizing the impacts should be re-evaluated. In this case. it may be necessary to consider Alternative Bl as an alternative (see Figure 7-1) 8.2 Vaal River alternatives The two main alternatives are located I 1,5 km east of the base route between km 34,2 and km 42,1. Alternative C crosses the Vaal River in the centre of a large horseshoe bend, east of the base route, while Alternative D crosses the river a further 300m to the east. A further variant on D was introduced following discussions with landowners in the Vaal River and adjacent areas to the south to improve the alignment of Alternative D at its southern junction with the base route. Alternative D passes north and west of a pan on rising ground while Alternative D I holds to the contour to pass the east and south of the pan to join with the base route. 8.2.1 Ownership and access The farm portions along the alternative routes and landowners affected are compared with the base route in Table 8-5. Table 8·5: Land ownership comparison of alternative routes. Alternative Section Portions Owners Alternative C 34,2 to 42, I km 6 4 Base route 34,2 to 42, I km 9 8 Alternative D 32,9 to 42, I km 6 5 Base route 32,9 to 42, I km 9 7 Alternative DI (East of pan) 32,9 to 44,0 km 10 7 Base route 32.9 to 44.0 km 14 II Note: Base route values differ for comparison with Alternative C, D and Dl because the two alternatIVes start at different points along the base route and therefore involve slightly different comparisons. Refer to Figure 3-1 earlier. Alternatives C and D impact mainly on the same owners, owing to their proximity, but on fewer portions and owners than the base route. Both alternatives divide more farm portions than the base route, which is located along farm boundaries for a section of the route. Likewise alternative DI also impacts on fewer portions and owners than the equivalent base route. 8.2.2 Land loss Areas of land loss are similar for Alternatives D and Dlas for the base routes with some 30% less cultivated land being lost in the case of Alternatives D and D I and 20% in the case of Alternative C. The results are summarised in Table 8-6. The soil type of the cultivated areas will be similar to the alternatives described under Section 7.2.2 above, being mainly Bainsvlei soils of moderate potential. The alternatives lose a similar area to the base route in proportion to the area of the total farm portion affected, with the maximum extent of any portion lost being 2,4% of the total farm portion in the case of Alternative C and 3,9% for Alternative D and Dl. In the latter cases the total extent of the landowners landholdings affected. which consist of multiple portions, is 1,4% 112 Final Environmental Impact Report (EIR) Table 8-6: Land-use comparison of alternative routes. Alternative Veld Cultivated Total (ha) (ha) (ha) Alternative C 17 26 43 Base route 16 33 48 % Difference +9% -20% ! -10% Alternative 0 26 24 50 Base route 17 34 51 % Difference +56% -30% -2% I Alternative 0 I (East of pan) 34 27 61 . Base route 27 37 61 i % Difference +39% -26% 0% Note: Land areas have been rounded off 8.2.3 Impact on homesteads Alternative route C will have noise and visual impacts on two farm homesteads, compared to three on the base route. Four labour complexes are affected of which one should be assessed for relocation compared to three on the base route and two for relocation, however the base route complexes are more developed. Alternatives 0 and 01 affect one less farm homestead and one more labour complex than their corresponding base route sections. The labour complexes along the base route sections are however more developed and contain a greater number of labour houses than on the 0 and 01 Alternative routes. Two labour complexes on the base route would n~ed to be relocated, while no relocation of labour complexes is required on either the 0 or 0 l alternative. Alternative 0 I does however result in noise impact to a farm school, but this impact can be effectively mitigated. Similarly, one farm homestead on the base route would be impacted by noise, but this impact will be eliminated if Alternative 0/01 is followed. The results are summarised in Table 8-7. Table 8-7: Comparison of homesteads and labour complexes affected by alternative routes. Farm homesteads Labour complexes Alternative C 2 affected . 4 affected, one to be evaluated for relocation Base route 3 affected 3 affected, two to be evaluated for relocation Alternative 0 4 affected 5 affected ! Base route 5 affected 4 affected two to be evaluated for relocation ! Alternative 01 (East of pan) 4 affected 5 affected plus one school I Base route 5 affected • 4 affected plus one school, two labour ! complexes to be evaluated for relocation 8.2.4 Ecological impacts The routes are similar and there is no significant ecological advantage to the alternatives when compared with the base route. The river crossing on Alternative 0 / 01 entails the crossing of a narrower wetland and riparian zone than on the base route. 113 Final Environmental 8.2.5 Technical and financial impact Alternatives D / Dl are preferred from a technical and financial perspective because a shorter bridging structure is required to cross the Vaal river. In addition, Alternati ve D I is 100 meters shorter than the base route resulting in additional financial advantage over the project life cycle. From a technical and financial perspective the differences between the base route and alternative routes are probably not significant and, although the D 1 alternative is preferred, none of the alternatives could be excluded on these grounds (Table 8-8). Table 8-8: Technical and financial comparison of alternative routes. . , Route " . Large Structures .... Topo Financial ". Boute Length ··Comntents .Road lUver Rating·.' R,.tinll •• (Km) ./. Alternative C 21.25 2 I I 3 Shortest crossing of the Vaal River Alternative D 20,20 2 I 3 2 Alternative D(l) 22.90 1 I I 1 Revised base route 20,15 2 I 2 I Route has been refined to 23,00 .. a large extent * Topo ratmg refers to the sUitability of topography for vertical route alignment ** Financial rating is base on preliminary estimates of earthworks quantities taken from 1: 10 000 orthophotos 8.2.6 Conclusions The alternative routes provide some social advantage over the base route, in particular as regards mitigation of the noise and visual impact that would result at the farm homestead on the farm Grabes Rust 495 [8 Ptns Rem and 6 owned by Mr C. Dafe!. This farm homestead receives mention because it was constructed more than 100 years ago and has value as a lkritage site. The alternative routes do however have a slightly higher impact on agriculture in comparison to the base route because the base route was aligned to a greater extent to farm boundaries. There is no significant difference in impacts on ecology between base route and alternatives: The Dl alternative is the preferred alternative from a financial and technical perspective, having both savings in capital expenditure and a slightly reduced operating cost. Mr C Dafe1, the owner of Grabes Rust 495 IS Ptns Rem and 6 initially rejected the alternative routes proposed. Subsequent to presentation of the findings of the ElA, as captured in the draft EIR, Mr C. Dafel as an affected landowner has reiterated his resistance to the proposed project, but has confirmed that should the project go ahead the DIDJ alternative would be the most acceptable alternative. A change to the route is recommended at the Vaal river crossing. The recommended route for development of the proposed railway line is Alternative Dl. 114 Final En vironmental Impact Report (EIR) 9. CONCLUSIONS The planning of Eskom's Ermelo-Majuba railway has entailed the gradual refinement of routes from a number of broad corridor options to specific alignments and finally to a single route. This route will undergo further refinement in order to manage its environmental and social impact before a final alignment is selected for detailed design, tendering and construction. This Environmental Impact Assessment provides a sufficient understanding of the impacts of the railway line to support a decision about the project by the Mpumalanga Department of Agriculture, Land and Administration, previously the Mpumalanga Department of Agriculture, Conservation and Environment (M-DACE). The key conclusions and recommendations of the EIA are as follows: • None of the biophysical or social impacts that will result from the construction and operation of the railway line are considered to be fatal flaws. '. The revised base route, which is indicated in the plans in Appendix 1, is an acceptable basis upon which to proceed with the detailed planning. The route is a reasonable compromise between environmental, cost and engineering requirements and there is no need for further examination of broad scale altemati ves. • The line will alter hydrology in the landscapes through which it passes although there is little evidence, from existing railway lines' in similar terrain, climate and soils, to show that the concentration of water flows through the culverts has caused significant changes in erosion in the affected stream channels or a drying of the landscape on the downslope side of the railway. The exception to this rule will be between kIn 7 and 9, where the railway line will have a significant impact on a hill slope seep wetland complex. In this area, there is a risk that the railway line will cause progressive desiccation of the landscape between the line and the Rietspruit with consequent implications for vegetation, water quality, erosion and future land use. It is likely that this impact can be mitigated by changing the vertical alignment of the railway line in this section of the route. In the event that detailed design shows that the changes are not feasible, or are only partially feasible, then the impact on these wetlands should be re-evaluated and, if necessary, an alternative route considered along an alignment slightly further to the east, taking technical, ecological and social criteria into consideration. • Impacts on terrestrial habitats will be within acceptable limits. While there will be some loss of untransformed grassland in good condition (110 hal, approximately two thirds of the route is situated either in disturbed grasslands or in land being used for cultivation. • The risk of construction impacts affecting threatened plant and animal species must be verified in the detailed fieldwork for the EMP but does not appear to be a highly significant issue. These impacts can be avoided, where necessary, by other mitigation measures during the design and construction of the railway line. • Social impacts during construction could be significant without appropriate management. These range from nuisance issues, such as noise and dust, to issues relating to safety and security, stock theft and the social pathologies associated with informal settlements and labour camps. The impacts will all be strongly influenced by management, and can be reduced to low levels of significance by careful construction planning, implementation and monitoring. • There is no evidence from the existing export coal line, which has been in operation for more than 25 years, that coal dust or spills have caused any significant pollution outside of the right of way. Taking into consideration that the Ermelo-Majuba line will be operated with a lower frequency of liS Final Environmental Impact Report (EIRJ trains, without side-dumping wagons, and under more stringent operating and maintenance conditions, the risk of coal dust pollution along the route is considered to be minimal. • Noise impact caused by the operation of the trains will be highly significant. Trains will operate for 7 days a week during a 24 hour period, consisting of approximately 6 loaded and 6 unloaded trains per day. Although daytime noise will cause little nuisance, because of the masking effect of other noise sources, nighttime train noise is likely to cause sleep disturbance at thirty dwellings, made up of either farm homesteads or farm labour complexes. In one instance, the operation of the train will impact significantly on speech intelligibility at a local farm school. Noise attenuation barriers, constructed either as walls or earth berms, are recommended in most of the areas where farmhouses or labour complexes will be significantly impacted by train noise. In cases where these measures will not be effective, mitigation at the h • Visual impact will be highly significant in the vicinity of homesteads and in the riverine areas where visual quality is highest. In particular, the railway will cause impact in proximity to the Vaal River where it is routed near the attractive wetland environment associated with the river. Recommendations include the planting of tree clusters to screen the railway line from key viewlines, as well as specific design measures to reduce the visibility of the line in the vicinity of the Vaal River. While these measures will significantly reduce the impact of the railway line on the visual environment, there is no practical way of limiting the impact to low levels of significance. • Most landowners are concerned about potential disruption of their farming activities and about the general problems that accompany large construction projects. Eskom wi II need to make a particular effort to monitor and manage the activities of its construction contractor, and to maintain ongoing liaison with the affected landowners, if the impacts on their properties are to be minimized. • Landowners have expressed concerns about the effect of the railway line on the economic viability of their farms, both because of the direct loss of valuable arable land and because of the severance of parcels of land from their farms, leaving residual pieces that are inconvenient to access or too small to farm economically. The ErA finds no evidence that the physical land loss will impact significantly on landowner's ability to operate profitably. While about 110 ha of arable l~md will be lost along the route; consisting mostly of Hutton soils which have high agricultural potential, the amount is small, both in relation to individual landowner's land holdings and at a regional scale, taking the total area of good arable soil into consideration. • Issues relating to the severance of farms are clearly important in respect of efficient farming. Eskom has made provision for access across the railway in many places, in consultation with the landowners. In the consultant's opinion, access provided will, to a large degree, reduce the impact of severance to a low level of significance, subject to finalization of details with the landowners themselves. In eight cases, the consultants recommend that the need for access be re-assessed where it appears that further access would materially reduce the disruption caused by the railway barrier. • There will also be a number of instances in which small and uneconomical pieces of land will be isolated as a result of the railway line. In order to minimize the impact, Eskom should encourage 116 Final Environmental Impact Report (EIR) landowners to agree to the consolidation of the fragmented pieces with the farms on the opposite side of the railway line. Areas along the railway line where consolidation of fragmented pieces of farmland is suggested, have been identified in the EIA (some 22 land portions). It is recommended that Eskom carry the legal and other costs necessary to consolidate the farm portions in order to facilitate this rationalization of farm boundaries along the railway line. • While there is a small component of tourism on some farms along the route, it is not an important industry in the project area and the impact of the route on both existing tourism and future tourist potential is considered to be very small • In cases where landowners who are significantly affected by the railway line express a preference for being bought out, Eskom should consider this as a reasonable alternative to compensation for lost land and should, subject to agreements, purchase the farm and consolidate the fragmented pieces. This is a means of ensuring an equitable settlement for those landowners who do not wish to have a railway line through their properties, or who are unconvinced that compensation will be sufficient to mitigate the impacts. The farm may then be sold to a willing buyer. • There are no significant heritage impacts that have been identified by the EIA. A number of sites exist, ranging from old buildings to graves, but none of these are within the proposed railway servitude. Subject to a further field assessment during the detailed design for the project, to verify the absence of grave sites in the servitude, and the management of construction to avoid damage to nearby sites, the impact of the project is likely to be low. • There are no mining limitations which could affect the location of the railway line route. • The proposed project will have substantial benefits for the national, provincial and local economy, the latter particularly during construction. These benefits must be off-set against the costs of the project, including the impacts to land owners. • Systematic. comprehensive environmental management during the design, tendering, construction and post-construction phases of the project will be necessary to ensure that the environmental impacts of construction and operation are reduced to low levels of significance. The complex sequence of events that leads to the acquisition of a route for a railway line places a heavier burden than usual on the phases of environmental management that follow the EIA. Subsequent to the EIA report, an Environmental Management Plan (EMP) must be prepared in order to develop and evaluate detailed impact management, mitigation and monitoring requirements for the project. This EMP must address design, construction and operational impacts. • It is recommended that an independent auditor be appointed to audit compliance in terms of the conditions stipulated in the Record of Decision (RoD) and the implementation of the EMP. A full time environmental site officer should be appointed to implement the EMP and ensure that conditions are adhered to. • It is further recommended that a Landowner Liaison Committee is formed which provides affected stakeholders with a single point of contact to raise any issues of concern during construction. The details of this committee may be worked out in consultation with the environmental authorities and affected landowners. • It is recommended that Eskom commences with compensation negotiations with affected land owners as soon as a decision on the proposed project has been taken by the environmental authority and the Eskom Holdings Limited Board of Directors. and that in the interim, Eskom keeps land owners informed of progress. 1t7 Final Environmental Impact Report (EIR) REFERENCES Brinson, M. M. 1993. A hydrogeomorphic classification Ji)r wetlands. Wetlands Research Program Technical Report WRP-DE-4. U.S. Army Corps of Engineers, Waterway Experiment Station. Vicksburg, MS: Bridgham and Richardson. Ewel, C. (1997). 'Water quality improvement by wetlands', in Daily, G. (Ed.) Nature's Services: Societal Dependence on Natural Ecosystems, Island Press: Washington DC. pp. 329-344. Gren, I. (199S). 'The value of investing in wetlands for nitrogen abatement'. European Review of Agricultural Economics 22: IS7 -172. Institute for Soil, Climate and Water land type maps. IUCN 2001 Il./CN Red List Categories: Version 3.1. Prepared by the IUCN species survival. Commission. IUCN Gland, Switzerland. Kotze, D.C, Mameweck, G.c., Batchelor, AL., Lindley, D. and Collins, N. (2004). Wetland Assess: A rapid assessment procedure for describing wetland benefits. Mondi Wetland Project, Unpublished report. Low, AB. & Rebelo, AG. (1996). Vegetation ofSouth Africa, Lesotho and Swaziland. Department of Environmental affairs and Tourism, Pretoria. Low, AB. &, Rebelo, AG. (1998). Vegetation ofSouth Africa, Lesotho and Swaziland. Department of Environmental affairs and Tourism, Pretoria. Marneweck, G.C. and Batchelor, A.L. (2002). Wetland inventory and classification. In: Palmer, R. W., Turpie, J., Marneweck, G.C. and Batchelor, AL. (Eds). Ecological and Economic Evaluation of Wetlands in the Upper Olifants River Catchment. Water Research Commission Report No KS1l162. Mameweck, G.c., Palmer. RW, Engelbrecht, J., Jacobsen, N. and Turpie. J. (2002). Biodiversity of the upper Olifants River catchment wetlands. In: Palmer, R W., Turpie, J., Marneweck, G.c. and Batchelor, AL. (Eds). Ecological and Economic Evaluation of Wetlands in the Upper Olifants River Catchment. Water Research Commission Report No KS1l162. Mameweck. G.c. and Batchelor, A.L. (2004). The structure and function of wetlands in the Highveld grasslands of Gauteng and Mpumalanga. Wetland Consulting Services (Pty.) Ltd., In Press. Midgley, DC, Pitman, WV, Middleton. BJ. Surface Water Resources of South Africa. (1990). WRC Report No 29812.1/94, Volume 2. Retief. E. & Herman. P.P.J. (1997). Plants of the Northern Provinces of South Africa:Keys and Diagnostic Characters. National Botanical Institute. Pretoria. Code of Practice SANS 10328:2003: Methodsfor Environmental Noise Impact Assessments. Thompson, J.R and Goes, B. (1997). Inundation and groundwater recharge in the Hadejia-Nguru wetlands, Northeast Nigeria: Hydrological analysis. Hadejia-Nguru Wetlands Conservation Project, Kano and the Wetland Research Unit, University College London. Tyson et al. (1988). Wahl M & Naude K. (1996). National Register of Protected Areas in South Africa, Department of Environmental Affairs & Tourism. 118 Final Environmental APPENDIX 1: Detailed Alignment Plan of the Proposed Route and Alternatives Final Environmental Impact Report (EIR) APPENDIX 2: Predicted daytime and nighttime increase in ambient sound levels caused by the operation of the Majuba Railroad. Noise measurements were taken by the noise specialist at specific sites along the proposed routes. Properties for which no values are indicated on the table below are those where noise measurements were extrapolated from adjacent sites. In other words, even if no specific noise measurements were taken at those properties, the potential impact of noise was calculated to be such that mitigation measures were recommended for some. :, Predicti~~ " Daytime ~ightTime /' ... Site ...... :ci.Increase I. I~crease Laeq Impact Evaluation Mitigation i Laeq (dBA) . c····(dBA) MCI Ptn 7 +0,7 +2,8 Noise impact significance low during Uitgezocht the daytime. Sound level increase 436-IS audible at night but unlikely to cause (Farmhouse) sleep disturbance MC2Ptn I +1,3 +9,4 Noise impact significance low during Barriers Uitgezocht the daytime but reaches a level that 436-IS could result in sleep disturbance at (Farmhouse) night MC2-A Ptn +1,6 +10,4 Noise impact significance low during Relocate or 19 the daytime. While the farmhouse is Barriers Uitgezocht close to the railway line it will be 436-IS protected from the intrusive sound (Farmhouse) because of the cutting through which the train is passing. The night time ambient will be increased above an ambient acceptable for rural residential conditions. Impact significance will be high and sleep disturbance is very likely. Ptn 19 - - Labour house 50m east of planned Relocate or Uitgezocht railway line. Impact significance will barriers 436-IS be high and sleep disturbance is very (Labour likely. complex) Ptn 16 - - Three groups of labour houses 650m Barriers Uitgezocht east of planned railway line. Impact 436-IS significance will be high and sleep (Labour disturbance is likely. complex) MC3 Ptn 22 +0,4 +1,5 Noise impact significance low for Uitgezocht daytime and nighttime operations due 436-IS to the distance from the site to the train. (Farmhouse) Nighttime sound levels will just be audible but will not be intrusive. Ambient sound levels will remain suitable for a rural residential district MC4 Ptn I +0,1 +2,2 Noise impact significance low for Rietspruit daytime and nighttime operations due 446IS to the distance from the site to the train. (Farmhouse) Nighttime sound levels will just be audible but will not be intrusive. Ambient sound levels will remain suitable for a rural residential district 2 Final Environmental Daytime NightTime . Prediction Increase Increase Laeq Impact Evaluation Mitigation Site Laeq (dBA) (dBA) MC5 Ptn 4 +0,2 +1,4 The noise climate in the area is already Barriers Uitgezocht degraded due to traffic on Road R39. 436-IS Both the existing daytime and the (Farmhouse) night-time ambient noise levels are well above that desirable for a rural residential area. The noise from the train will not significantly add to the present noise conditions. The sound from the pass-by of a train will be distinctly audible at night and will be at a level that is likely to have a disturbance effect on sleep. MC5A: Ptn 5 +1,2 +8,6 Noise impact significance low during Barriers de the daytime but the night-time ambient Vereeniging will be raised to a level which is likely 448-IS to cause sleep disturbance. ( Farmhouse) Ptn 4 de - Farmhouse 500m west of the railway. Barriers Vereeniging Impact significance will be high and 448-[S sleep disturbance is likely. (Farmhouse) SITE MC6: + 1.7 +6,7 Noise impact will be minimal at the Ptn 57 barn complex. No labourers sleep in Dorpsplaats this complex. 47O-IS (Farmhouse) Ptn 14 - - Farmhouse 700m east of the rail way Barriers Transvalia line. Impact significance high and sleep 444-[S disturbance is likely. (Farmhouse) SITE MC6 +1,7 +6,7 The noise impact of the train will be Barriers A: minimal on the area at the barn Ptn 2 complex. If any labourers sleep in the Transvalia complex, the sound from the pass-by of 444-IS a train will be distinctly audible at night ( Farmhouse) and will be reaching a level where sleep is likely be disturbed. Ptn59 - - Labour complex 550m west of the Barriers • Dorpsplaats railway line. Impact significance high • 470-IS and sleep disturbance is likely. (Labour • complex) S[TEMC7 +2,2 +7,2 Noise impact significance low during Barriers A: the daytime but the night-time ambient Ptn 36 will be raised to a level which is likely Dorpsplaats to cause sleep disturbance. 470-IS (Farmhouse) Ptn 36 Labour complex 120m west of the Relocate or Dorpsplaats railway line. Impact significance high barriers 470-IS and sleep disturbance is likely. (Labour complex) 3 Final Envirqnmentallmpact Report (EIR) .. Daytime :' . . . Night '{we '.'.: ~etion'. Increase IncreaseLaeq IntPad Evaluation ·Mitigation site 4 Final Environmental Impact Report (EIR) .. Prediction Daytime NightTime Increase fucreaseL.eq Impact Evaluation Mitigation Site / ' Laeq (dBA) (dBA) Ptn 3 Grabe's - - Labour complex 90 - 180m east of the Relocate or . Rust 495-IS : railway line. Impact significance high barriers (Labour and sleep disturbance is very likely. complex) SITE MCI2: +5,2 +8,0 Noise impact significance low for Barriers Ptn 3 Grabe's daytime operations. The night-time Rust 495-IS ambient will be raised 13dBA above (Farmhouse) that considered acceptable for a rural residential environment. The level and nature of the pass-by sound of a train will be highly intrusive and will have a disturbing effect on sleep. Ptn 5 Grabe's - - Labour complex 600m west of the Barriers Rust 495-IS railway line. Impact significance high : (Labour and sleep disturbance is likely. complex) Ptn 200 - - Farm school 450m east of the rail way Barriers Rietspruit line. Impact significance high and 507 speech intelligibility will be affected. IS (Farm school) Ptn 11 Labour complex 550m east of the Barriers Sterkspruit railway line. Impact significance high 508-IS and sleep disturbance is likely. (Labour complex) SITE MCI3: +9,9 +8,7 Noise impact significance low for Relocate or Rem daytime operations. The night-time barriers Sterkspruit ambient will be raised 14dBA above 508-IS that considered acceptable for a rural (Farmhouse) residential environment. The level and nature of the pass-by sound of a train will be highly intrusive and will have a disturbing effect on sleep. SITE MCI4: +0,1 +1,4 Noise impact significance low for Ptn 6 daytime and night time operations. The Platberg night time operations will be faintly 510-IS audible but are unlikely to have a (Farmhouse) disturbing effect on sleep. Ptn 4 - - Labour complex 550m west of the Barriers Platberg railway line. Impact significance high 51O-IS and sleep disturbance is likely. (Labour complex) Ptn 3 - Farmhouse 600m west of the railway Barriers Koppieskraal line. Impact significance high and sleep 56-HS disturbance is likely, (Farmhouse) PIn 5 - Labour complex 550m west of the Barriers Koppieskraal rail way line. Impact significance high 56-HS and sleep disturbance is likely. (Labour complex) 5 Final Environmental . '. Daytime NightTime Prediction Increase·' .' Incr~se Laeq Impact Evaluation Mitigation Site y :'. .... A) ". (dBA) . " Ptn 54 Labour complex 350m east of the Barriers Amersfoort railway line. Impact significance high Town and and sleep disturbance is likely. • Townlands 57 IS (Labour complex) SITE MCI5: 0 +0,2 Noise impact significance low for Ptn I daytime and night time operations. The Brakfontein night time operations will be faintly 529-IS audible but are unlikely to have a (Farmhouse) disturbing effect on sleep. SITE MCI6: +1,4 +2,2 Noise impact significance low for Relocate or Ptn I daytime operations. The night-time barriers Koppieskraal ambient will be raised 13dBA above 56-HS that considered acceptable for a rural (Farmhouse) residential environment. The level and nature of the pass-by sound of a train will be highly intrusive and will have a . disturbing effect on sleep. Ptn I Labour complex 600m east of the Barriers Koppieskraal railway line. Impact significance high 56-HS and sleep disturbance is likely. (Labour complex) Rem Farmhouse 275 m east of the railway Barriers Roodekopjes line. Impact significance high and sleep 67-HS disturbance is likely. (Farmhouse) Rem - - Labour complex 380m east of the Barriers Roodekopjes railway line. Impact significance high 67-HS and sleep disturbance is likely. (Labour complex) 6 Final Environmental Impact Report (EIR) 7 Final Environmental APPENDIX 3: Chronological List of Public Participation Activities up August 2004 ENVIRONMENTAL IMP~~TASSESSM~~ (J£~~;} . .;;;PROPOSEii:tONG-TERMCOALsuPPLYTOES}{OM'S:TuTUKA '. .. . :.POWERSTATIOIi,COAVT1IANSp(jRT.(TIONSn.ID~, ':.'.< . '. ',:. .i,lDUM···"A' "L' 'A'NG'"A" 'p' RO".' .TT1Io...TCE·. . .'. /;,)!,;l.YU", "'J.l~ : ".« / :>;~'/f>: CmtONOL®ICAtJ,ISTOF PtJB:L1CllARTICIPATlON ActIvITIES, fYi: . >MARCH 2003-AUGUST 2004 /" '. "": ;'.~/' " . ACTJVll'¥.·····i/~,;!~';; ...,. ':~:f::Mm; "NOTES >.: .• !:;F {DATE'...... < r .'. ';:;"', " -',; ,.'<,~ rirrUKA' ANDMAJuBA ;'scopwqPHAsE_ -;", OF;IUAiACf.VrrlEsroJlBOTH,/,'f; ." " '------___:-/-' '" '. ',' ,. - -: :- __-~'" " -- _,-.'_' _': "', ~ - " ¥lAst ..... 7> ; i" ·ANN()UNCEJ:IAAND.Ptl:BLtC·¢ONStJL:rATIO~"" ;.' ,: '.;:'" March/April 2003 Identify interested and affected parties from Started off with 315 entries in totaL In May 2003 all sectors of society. Compile electronic over 470 entries on database as further interested database of interested and affected parties. and affected parties expressed interest. Ongoing maintenance Early March to early Meetings with individual landowners along To inform them about the project and to gain June 2003 the proposed route alternatives access to their properties for studies to be done by environmental and technical consultants. 27 March 2003 Interface meeting with Sasol and Eskom regarding the various routes Early April 2003 4-page Background Information Document. Distributed to 265 entries by normal mail. fax and stakeholder invitation letter. comment/reply e-mail and hand delivered to landowners. Sent 30 sheet (English and Afrikaans) BIDs to Agricultural Unions to distribute to their members. Comment deadline date Friday. 16 May 2003. Also asked interested and affected parties to indicate names of others to put on the mailing list. and the BID was mailed to them. Early April 2003 Telephonic contact with possibly affected To identify and inform landowners about the landowners on various proposed routes. project and to ask permission to access into their properties for studies to be done by environmental and technical consultants, Early April 2003 Meeting with Agri Amersfoort and Agri To identify landowners on the Ermelo to Majuba Standerton representati ves route and confirming landowners along the Tutuka ! to Majuba conveyor route and to inform them about the project. Mid April 2003 Advert placed in three local and one national To announce the project to the broader public, newspaper throughout study area. e.g. The I Ridge Times. Highveld Herald, Standerton Advertiser. Beeld newspaper .i';f;;i~;.' .... I>ISCUSSIONPlIASE, ..' ,;,;:, ..... ;')is· .; .... , «/.,.,,"< ' .. . .' Mid April 2003 One-on-one meetings with possibly affected To inform them about the project and to gain landowners on various proposed routes. access to their properties for studies to be done by environmental and technical consultants. 23 25 April 2003 One-on-one meeting with possibly affected To Identify possibly affected landowners. to landowners between the proposed Ermelo - inform them about the project and discussed the Majuba route (rail & conveyor) possible impacts of the proposed routes. Late April 2003 E-mailed advert to Ms Ria Loggenberg of the Bulletin already published, couldn't include Transvaal Agri Union to place in their advert, but will include an article in next bulletin. Bulletin Final Environmental Impact Report (EIR) DATE ACTMTY NOTES Late April 2003 E-mailed Afrikaans BID and comment sheet E-mail sent to 46 Chairpersons to inform them to Ms Elmarie Ie Roux. secretary of the aboutthe project, and to forward to their members Mpumalanga Agricultural Union, to (1400 members). distribute bye-mail to chairpersons from the various districts to forward to their members 1& 2 May 2003 One-on-one meeting with possibly affected To Identify possibly affected landowners. to landowners between the proposed Tutuka - inform them about the project and discussed the Majuba route (rail & conveyor) possible impacts of the proposed routes. [4 May 2003 Introductory meeting with Chairpersons of A meeting was requested by the agricultural the Transvaal Agricultural Union. Agri SA bodies to inform the possibly affected landowners and Farmers Unions along the Ermelo- regarding the various Eskom projects in the region Majuba route alternative thank link to this project. The meeting also served to obtain comments/concerns and suggestions regarding the project. 22 landowners attended this i meeting. 21 May 2003 Meeting of EIA specialists with Dr Gawie du To discuss soils suitable for prime agricultural Toit, soil scientist previously with the land on the Ermelo-Majuba route alternative. Nooitgedacht Agricultural Research Station 21 May 2003 One-on-one meeting with possibly affected To Identify possibly affected landowners, to ! landowners between the proposed Tutuka- inform them about the project and discussed the Majuba route (rail & con veyor) possible impacts of the proposed routes. 22 May 2003 One-on-one meeting with possibly affected To Identify possibly affected landowners, to landowners between the proposed Secunda inform them about the project and discussed the and Tutuka route (rail & conveyor) possible impacts of the proposed routes. 26 May 2003 Meeting with Sasol and Eskom regarding the To clarify undermining and other potential various routes constraints and impacts. 29 May 2003 Meeting with Mpumalanga Department of To clarify EIA concepts. Agriculture, Conservation and Environment 3 June 2003 Meeting with landowners along the A meeting was requested by the agricultural Trichardt-Tutuka route alternati ve as well as bodies to inform the possibly affected landowners those along a new alternative identified by about this project and the possible impacts of the Eskom during the scoping phase, the proposed routes. The meeting also served to Baanbreker route alternati ve from the obtain comments/concerns and suggestions Baanbreker railway siding to Tutuka power regarding the project. station 7 June 2003 Meeting with landowners along the Tutuka- A meeting was requested by the agricultural Majuba route alternative bodies to inform the possibly affected landowners about this project and the possible impacts of the proposed routes. The meeting also served to obtain commentslconcems and suggestions regarding the project. 28 June 2003 Meeting with landowners along the existing To Identify possibly affected landowners, to Standerton - Tutuka railway line inform them about the project and discussed the possible impacts of the proposed routes. ", COMMENT ON DRAFT SCOPING REPORTS > 28 May 2003 Progress feedback letter and invitation to Distributed to over 480 interested and affected open houses (English and Afrikaans) parties by normal mail. fax and e-mail. 20 June 2003 Advert placed in three local newspapers To announce the availability to comment on the throughout study area, e.g. The Ridge Times, Draft Scoping Report to the broader public. Highveld Herald. Standerton Advertiser, Beeld newspaper End June 2003 Draft Scoping Report and comment sheet Distributed to all those registered to attend one of (English and Afrikaans) the open houses, pro-actively to key interested and affected parties, and to anyone who requested a copy. 300 Draft Scoping Reports distributed in English and Afrikaans via mail. e-mail. And personal deli very. 2 Final Environmental Impact Report (EIR) " I DATE '. » ACTIVITY,' " NOTES 8 July 2003 Open House meeting in Secunda Attended by 40 I&APs. , 9 July 2003 Open House meeting in Standerton Attended by 52 I&APs. 10 July 2003 Open House meeting in Ermelo Attended by 48 I&APs. 14 July 2003 Open House meeting at Majuba Power Attended by 23 I&APs. Station, Amersfoort 24 July 2003 Meeting with landowners along the To discuss possible local re-alignments / Baanbreker rail route refinements and to obtain further comments and concerns. 17 & 8 August 2003 Meeting with landowners along the To discuss possible local re-alignments / Baanbreker rail route and Ermelo-Majuba rail refinements and to obtain further comments and route concerns. 18 August 2003 Meeting with legal representative of the To discuss Eskom planning and rationale for Ermelo District Agricultural Union and proposed project and potential route alignments. landowners along the Ermelo-Majuba rail i route I 29 August 2003 Meeting with Ermelo District Agricultural To discuss Eskom planning and rationale for Union and concerned landowners proposed project and potential route alignments. i 29 August 2003 Progress feedback letter (English and Distributed to over 600 interested and affected Afrikaans) parties by normal mail, fax and e-mail. Early November Progress feedback letter to announce Distributed to over 600 interested and affected 2003 availability of Final Scoping Report (English parties by normal mail, fax and e-mail. and Afrikaans) NovemberlDecem Individual meetings with landowners To discuss refinement of route alternatives. ber 2003 along the Ermelo-Majuba rail route. December 2003 Final Seoping Report and comment sheet and Distributed pro-actively to all affected Issues Report (English and Afrikaans) landowners, key I&APs, and to anyone who requested a copy, Final Scoping Reports were distributed in English and Afrikaans via mail, e- mail. And personal delivery, I 18 & 19 December Visits to individual landowners along the To introduce new landowner consultation contact 2003 Ermelo-Majuba rail route person, Erika du Plessis, since Nicolene Venter has taken up a new position. ", ;, COM:MENT ON D~F'fFINDINGS OF MAJUlJA EIA, > " May 2004 Progress feedback letter to announce Distributed to over 650 interested and affected availability of Draft EIR (English and parties by mail, fax and e-mail. Afrikaans) and Specialist Studies (English) May 2004 Adverts placed in the Standerton Advertiser, To announce the availability to comment on the Ridge Times and Highveld Herald. Draft EIR. Late May/early June Telephone calls to key stakeholders including To encourage to obtain documents for comment 2004 local and district authorities and land and to attend public meetings claimants May/June 2004 Draft EIR (English and Afrikaans) and Distributed pro-actively to all affected landowners accompanying reports (English and (mostly by personal delivery), key I&APs, and to Afrikaans) and comment sheet anyone who requested a copy. 28 May 2004 Letters/faxes/phone calls to land owners to To offer to assist land owners to interpreted the offer meetings with individuals on 2,4 and 9 findings of the ETA as contained in the Draft EIR June with respect to their own properties; to obtain their initial comments 2 June 2004 Meetings with several individual landowners To assist land owners to interpreted the findings of the EIA as contained in the Draft ElR with respect to their own properties; to obtain their initial comments 3 Final Environmental Impact Report (EIR) DATE . ACTIVITY . NOTES 4 June 2004 Meetings with several individual landowners To assist land owners to interpreted the findings of the EIA as contained in the Draft EIR with respect to their own properties; to obtain their initial comments 8 June 2004 Two Public meetings/Open houses. one each For I&APs to verify issues they have raised to in Ermelo and Amersfoort date and to comment on the draft findings of the ErA 17 June 2004 Letterslfaxesltelephone calls to land owners Announcing extension of comment period to and all other stakeholders on database Wednesday 30 June 2004, as requested by some land owners 24 June 2004 Letters/faxes/telephone calls to land owners Keeping informed of progress; announcing and other key stakeholders revision of soils study and asking permission for access to land by soil scientist (28 June 2 July Visit by Dr Brent Baxter, leader of the EIA, To discuss potential reduction in number of local 2004) to individual land owners affected by local route alignments to be put forward in the Final route altemati ves EIR End September Final feedback letter to announce submission Distributed to over 650 interested and affected 2004 of Final ErR and Specialist Studies to the parties by mail, fax and e-mail. lead authority for a Record of Decision End September Final EIR and Specialist Studies submitted to Submitted to the lead authority for consideration, 2004 lead authorities as well as other authority departments, all affected landowners and key stakeholders. End November 2004 Record of Decision letter (English and To be distributed to over 650 interested and Afrikaans) affected parties by mail, fax and e-mail. 4 Final Environmental 5 Final Environmental Impact Report (EIR) APPENDIX 4: Comment and Response Report (comment on the Draft EIR, and responses)