Appendix 11: Stormwater Management Plan
STORMWATER MANAGEMENT PLAN FOR THE DEVELOPMENT OF PORTION 4 OF THE FARM GWAYANG No 208
Submission date: 16 July 2018
Prepared by:
Infrastructure Consulting Engineers
Contact person:
De Bruyn Joubert
T: +27 12 349 2022
F: +27 12 349 2026
Table of Contents
1. Introduction ...... 1 1.1. Background to Report ...... 1 1.2. Location of Development ...... 1 1.3. Objective of Report ...... 2 1.4. Development planning ...... 2 1.5. Current upstream drainage system ...... 3 1.6. Downstream receiving water body ...... 7 1.7. Overview of proposed stormwater drainage system ...... 7 2. Underground storage of hazardous substances ...... 10 2.1. General ...... 10 2.2. Fuel tanks ...... 11 2.3. Fuel delivery ...... 12 2.4. Fuel Conveyance ...... 12 2.5. Fuel pump system ...... 13 3. Drainage of surfaces with a high risk of hydrocarbon contamination ...... 14 4. Design and Maintenance ...... 17
1. Introduction
1.1. Background to Report
8 Mile Investments is planning for the rezoning and subdividing of Portion 4 of the Farm Gwayang no 208, situated opposite the main entrance road to George Airport in the Western Cape. The current zoning of the property is “Agriculture Zone I”. The property is approximately 11.0433ha in extent.
The land use application to be lodged to George Municipality will be for: i The subdivision of Portion 4 of the Farm Gwayang No 208 into 14 Portions (7 x Industrial Zone I portions; 1 x Business Zone VI portion; 1 x Transport Zone II portion; 4 x Open Space Zone II portions & 1 x Agriculture Zone I portion (the Remainder)) in terms of Section 15(2)(d) of the Land-Use Planning By-Law for George Municipality, 2015; ii The rezoning of Portion 4 of the Farm Gwayang No 208 from “Agriculture Zone I” to “Subdivisional Area” in terms of Section 15(2)(a) from the Land-Use Planning By-Law for George Municipality, 2015.
Infrastructure Consulting Engineers (ICE) were appointed to do provisional planning of roads and services for the proposed township, which includes the necessary infrastructure to collect and control stormwater runoff. The Stormwater Management Plan was compiled to guide the future development of erven and the drainage system inside proposed road reserves. The purpose of the plan is to mitigate the impact of the post-development stormwater drainage system on the current drainage system downstream of the development.
This report also addresses mitigating measures related to the potential impact of the storage of hazardous substances in underground fuel tanks on proposed Erf 1. Erf 1 is earmarked for the development of a fuel service station.
1.2. Location of Development
The property is situated to the east of the R404 at the intersection with the George Airport main access road. The site locality plan is shown in Figure 1 below.
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Figure 1: Site Locality Plan
1.3. Objective of Report
The proposed development of Portion 4 will impact on the drainage response of the sub-catchment. This is caused by several characteristics that are inherently part of urbanisation. These are typically:
• Reduction in permeability of the catchment area; • Reduction in the response time of the catchment. This in turn impacts on the appropriate storm duration and the storm intensity; • Reduction in rainfall intensity impacts on the groundwater table; • Possible deterioration of quality of runoff.
The reduction in permeability and the increase in rainfall intensity (associated with the reduced catchment response time), increase the runoff into the receiving water bodies. This consequence potentially destabilises the downstream natural water courses. It furthermore impacts on the risk of flooding of downstream properties.
It is therefore important to mitigate the mentioned potential negative impacts on the receiving water systems.
1.4. Development planning
The property is currently undeveloped and is used for agricultural activities. The property is 11.0433 ha in extent. The proposed land-uses within the township will consist of Industrial Zone 1 and Business Zone VI. Industrial zoning limits coverage to 75 % of the erf area. Building lines furthermore limit the extent of development. Parking requirements of 2 per 100 m² of building, plus vehicle on-site circulation
2 areas imply that the maximum coverage will in general be limited to 50%. For the purpose of the mitigating measures it is however assumed that the maximum coverage will be implemented.
1.5. Current upstream drainage system
In order to develop a stormwater masterplan for the proposed development it is imperative to consider the impact of runoff from higher laying areas on the receiving area of Portion 4. Due to the topography of the terrain, stormwater drains in general from the north to the south. Portion 4 therefore receives runoff from Portions 130 and 139 of the Farm Gwayang no 208 located to the north. See Stormwater Layout Plan attached in Annexure A.
Figure 2 below is an extract from the Gwayang Local Spatial Development Framework. The development of Portion 4 is guided by this document. The area between the northern boundary of Portion 4 and the R102 is proposed to be part of the Airport Support Zone (coloured dark blue).
Figure 2: Gwayang Local Spatial Development Framework
The existing road system in the area has a significant impact on the drainage of the higher laying land to the north of Portion 4. Provincial road R102 runs from west to east towards the north of Portions 130 and 139. The road has a well-defined drainage system. The drainage system consists of open drains on the northern side of the road as well as along the southern side of the road. (See photo below).
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Figure 3: R102 Open Drainage
The profile of the road shows a high point (crest) at a position approximately 200 m to the east of the R102/R404 intersection. The drainage channel on the northern side of the road drains from the high point to a culvert passing underneath R102 directly north of a farm dam located on Portion 139.
Figure 4: Culvert Underneath R102
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It furthermore drains to the west from the high point to the intersection of R102/R404 where it passes through a culvert to the west of the R404. To the west of the mentioned intersection runoff drains along a concrete lined open drain running along the northern edge of the R102. See photo below.
Figure 5: Concrete Open Drain Along R102
The drainage system of the R102 therefore routes runoff from the north of the road to the natural drainage channel leading into the dam as well as the drainage system of the R102 to the west of the R102/R404 intersection. The existing drainage system is indicated on the Stormwater Layout Plan attached in Annexure A.
The proposed development on Portion 4 receives runoff from the north via the well-defined water course passing through the site along the eastern part of the site. This natural drainage channel receives runoff from the above-mentioned farm dam located to the north of the proposed development. The farm dam can be seen on the drawing attached in Annexure A.
The drainage system of the R404 also has a significant impact on the drainage system leading to Portion 4. The photo below shows the well-defined drainage channel along the eastern edge of R404. This channel feeds into a dam in the south western corner of Portion 4.
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Figure 6: Drainage Channel Along R404
The contours on the Subdivision Plan in Annexure B shows a valley extending from the dam in the south western corner towards the north. This valley forms a natural water course extending to the northern boundary of Portion 4. Beyond the northern boundary the water course runs parallel to the northern boundary as indicated on the Stormwater Layout Plan in Annexure A. The photo below shows how the watercourse runs parallel to the northern boundary inside Portion 130.
Figure 7: Watercourse on Portion 130
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There are therefore two distinct natural water courses present on Portion 4. These are the valley downstream of the farm dam on Portion 139 and the valley draining into the dam on the south western corner of Portion 4.
1.6. Downstream receiving water body
The two natural drainage structures mentioned above extend into Portion 34 of the Farm Gwayang no 208. Portion 34 is located directly to the south of Portion 4. The dam in the south western corner of Portion 4 drains into a tributary of the Gwayang River. The route of the drainage between the dam and the tributary traverses a natural scenic linkage as proposed by the Gwayang Local Spatial Development Framework. The definition of the natural scenic linkage is according to the Gwayang Local Spatial Development Framework.
The eastern water course also crosses onto Portion 34 and enters an area defined as Airport Support Zone in terms of the Spatial Development Framework. This water course also drains into the mentioned tributary of the Gwayang River.
The potential increase in peak runoff resulting from the urbanisation could have negative impacts on the downstream receiving drainage system. This potential negative impact must be mitigated.
1.7. Overview of proposed stormwater drainage system
The proposed stormwater drainage system associated with the development of Portion 4 must integrate into the surrounding area. It must cope with the runoff from the higher laying areas and mitigate all possible negative impacts on the receiving downstream areas. In order to counter the expected increase in peak runoff resulting from the urbanisation, stormwater attenuation structures are proposed to be developed on each property to be developed on Portion 4. This will limit flow velocities to pre- development rates and consequently protect the receiving system from scouring and erosion.
The graph below shows conceptually how the post-development peak runoff rate is reduced through the detention of runoff in a dam structure. This limits the adjusted post development runoff peak flow rate to the pre-development peak runoff rate.
Attenuation structures are proposed to adjust the post-development runoff hydrograph to show a peak runoff rate equal to or less than the pre-development hydrograph. The typical stormwater runoff hydrograph is shown in Figure 3 below. The hydrograph indicates the management of the post- development peak flow through the use of attenuation facilities.
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Figure 8: Stormwater Runoff Hydrograph
The proposed Industrial Zone 1 for warehousing and light industrial purposes, will result in a large portion of the individual stands being covered with building roofs or parking and circulation space. The runoff from these areas will therefore not carry any loads of eroded materials. There is also no indication that the biological and chemical quality of runoff will be contaminated through the proposed land uses. The drawing below shows a schematic section through a typical development of a stand with the associated attenuation structure.
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Figure 9: Schematic Section Through Typical Development
The capacity of the attenuation structures for each erf was calculated to limit the post development discharge from the stand to the pre-development runoff. The storage capacity of the attenuation structures is indicated on the table below.
Table 1: Storage Capacity of Attenuation Structures
The outlets of on-site detention ponds must be connected to the underground stormwater drainage system inside the road reserves. The Stormwater Layout Plan attached in Annexure C shows the proposed underground stormwater system that provides a subsurface link to each stand.
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The pipe system inside the road reserve therefore carries pre-development runoff volumes discharged from the attenuation structures. The pipe systems discharge into the existing dams on proposed erven 10 and 12. The photo below shows the existing dam on Erf 12.
Figure 10: Existing Dam on Erf 12
2. Underground storage of hazardous substances
2.1. General
The proposed zoning of Erf 1 is Business VI to allow for a filling station. Associated with this land use is the storage of fuel in underground tanks as well as the distribution of fuel from the delivery vehicle into the tanks and the distribution system from the tanks to the fuel dispensers in the forecourt area. This infrastructure carries a risk of contamination of the ground and groundwater. The risk of contamination with these hazardous substances must be mitigated.
The risk of contamination of ground and groundwater is related to the specification of the elements of the subsurface fuel installation. The following elements are of critical importance: • The design of the underground tanks; • The design and material used for the conveyance of fuel from the point of discharge from the fuel tanker; • The design and material used for the conveyance of fuel from the point of discharge from the fuel tanker to the underground tanks.
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• The operating pressure of the pipe system between the underground tanks and the fuel dispensers.
ICE developed standard specifications and designs for fuel storage and delivery systems for Total SA. The proposed fuel infrastructure design specifications are in accordance with international best practice used throughout the world, including Europe. The discussion of some important design elements of the fuel storage and distribution system follow in the paragraphs below.
Figure 11: Conceptual Fuel Installation
2.2. Fuel tanks
The proposed design only allows a fuel storage tank with a double steel skin to be used. Single skin tanks were generally used in the past and is still specified by some developers. This however does not comply with international best practise. The double skin tank is in actual fact a tank contained within another tank. This is illustrated in the drawing below.
In the event of a leakage occurring in the inner tank, the product will be contained in the outer tank. Likewise, a leak in the outer skin will not result in a spill since the fuel is contained by the inner skin. The interstitial space between the two skins is pressurised to create a leak detection system. The pressure in the interstitial space between the 2 steel skins of the tank is monitored. Should the pressure in the interstitial space drop resulting from a hole in either of the two skins, an alarm is activated. Action will then be taken to take appropriate remedial action.
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Figure 12: Double Skin Fuel Storage Tank
2.3. Fuel delivery
Fuel is delivered to the site by means of a fuel tanker. The hose of the fuel tanker is connected to a filler line from where fuel gravitates to the tanks. The connection is done in an isolated remote fill chamber. Should there be a leakage on the connection it will be contained in the leak proof fill chamber. The truck also parks on a reinforced concrete spill slab when offloading fuel. Any fuel spillages whilst offloading fuel will be contained on the spill slab. The spill slab drains to an oil separator where oil or grease will be removed from effluent. The treatment of this contaminated water is discussed under a following heading.
2.4. Fuel Conveyance
The filler line to be used to convey fuel from the truck to the tanks is a coaxial pipe. The pipe is a double skinned conductive pipe. It is a pipe within another pipe. The inner pipe is equipped with a permeation layer to further limit any possible permeation of fuel through the pipe skin.
The purpose of the secondary containment (outer layer of the pipe) is to act as a barrier between the fuel conveying inner pipe and the external environment. A section of the pipe is shown below. The secondary contained pipes have been developed to provide extra environmental protection. By applying an outer, secondary pipe over the inner primary pipe, an interstitial space is created. Any fuel leaking from the inner layer gravitates inside the outer shin to a leak proof plastic lined sump. Leaks are detected by merely inspecting the sump manholes. These pipes are manufactured in Sweden at a specialised plant of KPS Systems. The KPS pipes are also used to convey fuel between the tanker and the fuel storage tanks.
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Figure 13: Section Through KPS Fuel Pipe
2.5. Fuel pump system
From the underground storage tanks fuel is conveyed to the pump islands by means of suction pipes. The pipes are also manufactured by KPS Systems is Sweden. Suction pumps are fitted at fuel dispensers on the pump islands to lift the fuel from the underground tanks to the point of discharge at the dispensers. See drawing above. The pipes therefore operate under a vacuum or negative pressure. Any leak in the inner pipe will result in air being introduced into the pipe which will result in the system terminating to operate. The vacuum inside the pipe will break and the fuel will run down the pipe back into the tank. These secondary contained pipes (suction lines) are installed at a minimum grade of 1 % from the dispenser to the tank. This ensures that fuel leaking into the outer pipe will gravitate back to the storage tank and will not be trapped inside the outer pipe.
The suction pump is activated when the nozzle is activated at the fuel dispenser. A diagrammatic layout of the fuel installation is shown in Figure 11. A vacuum is maintained throughout in the suction lines, between the tanks and the pumps, to keep fuel from constantly draining back into the tanks. Should the suction line be damaged or leaking the vacuum within the line will be lost and fuel will drain back to the tanks due to 1% grade (minimum) of the pipe.
The interstitial monitoring system will detect the leakage and the pipe in question can be isolated for replacement. Joints on these secondary contained pipes are done by means of electro-fusion welding. Joints are minimised and joints on suction lines are contained within leak proof plastic lined sumps.
An alternative specification widely used in the industry allows for underground submersible pumps inside the fuel tanks to pump product from the tanks to the pump islands. This pipe system therefore operates under positive pressure. This system does not detect leaks. The pump in the tank remains activated when fuel leaks through the inner wall of the pipe. This can lead to product loss and continuous undetected contamination of the external environment. This alternative is widely used but not supported due the mentioned potential impacts.
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It is clear from the above that the specification proposed by ICE limits the risk of fuel leaking from the storage tanks and from the fuel pipe system to an absolute minimum.
From the above it is evident that the risk associated with fuel leaking into the soil is mitigated adequately resulting from the proposed installation specification. Leaks will be detected timeously in order to prevent leakage into the underground. Both leaks in the tanks or the pipe system will timeously be observed through the alarm system or the termination of the delivery of fuel to the dispensers.
3. Drainage of surfaces with a high risk of hydrocarbon contamination
The development of a service station consists primarily of a fuel sales forecourt area, a retail and management building, parking and circulation areas, fuel delivery area and landscape areas. All areas excluding the fuel delivery area and the forecourt area are subject to limited potential for hydrocarbon contamination of rainwater runoff as in the case of normal commercial developments and road surfaces. The risk of contamination of runoff from the forecourt surfaces and fuel drop areas are however higher. Mitigation of this risk is therefore required.
The volume of runoff generated on the forecourt is limited through the provision of a forecourt canopy. This canopy has its own roof drainage system. Rainwater accumulated on the roofs are collected in underground pipes below the forecourt surface and discharged directly into the site storm water system. The remaining potential runoff from the forecourt surface at ground level is collected on the forecourt surface. The collection system consists of a concrete pavement with a surface gradient to low points from where runoff is conveyed through a separate underground pipe system. This pipe system discharges into a grease or oil trap.
The oil trap design allows for the separation of product from rainwater runoff. This system utilises the differential in specific gravity of fuels and oils and water. The separator contains the light liquid and allows the water to siphon to the outlet. The water must then be discharged into the municipal sewer system. Sludge traps are usually used in-line or in combination with oil separators. Both these must be maintained regularly (inspected and emptied every 6 months) by experienced personnel. Although oil separators are generally easy to implement and retrofit, they function mainly as a containment chamber. Once the sludge and light liquid is removed, the contaminants are transported from the filling station to be disposed at an approved waste facility. High costs are associated with the cleaning of the oil separator and disposal of sludge and oil. Standards have been laid down to control the use of oil separators: SANS 50858 Part 1 and 2. The standard regulates amongst other things the size, materials, design requirements, structural stability, installation and operation of the separators.
The effectiveness of the oil separator is doubtful. Oil separators do not deal effectively with heavy metal pollutants. Water mixed with detergents used to clean vehicles' windscreens and other cleaning activities on the forecourt also drain into the oil separators. The detergents cause the oil to disperse
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(Environment Agency et.al., 2004). The light liquid therefore does not separate in the oil separator and exits the separator through the outlet along with the water. Oil separators also become ineffective if not maintained properly due to poor management. The maintenance operation also has significant health and safety risks due to cleaning work taking place within confined spaces.
Constructed wetlands are an alternative to sludge traps and oil separators. Constructed wetlands do not only contain the light liquids within the forecourt run-off but can treat them to an acceptable water quality standard to return the water to a stormwater system. The hydrocarbons and other pollutants are sufficiently broken down by the biochemical reactions which take place within the constructed wetland. Constructed wetlands have the added benefit of breaking down chemicals in wash water. The maintenance of constructed wetlands is easier and less intensive than that of an oil separator.
Sustainable drainage systems (SUDS) are increasingly being applied in the United Kingdom and United States of America (Energy Institute, 2009). The principles of SUDS are to control run-off to prevent flooding, control pollution and improving the habitat and aesthetic value of the area. Source control and on-site treatment are methods used to implement these principles. A constructed wetland is therefore exemplary in adhering to the principles of SUDS.
In the UK, SUDS are promoted as a measure of controlling stormwater at petroleum installations and specifically filling stations. The Energy Institute published a report titled The sustainable drainage systems at Petroleum Installations. The document provides guideline considerations for implementing SUDS at petroleum installations and motivates the
Other pollution prevention guidelines published by the UK Environment Agency, Scottish Environment Protection Agency and Environment and Heritage Service are Pollution Prevention Guidelines: Refuelling Facilities: PPG7 (2004). This guideline also specifically promotes constructed wetlands for the treatment of contaminated water at refuelling facilities.
Constructed wetlands have been implemented to treat the stormwater run-off at various filling stations in the UK, Germany, Denmark and Sweden (Oceans Ensu, 2012, Butek Landline Containment Solutions, 2018, European Commission,2018, Ecotechnologies International). Specific examples are the constructed wetland at the BP filling station at Raunds (Oceans Ensu, 2012) and another at a filling station in Hornchurch in the UK (Energy Institute, 2009). The contaminated forecourt run-off is diverted to a constructed wetland. Within the wetland, the hydrocarbons are broken down to carbon dioxide and water (Eke, 2008) and discharged into the nearby stream. Constructed wetlands (vertical flow subsurface flow) have also been successfully implemented in South Africa at truck washing bays at oil depots in Pretoria and Secunda (Wood, 1999). Constructed wetlands are also used for hydrocarbon removal at oil refineries, distribution and marketing facilities (Energy Institute, 2009). Larger consecutive wetland schemes have also been implemented at oilfields such as the Nimr Oilfield in
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Oman which is used in conjunction with oil separators to enhance re-use opportunities and remove hydrocarbons effectively up to 99.9% (Thaker, 2004).
Pollutants in contaminated forecourt run-off are: • hydrocarbons: polyaromatic hydrocarbons; volatile organic compounds: benzene, toluene, ethyl benzene and xylene, fatty acid methylester; • metals: lead, copper, cadmium, mercury, zinc, chromium, aluminium, platinum, palladium, rhodium • additives: "Adblue"; • others such as glycols and alcohols; • sediment, herbicides, fungicides, detergents, phosphorus and nitrogen.
A comparison was done by the Energy Institute on the pollutant removal efficiency of stormwater wetlands and oil separators of pollutants usually encountered in contaminated forecourt run-off. The results are indicated in the table below:
Table 2: Percentage Removal of Pollutants (Energy Institute, 2009)
The results in Table 2 indicate that the removal of hydrocarbons by constructed wetlands is slightly less than that of an oil separator. Constructed wetlands however outperform the oil separator in the removal of other pollutants. It must be noted that these are design parameters based on studies from the United States.
Studies performed on experimental-scale constructed wetlands in the UK also indicate an approximate 81% efficiency in the removal of hydrocarbons (benzene). This study however indicated that the role of temperature plays a significant impact on the efficiency of the constructed wetland. Constructed wetlands typically perform better in warmer temperatures. Temperatures in South Africa, particularly along the coast could be more favourable for the improved functioning of a constructed wetland that that encountered in the UK or USA (Eke, 2008).
The major risks of implementing constructed wetlands include major spills and fire hazards (Energy Institute, 2009). The Health and Safety Executive / Local Authorities Enforcement Liaison Committee (HELA, 2001) recommends that the constructed wetlands must be able to contain a spill of approximately 3000 litres of fuel. It is not necessary to design for a spill of a entire compartment of a
16 fuel tanker (7500 liters), because the probability of such a spill occurring is sufficiently low. The constructed wetland can be designed to accommodate the spill volume above the full water level. An automatic shut-off valve should be installed at the outlet to close as soon as a major spill event occurs. After a major spill, a designer would have to evaluate the damage to the wetland to determine what remedial measures must be taken. The design must ensure that a fuel tanker have access to the wetland area in order to retrieve the fuel from the wetland. The constructed wetland would then have to be reinstated. This could possibly cause a disruption in operations for up to 2 days. (Energy Institute, 2009).
Designing for fire risk will include the separation of the constructed wetland from the surrounding buildings and developments. UK guidelines are available for the separation distances. Enclosure of the constructed wetland in order to prohibit persons from coming within close proximity of the wetland. (Energy Institute, 2009).
The circular by HELA (2001) titled Petrol Filling Stations Surface Water Drainage: Constructed Wetlands states that UK environmental agencies find the implementation of constructed wetlands acceptable, if they are properly designed, installed and maintained. General operation and maintenance of constructed wetland is not considered difficult or costly (Energy Institute, 2009). It is recommended that the operator of the filling station be trained in the weekly maintenance operations which include litter removal, vegetation control and visual inspections. In-depth maintenance and inspection by an experienced constructed wetland specialist, appointed on a long-term agreement (typically 5 years), can be performed in quarterly intervals. This specialist will also provide the necessary support and advice during operation. The maintenance methods, checklists and training procedures must be incorporated in to the Operational Environmental Management Plan of the filling station. Records must be kept of all maintenance, inspections and incidents.
Considering the above information, it is recommended that an oil separator be installed at the filling station due to the oil separator providing the most sufficient removal of hydrocarbons. Should the other benefits of a constructed wetland however be considered to be sufficient, it is recommended that the constructed wetland be implemented. The figure in Annexure D indicates a typical cross-section of a constructed wetland to be implemented at a filling station. The effluents from the constructed wetland will be continuously monitored for compliance. If the constructed wetland does not sufficiently remove the hydrocarbons in the water, an oil separator can easily be retrofitted to the site.
4. Design and Maintenance
The detail design of the stormwater drainage on each stand must be done by a professional engineer. After completion the system must be approved by a professional engineer.
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Once the stormwater facilities have been constructed, the maintenance and monitoring thereof will remain the responsibility of the owners of the erven. The landscaping of the attenuation facilities and other stormwater structures, such as open drains, must be done by a landscaping architect.
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REFERENCES
Eke, P.E., 2008. Hydrocarbon removal with constructed wetlands. The University of Edinburgh.
Energy Institute, 2009. Research Report Sustainable drainage systems at petroleum installations. [Online.] Available at https://publishing.energyinst.org/__data/assets/file/0007/ 56176/EI-Research- Report-Sustainable-drainage-systems-at-petroleum-installations-April-2009.pdf. [Accessed 11 July 2018].
Environment Agency, Scottish Environment Protection Agency and Environment and Heritage Service, 2004. Pollution Prevention Guidelines. Refuelling Facilities: PPG7. [Online.] Available at: http://www.fentex.co.uk/ppg/ppg07.htm. [Accessed 10 July 2011].
Health and Safety Executive / Local Authorities Enforcement Liaison Committee (HELA), 2001. Petrol Filling Stations Surface Water Drainage: Constructed Wetlands.
Thaker, Y., 2004. Waste water treatment - Constructed Wetlands. PERF Meeting, Bauer Resources GmbH. Delivered November 2004.
Wood, A., South Africa. Water Research Commission and Steffen, Robertson, and Kirsten (1999) Investigation into the application and performance of constructed wetlands for wastewater treatment in south africa. Pretoria: Water Research Commission (WRC report, no. 416/1/99).
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Annexure A
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Annexure B
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Annexure C
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Annexure D
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Appendix 12: Traffic Impact Assessment
Traffic Impact Assessment George Municipality
Proposed Subdivision and Rezoning of Portion 4 of the farm Gwayang No 208 opposite George Airport Main Access on route R404 March 2018
COMPILED BY:
L de V Roodt PrEng PhD
Roodt Transport Safety (Pty) Ltd
21 Lucy Crescent, Stanhaven, Stanford, 7210 Tel (028) 341 0093 / 082 575 3130 E-mail: [email protected]
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Cover Letter
It is herewith certified that this Traffic Impact Assessment has been prepared according to requirements of the South African Traffic Impact and Site Traffic Assessment Manual THM 16 Volume 1 (COTO 2012) and Volume 2 (COTO 2014) and the South African Trip Data Manual TMH 17 (COTO 2013).
The report was compiled by
DR LOUIS ROODT Pr Eng
ECSA registration 820425
BEng Civil, MEng Transportation, PhD Civil Engineering
21 Lucy Crescent Stanford, 7210
082 575 3130
I declare that I have the requisite qualifications and experience to undertake this work. I thereby sign and certify the traffic assessment and take responsibility for the assessment. I declare that I have no conflict of interest with respect to this application and development.
Signed Louis Roodt
Date: 04 April 2018
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Contents
1 DEVELOPMENT PARTICULARS ...... 1
1.1 Introduction ...... 1
1.2 Size and/or extent of the site ...... 4
1.3 Land-use Rights ...... 5
1.4 Phasing ...... 7
2 METHODOLOGY ...... 8
3 PRIMARY STUDY AREA AND NETWORK ...... 9
3.1 Introduction ...... 9
3.2 Latent Land Use Rights ...... 9
3.3 Study Area...... 10
3.3 Accesses to the site ...... 11
3.5 External Roads ...... 11
3.6 Secondary Study Area ...... 12
4 BACKGROUND INFORMATION ...... 13
4.1 Transportation Facilities ...... 13
4.2 Land Developments...... 14
4.3 Site Investigations ...... 14
4.4 Traffic demand estimation and Demand-side mitigation ...... 18
4.5 Modes of transport ...... 19 4.5.1 Pedestrians and cyclists ...... 19 4.5.2 Taxis ...... 19 4.5.3 Busses ...... 19 4.5.4 Private vehicles ...... 19
4.6 Proposed improvements ...... 19
5 TRIP GENERATION ...... 20
5.1 Primary trip generation ...... 20
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5.2 Other trips ...... 20
5.3 Latent Land Use Rights ...... 21
6 TRAFFIC IMPACT ASSESSMENT ...... 23
6.1 Design horizon year ...... 23
6.2 Assessment Hours ...... 23
6.3 Traffic Volumes ...... 24
7 EXPECTED TRAFFIC IMPACT ...... 25
8 FEASIBILITY ...... 26
9 COMPETING FILLING STATION APPLICATIONS ...... 29
9.1 Proposed development on a portion of Portion 60 of Gwayang 208 ...... 29
9.2 George Airport filling station ...... 31
10 IMPROVEMENT COST (EXTERNAL SERVICES) ...... 33
11 ENGINEERING SERVICE CONTRIBUTIONS ...... 33
12 GEOMETRIC DESIGN CONSIDERATIONS ...... 34
13 CONCLUSION AND RECOMMENDATIONS ...... 34
Annexure A: April 2014 Traffic Survey
Annexure B: George Airport passenger volumes
Annexure C: Traffic counting data R 404 and George Airport Road
Annexure D: Comparisons of competing filling station applications
Annexure E TMH 16 Requirements Check List
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1 Development Particulars
1.1 Introduction This traffic impact statement was undertaken for the subdivision and rezoning of Portion 4 of Farm Gwayang No 208 for a new township development. The application for land-use rights includes for a Filling Station and Warehouses. No official township name has been given to the area and for the purposes of this study the proposed township is considered Gwayang Airport Industrial Proper.
The locality is indicated below in Figure 1-1.
Figure 1-1: Locality Plan (Source: Google Earth)
The site is located to the east of the route R404 at the George Airport Main Access on route R404. This access currently forms a T-junction on route R404. The street address is Gwayang Portion 208 Farm on route R404.
The site development plan of the proposed township as to be subdivided and rezoned is shown in Figure 1-2. It is important to note that the current application is only a part of the south east quadrant formed by the intersection of routes R102 and R404, but that the traffic impact of the full future development of this quadrant will be taken into account. It is also pointed out that the eastern part of
1 the application site is bisected by a proposed provincial trunk road TR 89 (Western Bypass) and that a remnant of Portion 4 of Gwayang 208 will be created east of the trunk road by the subdivision of the farm. The eastern part of the subdivision, Remainder of Portion 4 of Gwayang 208 will include the future road reserve and the eastern remnant and retain their agricultural zoning. A temporary servitude for access will be established over stand 7 or 8 until the road is built. Access to the remnant on the east of the Western Bypass, from the east, will be established as part of the planning following the declaration of the trunk road and is not part of the traffic impact study. The alignment of trunk road 89 was published in the Provincial Gazette 7376 dated 10 April 2015, but only the general alignment is shown as a uncoordinated centre line on the regional plan. The unapproved preliminary design with detail coordinates of the varying road reserve width over Portion 4 were provided by Kantey and Templar Engineers, design consultants / service provider to the Western Cape Province. The coordinates will be accepted as reliable.
Figure 1-2: Site Development Plan
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Figure 1-3: Proposed Township Development with Trunk Road 89
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Proposed Service Station 1.2 Size and/or extent of the site The proposed township will be to the west of the proposed TR89 road reserve on Portion 4 of Farm Gwayang No 208 between the TR 89 and route R404. The prosed TR 89 (Western Bypass) is partially situated on Portion 4 of Farm Gwayang No 208. See Figure 1-4 below. The size of Portion 4 is 11.0433 ha and the proposed areas of the land uses per zoning as shown in Figure 1-5.
Figure 1-4: Proposed TR89 Road Reserve
Figure 1-5: Proposed Land uses and areas
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The property is 11.0433 ha in size, of which 3.6884 ha is excluded as road reserve for the TR89 Western Bypass and the remainder to the east which is cut off from the development, resulting in the extent of the total development area of 7.3549 ha. The on-site provision for road reserve area for the development is 0.9606 ha and open space is 0.2881 ha. The total site area after deduction for the road reserve and open space is 6.1062 ha. It is important to note that the proposed township will provide access to the land-locked properties to the north and the south of the property. The Portion 34 of Gwayang 208 to the south currently has an operational quarry and most of the eastern part is used for the mine and stockpiling. The quarry has its own access on route R404 that is 360 m south of the Airport Access, which is in turn 295 m from the intersection with the R102. The actual mine activities of the quarry will be on the eastern side of the TR89 Western Bypass when it will be built and will then not contribute to the traffic on the R404.
1.3 Land-use Rights The existing land-use right for the property is Agriculture Zone 1. There is currently no activity on the property. There has not been any previous applications, latent land use rights and no traffic impact studies have been done.
The Spatial Proposals and Guidelines as included in the Gwayang Local Spatial Development Framework (November 2015) indicate that the property is within an Airport Support Zone. See area marked in blue on Figure 1-6 below.
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Figure 1.6 Gwayang Local Spatial Development Framework
This zoning is aimed at providing opportunities for land uses that are reconcilable with the airport. The allowed zoning includes for Agriculture Zone 1, Business Zone IV and V. The references to the development proposals contained in the SDF are quoted in Annexure E for ease of reference.
The proposed development will comprise of eight erven. One erf will be zoned Business Zone V for the purpose of a Filling Station, while the other seven erven will be zoned Business Zone IV for the
6 purpose of warehousing. Information regarding the proposed land-use rights is summarized in Table 1-1 below:
Table 1-1: Proposed Development Land-use rights
Land-use rights Total Developable Site Area 61 062 m² (excluding transport / roads and open space) Land Use: Filling station Business V 7 039 Trip generation unit (Station) Code 946 1 Land use: Warehousing and Distribution Business IV 54 023 Floor Space Ratio (FSR) (Not defined in SANS 10400) 0.5:1 Floor Area Ratio (FAR) (Floor factor per SANS 10400) 0.5:1 Floor space 27 012 Gross Leasable Area (GLA) (85% of Floor Space) Code 150 22 960 m² Trip generation units (100 sqm GLA) Code 150 230
The required land-use rights for the proposed township comply with the Gwayang Local Spatial Development Framework.
1.4 Phasing The will be completed in three phases:
• Phase 1 o Erf1 o Filling Station o Business V zoning o 0.7039 ha o Envisaged date of implementation: 2017 • Phase 2 o Erf 2, 3,4 o Warehousing o Business IV zoning o 1.4989 ha
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o Envisaged date of implementation: July 2018 • Phase 3 o Erf 5,6,7,8 o Warehousing o Business IV zoning o 4.0206 ha o Envisaged date of implementation: July 2019
The site road network will also be implemented in phases providing access to the erven when required. The development of the adjoining area that will obtain access from the roads on Portion 4 cannot be predicted. The indications are that there is currently low demand for airport orientated development, as illustrated by the lack of development of existing filling station rights on Portion 60 and on the airport property. The development of warehouse rights other than on Portion 4 is therefore taken as beyond the 5-year design horizon.
2 Methodology
Table 2-1 below describes the approach and methodology followed in the execution of this study.
Table 2-1: Approach and methodology GENERAL APPROACH AND METHODOLOGY Traffic Impact Study and TMH 16 & TMH 17 Access Arrangements Generally accepted geometric guidelines as described in TRH 26. Viability Study Acceptable market standards and methodology. THE FOLLOWING CRITICAL PEAK HOURS WERE ANALYZED Design periods Weekly peak hour STUDY PERIOD FOR THE DEVELOPMENT Design horizon year The traffic investigations that were done were based on 2017as the base year and the design horizon year will be 2022. Planning horizon year 2035 (20 years from 2015 road masterplan model) ROAD NETWORK ALTERNATIVES Network Alternatives Both the existing short term and planned long term road network for the precinct was taken into account. This includes the construction of the TR 89 Western bypass to George that will change the traffic pattern in front of the George Airport dramatically. TRAFFIC REPORTS TAKEN INTO ACCOUNT Traffic Reports Syntell Traffic Report 2104 ICE Short term count 2017
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The definitions of design and planning horizon years are quoted from the TMH 16 for clarity.
B2.1.2 ‘’The design horizon year is the year selected for determining transportation improvements that are required to accommodate the proposed development. Transportation improvements must be designed for a horizon year of 5 years.’’
B2.1.3 ‘’The planning horizon year is the year selected for determining whether it is physically possible to accommodate the development together with future traffic growth. This analysis is not used for determining the transportation improvements required to accommodate the proposed development. The planning horizon year must be selected as one in which all developments in the study area are expected to be fully completed and developments in the area have stabilised. Planning horizon years of 20 years are typically used in municipal planning, but longer periods may be required.’’
It is important to note that the planning horizon year could include the TR 89 Western Bypass of George and a resultant changed traffic flow pattern. These impacts fall beyond the design year impacts but will be discussed in broad terms.
3 Primary Study Area and Network
3.1 Introduction This section describes the identification of an appropriate study area based on future land uses and the characteristics of the network included in the study area.
3.2 Latent Land Use Rights As mentioned above the Gwayang Local Spatial Development Framework categorizes the property as within an Airport Support Zone. The current land use rights in the study area are Agriculture Zone 1, and the proposed land use rights are a remnant of land east of the proposed TR 89 to be retained as Agriculture Zone 1 and Business IV and Business V rights for the land between the R404 and the proposed TR 89. The impacts on accesses and neighbouring road network was evaluated from a capacity and operational point of view. Latent rights (rights that exist by are not yet exercised or have lapsed) which consist of two fillings stations: one in the same quadrant of the intersection of R404 and R102 and the other on the airport property. These latent rights will be discussed in detail later. For the sake of completeness, the potential rights to Business V (warehousing as is compatible with the Airport Precinct, were considered as latent right.
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3.3 Study Area The proposed development will serve the north-south traffic movements along the R404 and the traffic movements along the George Airport main access road. The R404/George Airport main access road intersection is included in the study. The George Airport main access road leg of the intersection is currently stop controlled. The primary study area is defined in the TMH 16 Vol 1 as copied in the text box:
2.5.3 The elements to be included in the primary study area shall be selected as follows: a) Accesses to the site. All accesses (vehicle, pedestrian and cyclist) to the site. Such accesses are also included in the study area of Site Traffic Assessments. b) External roads. Elements from roads classified as external according to the Engineering Service Contribution Policy on which the development is likely to have an impact or which may not meet the requirements of the Traffic Assessment Standards and Requirements Manual. These elements shall be restricted to Class 4 and 5 roads in the vicinity of the development up to the first Class 1 to 3 roads that can be reached by the Class 4 and 5 road network from the development, up to and including the first connection(s) on the Class 1 to 3 roads. The elements shall be restricted to those within a maximum distance of 1.5 km from the accesses to the site, measured along the shortest routes to the accesses, provided that there is at least one intersection within this distance. Where there is no such intersection, the distance will be extended to include at least one intersection. Judgement may be exercised by the Assessor in selection the elements that must be included in the study area (including the first intersection on Class 1 to 3 roads).
The primary study is thus mainly determined by the classification of internal and external roads affected and not as in the old DOT manuals by the number of trips per movement. The classification of the roads is complicated by the mix of rural and urban character in the vicinity of the Airport Precinct. The external roads such as R404 will have a rural character, while the access to the airport and the proposed local road to the east thereof have an urban character.
Route R404 has elements of both Class R2 major and Class R3 rural minor arterials: linking towns, villages and rural settlements, tourist destinations, transport nodes (airport, railway sidings, seaports, landing strips), small border posts, other routes. The traffic volumes (ADT) in excess of 3 000 vehicles per day places the route in Class R2 and spacing of accesses should be viewed from this point of reference. However, the existing spacing of 300 m between the R102 and the airport access road is a constraint.
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It is important to note that the spine road that serves the proposed developments on Portion 4 of Gwayang No 208 is a Class U4 urban collector and commercial street that will give access to the whole of area in the south east quadrant of the intersection of R404 and R102.
Per definition of the primary study area, the first connection to a Class 2 or 3 road defines the limit of the study area. This is the intersection where the roundabout is proposed.
The secondary study area is defined in TMH 16 Vol 1:
2.6.1 The primary study area defined in the previous section is adequate for most land uses except those that require the transport of heavy goods. For land uses that require transportation of such goods, the primary study area must be extended to include a secondary study area as defined in this section.
The Proposed land uses of Business V (Filling Station) and IV Warehousing fall outside the scope of land uses that require transport of heavy goods, such as mining, heavy industrial/manufacturing. There is thus no secondary study area.
3.3 Accesses to the site There is currently no formalized access to the site. Figure 1.3 shows a proposed roundabout at the intersection of the R404 and the Airport access road. This single lane roundabout will provide access to the proposed development. The primary reasons for the proposed roundabout are: • Improved road safety; • Improved convenience; • Improved level of service of the intersection. Turning movements at the intersection are high on all approaches. The high turning movements result in high conflict potential at the intersection.
The site road network will consist of a two-way single carriage way with a lane width of 3.5m and a 16m road reserve. A 1.5m surfaced pathway will be included within the road reserve to allow for non- motorized transport and pedestrians. The proposed Service Station will receive access via a marginal access from this road as well as a roundabout as indicated on Figure 1.3. This will allow fuel tankers to follow a one-way route during deliveries.
3.5 External Roads The main external road network in the vicinity of the proposed service station consists of National Route 2 (N2) Freeway, Provincial Road R404, Provincial Road R102. The George Airport main access road connects to the R404.
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N2 Freeway: The N2 Freeway connects major towns along the route, such as Mosselbay and George. The proposed site is connected to the N2 via a diamond interchange on the R404, approximately 2.5 km south along the R404. The two terminals on the R404 are stop controlled for the exit ramps. This external route does not fall into the scope of being included in the traffic impact study.
R404 (MR346): The R404 is a Proclaimed Provincial Main Road (MR346) that connects the N2, the R102 and National Route 9 (N9/Outeniqua Pass) on the western side of George. It is also the only connection from the N2 to Herold’s Bay. The R404 provides the main access to George Airport from the N2 and the R102. The R404 is a 2-lane road with gravel shoulders and a posted speed limit of 60km/h. The R404 is classified as a Class R2 arterial in a semi-rural roadside development area. The current width of the road reserve varies between 40m at the interchange and 25m. The planning of trunk road TR89 as the western bypass will provide for a road reserve adequate for the design of the trunk road. For the remainder of the R404 that will serve the airport, 25m road reserve will be adequate as this section will revert to a Class R3 road. The section between the N2 and R102 is 2.81km in length. R404 is the Class R2/R3 road on to which the development connects and the limit of the traffic impact study is determined by this road. A roundabout serving both the development and the airport is proposed.
R102 (TR2/6): The R102 is a Proclaimed Provincial Trunk Road (TR2/6) that runs parallel to the N2 and connects Great Brak River with George and intersects with the R404 north of George Airport, providing access to the airport from the east and the west. The intersection is stop controlled for traffic along the R404. The R102 is a 2-lane road with tarred shoulders with a posted speed limit of 100km/h. This road is classified as Class R2 Primary Arterial in a semi-rural road side environment.
George Airport access road: The Airport main access intersects with the R404 with a T-junction. This T-junction is approximately 300m from the R102/R404 intersection. The Airport access road at the T - junction is a 2-lane road with kerbing. This road can be viewed as an urban Class U4 collector in view of serving multiple land uses and services linked to the airport.
3.6 Secondary Study Area The proposed development does not require the transportation of heavy goods as previously discussed. The primary study area is therefore not extended to include a secondary study area.
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4 Background Information
4.1 Transportation Facilities All the transportation facilities relevant to the assessment were discussed in Chapter 3 and is shown in the schematic diagram (Figure 4-1) below. The proposed improvements to the connection onto the external road are also indicated.
Figure 4-1: Existing and Proposed Road Network and Lane Layout
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The construction of the George Western Bypass, although at an unknown date as indicated in the letter dated 7 June 2011 under reference 13/3/5/1=12/75 Taak 19151 from the Department of Transport and Public Works, Western Cape Province Government, will take all through traffic form the R404. The remainder of the R404 will become a dedicated entrance to the Airport Precinct and support Zone.
4.2 Land Developments The properties to the immediate north and south of the proposed development will also receive access via the new township. The current land use on these properties is Agricultural. The future land- use rights for these properties provides for Business IV (Warehousing) in support of the Airport Support Zone as stated in the Gwayang Local Spatial Development Framework. The land use outside the Airport Support Zone will remain agricultural.
4.3 Site Investigations Site investigations were done by visiting the site on weekly basis during March 2017. Short term traffic counts were completed during these investigations.
Queuing during the weekly peak hour on the Airport access road leg of the R404/Airport main access road was also noted. Figure 4-2 below was taken a site investigation on 18 February 2017 and clearly indicates the queuing g on the Airport access road during the peak hour.
Figure 4-2: Queuing on the Airport main access road leg during the peak hour
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Please see further pictures below taken during various site investigations.
Figure 4-3: R404/George Airport main access road intersection
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Figure 4-4: George Airport main access road during peak hour
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Figure 4-5: Approach to R404 intersection from George Airport
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Figure 4-6: Traffic conditions at R404/George Airport main access road during peak hour
4.4 Traffic demand estimation and Demand-side mitigation Traffic demand was based on existing traffic as counted / projected plus generated traffic as calculated as per Addendum B of TMH 16 Vol 1.
It is expected that traffic volumes on the R404 past the Airport will decrease with the construction of the proposed George Western Bypass TR89. Traffic from the R102 towards the N2 and Herolds Bay and towards N9 will be diverted along the TR89.
The demand-side of the warehouse component, which will generate trips by workers in the AM from and PM peaks to the George residential areas, can be mitigated by providing public transport facilities, such as minibus stops, to make public transport attractive. Provision will be made on the on-site road network for the construction of paved non-motorised lanes adjacent to the traffic lanes for future cycling lanes, if an integrated cycling network is to be developed in the George Municipality. No elements of the transportation system within the study area will be affected to an extent where it will not meet capacity requirements.
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4.5 Modes of transport The proposed development is approximately six (6) km from the outskirts of George and current settlements. The road linking the Airport to the George municipal urban edge are provincial and national. The provincial long-term planning provides for the TR89 western bypass. Regional transport will be motor vehicle based, but other modes of transport may be relevant to the movement of people between the George urban area and the Airport Precinct.
4.5.1 Pedestrians and cyclists The distance to work for commuters staying in George precludes walking and limits cycling. Cycling facilities do not exist along the primary link road, the R102. Provision will be made for pedestrians on sidewalks within the development, as public transport may stop at the entrance of the development. Provision will also be made for cycling lanes on the roads within the development to link up with future cycling routes, if they will be developed as part of the municipal integrated transport plans.
4.5.2 Taxis It is foreseen that most of the workers will use taxi services to commute to the Airport Precinct and Support Zone.
4.5.3 Busses The GoGeorge bus project can be expanded to serve the airport area if and when demand justifies.
4.5.4 Private vehicles Private vehicle will be the dominant mode for management employees. The trip generation rates in the TMH 17 is based on historic trip making patterns with a typical split between private and public transport.
4.6 Proposed improvements It is proposed that the existing T-Junction intersection between the R404 and the George Airport main access road be upgraded to a 4-legged roundabout, as indicated on Figure 1.3. This roundabout will provide the only access to the proposed township and the adjacent properties to the north and south. The roundabout will consist of a single lane with a 32m diameter. The circulation road width will be 5,5m. All signs and markings will be to South African Road Traffic Signs Manual requirements.
It is a provincial roads requirement that rural roundabouts be illuminated. The Airport access road to the west is already illuminated and the access road to the development to the east will be illuminated. Street lights should be provided on the R404 for at least 300m either side of the roundabout. The
19 approach from the R102 to the roundabout (300m) starts from a stop-controlled intersection and no transition from dark to the required light intensity needs to be provided. Speed limits of 60 km/h and 40 km/h are proposed at 200m and 100m before the roundabout respectively. Street light spacing of approximately 50m will require 7 masts. The approach from the south circumvents the eastern end of the runway by means of a left hand 180-degree curve with a radius of approximately 300 m, implying a design speed of 90 km/h with 10% superelevation. After the left-hand curve, a flatter right-hand curve (approximately 500 m radius) directs the road to the airport entrance. The airport emergency access is in the middle of this curve. The spacings from the airport access road to the emergency access and then to the end of the R=300 m curve are both approximately 350 m. It is proposed that the speed limit on the R=300 m curve be posted at 90 km/h and reduce to 80 km/h at the emergency access. Further reductions to 60 km/h and 40 km/h are proposed at 200 m and 100 m before the roundabout respectively. The street lights can start at the emergency access with a transition on the first 150 m to full lighting intensity on the following 200 m. With a 50 m spacing, 8 masts will be required. The final lighting design will be done by an electrical engineer as part of the detail design.
5 Trip Generation
5.1 Primary trip generation The trip generation of the filling station as such is 40 trips per hour (Code 946 in TMH 17) that will be directed through the accesses and roundabout. A filling station is not a primary trip generator since the majority of the total trips generated are pass - by trips that are intercepted from the adjacent road network. It is thus concluded that a filling station has a marginal impact from a capacity and operational point of view. Allowance is however made for 20 primary trips for the Filling Station during the peak hour.
The peak hour trip generation rate of the warehousing and distribution (Business IV: Code 150 in TMH 17) is 0.42 trips per 100 sqm GLA. A more conservative rate of 0.5 trips per 100 sqm GLA (+20%) was used in the calculation. The weekday AM and PM trips for the 27 598 sqm GLA primary development are thus 321 trips. These are split 60% in and 40% out in the AM peak and 45% in and 55% out in the PM peak. See Table 5-1.
5.2 Other trips It is required to discuss and analyse pass – by, diverted and transferred trips.
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The primary trips, as discussed above, for the filling station will generate pass – by trips, as filling up with fuel is normally done as part of a primary trip. The trip generation of 40 trips for fuel is thus vehicle already driving on the R404.
Diverted trips being trips diverted from other roads such as R102 and N2 are taken as zero, as these routes are too far from the fillings station to be convenient.
Transferred trips are also taken as zero. The TMH 16 allows for small areas to consider the generated primary trip as transferred trips, as some warehousing nearer to the town of George will transfer to the Airport Support Zone. This Zone is isolated and the impact on trips in the George industrial area is beyond the traffic impact study. The establishment of the warehousing area in support of the logistics of the airport will be beneficial as trip lengths will be reduced and traffic in George reduced.
5.3 Latent Land Use Rights The latent (potential) land use rights in the study area is included the full development of the Airport Support Zone as indicated in the Gwayang Local Spatial Development Framework. The road network of the proposed township will provide access to the properties directly to the north and south within the Airport Support Zone.
Figure 5-1: Developable area in South Eastern quadrant of R102 / R404 intersection The combined size of the neighbouring properties is 147 954m². Allowance for the road reserve of 13% was used and a Floor Area Ratio of 0.5:1. The Gross Leasable Area for the neighbouring properties
21 was therefore calculated at 64 147m². The future land-use rights of Warehousing and Distribution were used for the purpose of trip generation calculations. The proposed development on Portions 131 and 132 included a hotel and Barnyard theatre. These land uses do not generate trips in the AM and PM peaks of the dominant land use of warehousing and distribution and were not included in the calculations.
The time horizon for the development of the latent rights is considered in the long term and should be part of the planning horizon, which is excluded from a traffic impact study. These trips were, however, included to illustrate the reserve capacity of the roundabout as proposed.
The expected trip generation for the primary area is indicated in Table 5.1 below.
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Table 5-1: Expected trip generation
WEEKDAY AM PEAK HOUR WEEKDAY PM PEAK HOUR
GLA TRIP TRIPS TRIPS TRIP TRIPS TRIPS Land Use TRIPS TRIPS Extent (m²) (m²) Extent RATE IN OUT RATE IN OUT Warehousing & 60% 40% 45% 55% Distribution 27598 0.5 138 0.5 138 83 55 62 76 (Township)
Warehousing & 60% 40% 45% 55% Distribution 64147 0.5 321 0.5 321 192 128 144 176 (Neighbours)
60 50% 50% 50% 50% Filling Station 20 1 station (20) 10 10 10 10 TOTAL PRIMARY TRIPS 479 285 193 479 216 262
6 Traffic Impact Assessment
6.1 Design horizon year The application would have been submitted during 2017. The submission in 2018 will not have a significant impact on the traffic aspects of the application, as it will be shown that the proposed roundabout has reserve capacity. The horizon year will be measured for 5 years from 2017 up to 2022. The assessment was undertaken “with” the proposed mitigation measures (roundabout). No assessment was done “without” the proposed mitigation measures as there is currently no formal access to the property. The access to the airport under the current stop control is problematic in the peak periods, as was observed during the site visit. This current situation was not analysed as the T- junction is converted into a 4-legged roundabout.
6.2 Assessment Hours The trip rates for the generated traffic were developed for the Weekday AM and PM peak. The weekday trip rate is higher than the Saturday trip rate. The traffic survey completed in 2014 indicates that the highest traffic volume at the existing R404/George Airport main access road was also during a Weekday PM peak. The combined effect of the background and development traffic will therefore result in the highest traffic demand during the Weekday PM peak hour.
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6.3 Traffic Volumes The traffic to be generated by the proposed township and neighbouring latent land-use is indicated in Table 5.1 above. These volumes indicate trips generated when the Airport Support Zone is entirely developed. Therefore, no allowance was made for traffic growth with regards to the Airport Support Zone. The traffic generated by the airport, as well as growth in the background traffic, was incorporated in the horizon year analysis. This assumes that the western bypass will not be built in this horizon period.
A traffic survey completed in 2007 indicates a 50-50 split between left and right turn movements onto the R404, of vehicles approaching the intersection on the Airport access road. This was confirmed with results of a survey completed in February 2017. The traffic survey completed in 2014 indicates a Weekday PM peak hour traffic volume of 225 vehicles approaching the R404 intersection from the Airport.
According to a datasheet published by Airports Company South Africa (ACSA) the average annual increase in air transit passengers making use of George Airport since 2013 is 8.1%. See datasheet attached in Annexure B. Traffic volumes were escalated with 8.1% in accordance with the increase in passenger numbers at the airport. The peak hour traffic volume on the Airport access road approach is escalated to 418 vehicles in 2022 with a 50-50 split (209 vehicles) for left and right turn movements. A further 72 vehicles will be added to allow for traffic generated by the Airport Support Zone.
A one third split will be allocated to each of the existing legs of the existing intersection. This calculates to 72 IN movements from each of the legs and 87 OUT on each of these legs during the Weekday PM peak hour.
Traffic volumes on the northern and southern legs approaches on the R404 will be escalated with 5% from 2014 up to 2022. A further 72 vehicles will be allocated to turning movements from each of these legs towards the proposed township to allow for trips generated by the Airport Support Zone.
The traffic volumes at the proposed roundabout during a Weekday PM peak hour in the horizon year are indicated in Figure 6.1 below.
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Figure 6-1: Weekday PM peak traffic volumes at R404/Airport main access road intersection in horizon year
7 Expected Traffic Impact The results of the capacity and operational analyses show that the proposed intersection can easily accommodate the expected additional vehicle trips, not only for the horizon year, but also for the full trip generation from the Airport Support Zone.
The results of the Weekday PM Peak Hour Capacity and Operational Analyses are summarized in Table 7.1.
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Table 7-1: Weekday PM peak hour summary results of Capacity and Operational Analyses
The upgrading of this intersection to a roundabout will ensure LOS A during the PM Peak Hour in the horizon year. This high level of service indicates that small changes to the assumptions of trip generation (varying areas for warehousing and distribution; addition of limited retail component; hotel or entertainment trips) will not affect the traffic engineering assessment, provided that the infrastructure upgrades are in line with the proposed improvements.
8 Feasibility
The economic feasibility of a facility is normally not a consideration in a traffic impact study. The traffic engineer evaluates the trip generation as per standard rates for successful developments. The risk of
26 the venture lies with the developer. However, as a filling stations is a very specific land use with limited re-development potential, its feasibility may be a consideration for approval.
The financial feasibility of the service station depends on the volumes of fuel sales. To determine the projected average fuel sales for a service station the following calculation is applied:
Average Monthly Fuel sales = Average daily passing traffic x Average trading days per month x Average fill per vehicle x Net Interception rate
Average daily traffic
A traffic survey was completed at the Provincial Road R404/Airport access road intersection in April 2014. See the results of the survey attached in Annexure C. This survey indicates the following average daily traffic volumes of vehicles approaching the intersection on the R404:
R404 – Southbound = 1830 vehicles per day;
R404 – Northbound = 1666 vehicles per day.
The combined average traffic on the northern and southern legs of the intersection is 3496 vehicles per day. The survey further indicates that 1426 vehicles enter the Airport on a daily basis. This number exclusively represents left and right movements from the R404 onto the Airport access road. The remaining 2070 (3496-1426) vehicles travelling on the R404 pass through the intersection without entering the Airport.
A datasheet published by Airports Company South Africa (ACSA) indicates an average annual increase in air travel passengers making use of George Airport since 2014 of 12.2%. Traffic volumes for the turning movements from the R404 onto the Airport access is therefore escalated with 12.2% from 2014 to 2017. The total average daily turning movement from the R404 onto the airport access road is escalated to 2014 vehicles.
The traffic travelling on the R404 not turning into the Airport is increased by 5% per annum. This reflects historical growth in the area. This average daily traffic volume is escalated to 2396 vehicles.
Only vehicles approaching this intersection along the R404 were used for purposes of the financial feasibility of the proposed service station. The total escalated average traffic volume is 4410 (2014+2396) vehicles per day. The traffic approaching the intersection from the Airport was not considered. 28
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Average Fill
An average fill of 28 litres per fill was used for the analysis of the proposed filling station. This fill volume represents the average fill at facilities throughout South Africa. This value is also used by Total South Africa to project future fuel sales.
Interception Rate
In the analysis of the feasibility of a filling station, the interception rate is a critical variable. The interception rate represents the percentage of traffic on the adjacent road that turns into the filling station. The interception rate varies with regards to the type of road, the location of the site, access to the site and competition.
The proposed access to the service station is via the fourth leg of a proposed traffic circle. This access is safe and convenient. There are no competitor sites in the vicinity to the proposed site. The closest competitor site is 7 km from the proposed site in George. The site is ideally situated to service George Airport and particularly car rental refills.
A further important consideration is that the proposed station will service the Herolds Bay, Oubaai, Glentana and local farming communities. These communities currently make use of service stations in George or Groot Brak. These facilities are not conveniently located to serve these communities.
Based on the above considerations a net interception (vehicles re-fuelling) rate of vehicles travelling along the R404 past the proposed service station of between 10% and 15% is expected. A net interception rate of 10.5% will be used for the feasibility calculations. This compares well to net interception rates at facilities under similar conditions.
Expected monthly fuel sales calculation
The calculation of the expected monthly fuel sales for 2014 and 2017 is shown in the table below using the following numbers:
2014 2017 Traffic Passing Site 3496 4410 Average Fill 28 28 Net Interception Rate 10.5% 10.5% Monthly Trading Days 30.42 30.42 Total Fuel 312 630 394 364
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The above table indicates an expected monthly fuel sale of 394 364 for 2017. It is commonly accepted in the fuel industry that service stations with monthly fuel sales in excess of 300 000 litres are economically feasible.
The feasibility of the warehousing and distribution developments have been justified in the compilation of the Gwayang Local Spatial Development Framework (November 2015) as part of the airport support zone. The actual implementation will be spread out in phases as the demand for such land uses develops. The approval of these land uses is in line with policy and is necessary to establish the development of the airport support zone.
9 Competing filling station applications A detailed assessment of the merits of the two competing filling station applications is given in Annexure D. The following overview highlights some of the specific aspects and a summary of the comparison is given.
9.1 Proposed development on a portion of Portion 60 of Gwayang 208 The proposed development of a Township for a complex of tourist facilities and service station on the property (which was later designated as Portion 131 after subdivision) was approved with conditions as per a letter E17/2/2/1/AG3 dated 2 August 2005 from the Department of Environmental Affairs and Development Planning Western Cape Province. The location of this filling station would be on the corner of the intersection of R102 and R404. This site would, however, take access from R404 at the airport access via a service road. See the location and service road in Figure 9-1.
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Figure 9-1: Service station application on Portion 131
Based on traffic engineering considerations for filling stations, the site must be conveniently accessible from the pass – by road. This site does not provide such access and would require (again based on traffic engineering considerations) considerable signage to inform, guide and direct potential users to the filling station and facilities. It is therefore not surprising that the site was not developed since 2005 and the approval has lapsed. The access shown as a service road next to the R404 is not good engineering design, as the headlights of vehicles travelling at night will shine from the wrong direction for vehicles driving south on the R404.
The developer of Portion 4 proposes a collector road as a central spine that serves the eastern end of the development as well as the adjacent land parcels. This is from an engineering point of view a good design that provides throat length for vehicles entering the development and prevent backup of traffic onto the R404.
From a traffic engineering point of view, this application has little merit and chance of development.
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9.2 George Airport filling station The second application is on the site of George Airport, situated on Portions 82 and 84 of Farm Gwayang 208. The following engineering comment is based on the proposed layout as presented in the traffic impact study by Sturgeon Consultants dated 2012. The filling station is located on the left- hand side of the airport access road when exiting the airport precinct. The layout by NM Associates & Planners 2012 is shown in Figure 9-2.
Source: As shown in AIM Report 2012
Figure 9-2: ACSA Filling station layout
The following observations are not meant to criticise the design of another engineer but illustrates points that were not addressed in the Aim Report of 2012.
The site is approximately 48 m deep measured from the R404. The proposed mini-circle is therefore approximately 42 m from the edge of the road reserve. This throat length, considering the peak volumes entering and exiting the airport precinct, could be restrictive and cause delays when drivers returning vehicles want to turn right to fill up. The spacing of the access to the filling station from the R404 as a Class 2R arterial is well below the national and provincial standards. The layout in terms of onsite circulation is reasonable. However, the ingress and egress movements of heavy vehicles from the airport access road will encroach on the opposing travel lanes.
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Consideration Location Notes Score Accessibility Portion 131 • Access indirect via development on Poor Portion 4. • Detour of 300 m to gain access
Portion 84 • Access from main Airport access road Poor does not meet sound road planning guidelines. It will be unsafe and will impact on mobility. • Access from the road to unscheduled flights may be feasible if properly integrated into the road master-plan for the Airport. Portion 4 • Access convenient for all road users. Good • Access via traffic circle at location of proposed service station. Road safety Portion 131 • Access via Portion 4 meets all road Good safety requirements. Portion 84 • Access does not meet requirements of Unacceptable TRH 26: South African Classification and Access Management Manual or Road Access Guidelines of the Provincial Administration Western Cape. • Impacts negatively on road safety and mobility. • Access via road to unscheduled flights may meet requirements of TRH 26 if properly integrated into the road master- plan of the Airport Zone. Portion 4 • Access meets provincial, national and Good international design guidelines. Long term Portion 131 • No impact on long term development of Good development Airport and Airport Support Zone. considerations Portion 84 • Negative impact on future development Unacceptable of Airport road access system. • Negative impact on future public transport facilities. Portion 4 • No impact on future development of Good Airport or Airport Support Zone. Ability to Portion 131 • The facility will not be able to serve the Poor serve market due to indirect access. Portion 84 • Ability to serve heavy vehicles poor due Unacceptable to constrained access via mini-circle. • Ability to serve vehicles exiting Airport is good through left-in-left-out movement. • Ability to serve all other road users is poor due to substandard access along congested road link. • Ability to serve all Airport related patrons via access from road leading to unscheduled flights is good. Portion 4 • Facility will serve the market well due to Good properly designed access system in
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accordance with National and Provincial road design guidelines. Impact on long Portion 131 • No impact. Good term development of Airport Portion 81 • Significant impact on development Unacceptable potential of the Airport due to limited spacing along main access to Airport. • Impacts on mobility and road safety along main Airport access and circulation road. Portion 4 • No impact. Good
10 Improvement Cost (External Services) The external services cost entails the upgrading of infrastructure, such as outfall sewer connections, storm water and roads. The calculation of the full cost of services will be done as part of the service agreement after proclamation of the land use change. With respect to the road improvements flowing from the traffic impact study, the external service is the construction of the intersection of the development road to the R404.
The proposal is for a medium diameter traffic roundabout, which not only provides the traffic capacity by also defines a gateway to the airport precinct. The estimated cost to the developer and other beneficiaries is based on similar construction in the order of R 2 million. The road is a provincial road and design proposals and approvals will be for the cost of the developer and other beneficiaries.
The cost of illuminating the R404 from the R102 to the emergency access (650 m) is estimated to be in the order of R 400 000.
The developer and other beneficiaries will fund the provision of external services, there after the maintenance is transferred to the appropriate authorities.
11 Engineering Service Contributions The South African Engineering Service Contribution Manual for Municipal Road Infrastructure, COTO 2012, was issued with: ‘’The aim of this manual is to establish responsibilities for the provision of municipal road infrastructure required by developments in the Municipality. Every development shall be provided with engineering services, including road infrastructure. Applicants are responsible for the
33 installation and provision of internal services while they are responsible for contributing to the cost of external services.’’
The developers of Portion 4 of Gwayang 208 will be responsible for the internal services. With respect to road, they will provide for the roads, sidewalks and signs and markings per approved design.
The development takes access from a provincial road. Provincial roads are not deemed municipal engineering services (for which engineering service contributions are charged). No engineering services contributions from external roads are thus applicable.
12 Geometric design considerations The proposed roundabout on R 404, connecting both the airport access and the access road to the development, is on a straight section of the R 404 with flat topography. There are no horizontal or vertical alignment problems foreseen that will impede sight distances and cause safety issues.
Street lights should be provided from the R101 intersection to the emergency access to the Airport, 300m and 350m north and south of the roundabout respectively.
13 Conclusion and Recommendations A development is proposed on Portion 4 of Farm Gwayang No 208. The site is located to the east of the R404 at the George Airport main access road/R404 intersection. The township will include for a Filling Station and Warehousing.
The proposed development will comprise of eight erven. One erf will be zoned Business Zone V for the purpose of a Filling Station, while the other seven erven will be zoned Business Zone IV for the purpose of warehousing. The required land-use rights comply with the Gwayang Local Spatial Development Framework.
The properties to the immediate north and south of the proposed development will also receive access via the new township. The future land-use rights for these properties include for Airport Support Zone as stated in the Gwayang Local Spatial Development Framework.
There is currently no formal access to the property. Access to the property is proposed via a new single lane roundabout at the R404/ George Airport main access road intersection.
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Warehousing and Distribution land-use rights were used to calculate trip generation for the proposed development and neighbouring properties. A filling station is not a primary trip generator since the majority of the total trips generated are passer-by trips that are intercepted from the adjacent road network.
The results of the capacity and operational analyses show that the proposed intersection can easily accommodate the expected additional vehicle trips, not only in terms of the design horizon year (2022), but also when the Airport Support Zone is fully developed for warehousing in the planning horizon year 2035. The upgrading of this intersection to a roundabout will ensure LOS A during the PM Peak Hour in the horizon year.
The planning horizon may include the construction of the George Western Bypass (TR89) that will take through traffic from the R404. The traffic roundabout will then function at an even better level of service.
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Annexure A April 2014 Traffic Survey
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Annexure B George Airport passenger volumes
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Annexure C Traffic counting data R 404 and George Airport Road
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Annexure D Comparison between alternative filling station locations D1 Introduction Eight Mile Investments 236 (Pty) Ltd is planning the development of Portion 4 of the Farm Gwayang No 208. The proposed development includes the development of a fuel service station. There are two competing proposals for service stations in the immediate vicinity of the proposed service station. These facilities are located on Portion 131 and Portion 84 of the Farm Gwayang. The first mentioned site is located on the south-eastern quadrant of the intersection of provincial roads R102 and R404. The other site is located on the north-western quadrant of the R404 and the Airport access road intersection.
D2 Purpose The purpose of this report is to evaluate the feasibility of the competing facilities as well as to compare the socio-economic impacts of alternative locations. The report therefore considers the potential of the three sites to serve the needs of road users and the local community including the Airport, other commercial land uses such as the quarry and various nurseries, residential areas such as Herolds Bay and Glentana as well as the farming community between George and Groot Brak.
D3 Methodology In order to meet the mentioned purpose this document reports on the outcome of the following considerations: • Impact of the alternatives on the local traffic and access to the Airport; • Potential of alternatives to optimally serve the local market; • Potential of the alternatives to serve the Airport Node. The methodology used is to study all relevant planning documents for the area. These documents include the Spatial Development Framework for George as well as the Local Spatial Development Framework for the Gwayang area, local provincial road planning and development planning of the Airport Precinct. These documents provide detail on the planning framework within which Portion 4 should be integrated in order to ensure optimal benefits of future developments for the larger community as well as local stakeholders.
The Gwayang Local Spatial Development Framework refers to the Airport as Airport Zone and the land immediately to the east of the Airport as Airport Support Zone. This report makes use of this
44 terminology. Figure A attached shows the Airport Zone marked in grey and the Airport Support Zone marked in dark blue.
The drawings used as figures were provided by Infrastructure Consulting Engineers (ICE), design engineers for the development.
D4 Traffic impacts D4.1 Provincial road planning Provincial road planning in the immediate vicinity of the Airport has a significant impact on the development of the Airport and Airport Support Zones. The drawing attached as Figure B shows detail of road planning in the Gwayang area. The proposed re-alignment of R404 as indicated on the drawing, has a major impact on the development planning of the mentioned zones. Access to land bordering the R404 and the R102 in the immediate area of the intersection of the two roads, is prohibited in terms of road planning. Lines of no access apply along the mentioned roads as shown on the development layout planning drawing attached in Figure C. The road planning effectively limits access to the Airport Support Zone to the current intersection along the R404 where the Airport currently exclusively gains access to the major road network. At present this is a three legged at grade intersection. A fourth eastern leg to be added to the intersection will provide access to the Airport Support Zone.
D4.2 Impact on access to proposed service station or Portion 131 Resulting from the mentioned proclaimed provincial road planning, access to any possible service station at the south-eastern quadrant of the R102/R404 intersection is prohibited from both the R102 or the R404. Access to any development on this land will be via the internal road system of the proposed development on Portion 4. This indirect access to a potential service station renders the service station not feasible. Service stations are competing on the basis of convenience. This access arrangement results in a detour of approximately 300 m to gain access. This renders the site not financially feasible.
D4.3 Access to proposed service station on Portion 84 The proposed service station on ACSA land at the intersection of the main airport access road and provincial road R404 is proposed to take access from the main Airport access and distribution road. The drawing attached in Figure D shows the proposed facility layout. The proposed access to the
45 service station is via a mini-circle at a distance of approximately 60m from the main access intersection on the R404.
TRH 26: South African Classification and Access Management Manual, was compiled under the auspices of the Road Coordinating Body of the Committee of Transport Officials. This document provides guidance to National, Provincial and Municipal spheres of government on the functional classification of roads as well as how roads must be managed in order to function effectively.
In terms of TRH 26 provincial road R404 is classified as a class 2 road. Similarly, the main access road to the Airport is classified as a class 4 road. In order to function effectively TRH 26 advises that intersections along class 4 roads should be spaced at minimum distance of 150 m. (Road Access Guidelines of the Provincial Administration Western Cape advises a minimum spacing of 120 m.) This spacing requirement is proposed with specific reference to mobility and road safety considerations.
In contrast with the mentioned spacing requirements, the distance between the existing main access intersection to the Airport and the proposed intersection giving solely access to the proposed service station, is merely 60 m. See layout drawing in Figure E for spacing. The existing spacing between the main access intersection and the first intersection inside the Airport (to unscheduled flights) is merely 120 m. This existing condition does not meet the spacing requirements of TRH 26. It is therefore not in the interest of sound road management, mobility and road safety to add a further intersection on this road link at a spacing of merely 60 m to the main intersection on the R404 where the airport gains access.
Drawings in Figure F show the consequences of the turning manoeuvres of a large truck moving to and from the proposed service station onto the Airport main access road. The truck has to ignore the traffic circle as proposed by ACSA. This movement results in unsave conflicts between the vehicle attempting to gain access to the service station and vehicles entering or leaving the Airport. This impact is merely one of several unacceptable impacts if spacing requirements proposed by TRH 26 are ignored.
Access from the road leading to unscheduled flights to the proposed service station on Portion 84 may however be possible. The drawing attached in Figure G shows the schematic layout to the proposed service station with access from the road to unscheduled flights. This possible solution will be subject
46 to a detailed traffic engineering analysis and will have to be integrated into the road master plan for the Airport.
D5 Current problems experienced at the Airport access intersection Access to the Airport is currently already problematic. The queue formation at the intersection is significant. The photo below was taken on 18 February 2017. It shows traffic queuing along the Airport approach. The queue stretches beyond the traffic circle proposed to give access to the service station on ACSA land.
Congestion at the Airport access and the resulting queue length will increase as the Airport passenger throughput increases. The limited frontage length of the proposed alternative ACSA service station site therefore warrants the development of a site at that location undesirable.
A further significant safety risk results from the lack of pedestrian facilities along the main Airport access and circulation road. This results in pedestrians walking in the basic lanes of the main Airport access and circulation road. The photo below shows a pedestrian walking along the Airport main access and circulation road in the vicinity of the proposed mini-circle to give access to the ACSA service station on Portion 84.
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The congestion at the R404 intersection with queue formation and pedestrian movements combined with the limited access spacing proposed by ACSA contributes to road safety risks and mobility constraints.
D6 Public transport facilities
The Gwayang Local Spatial Development Framework specifically addresses the lack of public transport facilities at the Airport. The photo below shows an airport traveller approaching the Airport main building on foot after being dropped off at the main access intersection at the R404. It confirms the need for public transport not only for workers at the Airport but also airport passengers.
The road edge of the Airport main access and circulation road (approaching the R404 from the Airport) provides an opportunity to provide a public transport layby. A layby in this position will be ideal for workers at the Airport Precinct.
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The proposed mini-circle to give access to the proposed ACSA service station will make this option impossible.
D7 Access to proposed service station on Portion 4
Access to the proposed facility on Portion 4 is in accordance with the requirements of TRH 26 and the Road Access Guidelines of the Provincial Administration Western Cape. It will consequently have no adverse impacts on the road network. The proposed service station will have no impact on accessibility of the Airport. Refer to the drawing in Figure C for more detail.
D8 Serving the needs of road users
A service station at the Airport or Airport Support Zone will serve transient traffic along R102 and R404. It will also serve local traffic generated by the Airport, future Airport Support Zone, commercial land uses such as nurseries and the quarry, residential areas such as Glentana, Herolds Bay, Oubaai and Fancourt as well as the local farming community between Great Brak and George. The current east to west spacing of service stations between the service station in Groot Brak and the service stations in George is approximately 21 km. The residential, commercial and farming communities in this area is therefore poorly serviced.
Travellers returning hired vehicles to car hire operators at the Airport, will also make use of this facility. Some of the car hire companies will also utilise the facility.
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The accessibility of the three alterative positions proposed for a service station must be evaluated with the potential market to be served in mind.
D8.1 Access to Portion 131
Access to the proposed facility on Portion 131 is indirect and inconvenient. It will be via the internal road system to be developed on Portion 4. This is inappropriate for the mentioned market segments. It is also inappropriate to route external traffic to a service station at that location via the internal road system of the proposed development on Portion 4. A service station in this location will therefore poorly serve the larger community.
D8.2 Access to Portion 84
A service station on Portion 84 is ideally located to serve traffic leaving the Airport. It will merely require a left-in and left-out manoeuvre. All other patrons will have to make right turn manoeuvres to enter the service station. This includes all vehicles entering the Airport as well as vehicles attracted from the R404 or R102. These right turn manoeuvres will be inconvenient and dangerous due to the limited spacing to adjacent intersections and congestion along this road link.
Accessing this site will be inconvenient for heavy vehicles. The large vehicle movement tracking as indicted on the attached drawing clearly points to the inconvenient access arrangement at this location. It is clear that the access will be ideal for a small section of the market, but inconvenient and dangerous for all other potential patrons.
The Gwayang Spatial Development Framework advocates facilities to be developed on ACSA land to relate to the basic functions of the Airport. A service station serving the larger community between Groot Brak and George is clearly not a basic function of the Airport.
The mandate of ACSA is to provide facilities related to airport travel. It goes beyond the mandate of ACSA to compete with other service providers to provide for the larger community.
For reasons of road safety, mobility and proper planning the service station to be developed on Portion 84 can only gain access from the road leading to unscheduled roads. With an access in that location the service station will primarily serve airport related activities. It is ideally located to serve car hire companies and their patrons. A service station developed in this manner will also comply with the mandate of ACSA.
D8.3 Access to Portion 4
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Access to the proposed facility on Portion 4 meets all road design guidelines and will be convenient for all road users attracted from the R404, R102 and the Airport.
D9 Airport – importance and future development potential
The Gwayang Local Spatial Development Framework dated November 2015 forms part of the George SDF. The document states: ”George Airport plays a significant role in the Southern Cape’s tourism industry and whether directly or indirectly, creates and supports jobs and economic growth for the George area “ and “Efficient airports are an essential part of the transport networks that all successful modern economies rely on. The George Airport is a crucial transport hub for the Southern Cape. As demand for travel increases, modern economies expect and demand a range of services and facilities at these transport hubs to improve their travel experience and to support their businesses. The George Airport is continuously improving on the service they render, which will also contribute to the development of the Southern Cape economy.”
It is further relevant to consider the rapid growth rate of George Airport. According to data published by Airports Company South Africa (ACSA) a growth rate of 11.5% for domestic passengers was noticed from April 2017 to September 2017 when compared to the same period in 2016. The average yearly growth rate from 2013 to 2016 is 8%. This rapid growth rate is adding substantial pressure on the exiting airport facilities. Passengers making use of the Airport is currently approximately 750 000 per annum.
In his State of the Nation Address of 16 February 2018 President Ramaphosa specifically mentioned the critical role to be played by tourism and the potential doubling of tourism in South Africa. In the interest of the future development of the Southern Cape’s tourism industry it is important to plan the Airport with due allowance for future expansions. This Airport will continue to play an important role in the economy of the region.
It is unthinkable to jeopardise the long-term convenience, capacity and safety of the Airport road access system in lieu of the development of a petrol service station. The service station can be provided without any impact on the future development of the Airport within the proposed development of Portion 4.
D10 Conclusion and Recommendations
Based on the current road and spatial planning of the Gwayang area that includes the Airport, the Airport Support Zone and the local residential, commercial and farming areas, it is clear that a service
51 station must be developed on Portion 4. A service station serving the Airport with safe access from the road leading to unscheduled flights is also technically feasible and within the mandate of ACSA.
The following table summarises the conclusions as discussed above.
Consideration Location Notes Score
Accessibility Portion Access indirect via development on Poor Portion 4. 131 Detour of 300 m to gain access
Portion 84 Access from main Airport access road Poor does not meet sound road planning guidelines. It will be unsafe and will impact on mobility.
Access from the road to unscheduled flights may be feasible if properly integrated into the road master-plan for the Airport.
Portion 4 Access convenient for all road users. Good
Access via traffic circle at location of proposed service station.
Road safety Portion Access via Portion 4 meets all road Good safety requirements. 131
Portion 84 Access does not meet requirements of Unacceptable TRH 26: South African Classification and Access Management Manual or Road Access Guidelines of the Provincial Administration Western Cape.
Impacts negatively on road safety and mobility.
Access via road to unscheduled flights may meet requirements of TRH 26 if properly integrated into the road master-plan of the Airport Zone.
Portion 4 Access meets provincial, national and Good international design guidelines.
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Long term Portion No impact on long term development of Good Airport and Airport Support Zone. development 131 considerations
Portion 84 Negative impact on future development Unacceptable of Airport road access system.
Negative impact on future public transport facilities.
Portion 4 No impact on future development of Good Airport or Airport Support Zone.
Ability to serve Portion The facility will not be able to serve the Poor market due to indirect access. 131
Portion 84 Ability to serve heavy vehicles poor due Unacceptable to constrained access via mini-circle.
Ability to serve vehicles exiting Airport is good through left-in-left-out movement.
Ability to serve all other road users is poor due to substandard access along congested road link.
Ability to serve all Airport related patrons via access from road leading to unscheduled flights is good.
Portion 4 Facility will serve the market well due Good to properly designed access system in accordance with National and Provincial road design guidelines.
Impact on long Portion No impact. Good term 131 development of Airport
Portion 81 Significant impact on development Unacceptable potential of the Airport due to limited spacing along main access to Airport.
Impacts on mobility and road safety along main Airport access and circulation road.
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Portion 4 No impact. Good
The proposed location for the development of a service station on Portion 131 is not acceptable due to poor and inconvenient access via the proposed internal road system of Portion 4.
The proposed ACSA facility on Portion 84 is fatally flawed due to the non-compliance of the proposed access mini-circle with national and provincial road design guidelines. Access via the road to unscheduled flights is however acceptable and will serve Airport related land uses.
The proposed facility on Portion 4 will meet all the road access requirements and will optimally serve the local market, including the residential, farming and commercial land uses.
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Figure A
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Figure B
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Figure C
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Figure D
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Figure E
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Figure F
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Figure G
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Annexure E TMH 16 Requirements Check List Stated requirements per TMH16 Volume 1 with paragraph numbers Comments / information A2.2 Traffic Impact Assessment cover 2.2.1 The Traffic Impact Assessment must be provided with a cover Done: page that provides information identifying the traffic assessment. 2.2.2 The following information must be shown on the cover page: a) Municipality name George Municipality b) Type of assessment Traffic Impact Assessment c) Particulars of the town planning application, township name Subdivision and rezoning d) Erf numbers and farm names Portion 4 Gwayang 208 e) Date of report. November 2017 f) Name and address of the Assessor and/or firm. ICE/L Roodt Pr Eng
A2.3 Cover letter 2.3.1 A cover letter shall be bound into the assessment (first page See page following cover following the cover) that includes the following certification: page It is herewith certified that this Traffic Impact Assessment has been prepared according to requirements of the South African Traffic Impact and Site Traffic Assessment Manual. 2.3.2 The letter shall be signed by a person qualified to undertake traffic assessments. The following information must be provided for this person: a) Name, address and telephone numbers. Louis Roodt Pr Eng b) ECSA Registration and registration number. 820425 c) Academic qualifications PhD Civil Engineering A2.4 Development particulars 2.4.1 The following information must be provided for the development: a) Trade name of the development (where available). Not Available b) Erf numbers and farm names. Portion 4 Gwayang 208 c) Street address of development, including suburb. NA d) Reference to the land-use application (where available). 2.4.2 A location plan must be provided showing the location of the See page 2 development. 2.4.3 Where applicable, references to any previously submitted and No previous assessment or approved traffic assessments for the property must be provided. studies 2.4.4 The following information must be provided for the existing land-use rights (exercised and not exercised) as well as the land-use rights applied for: a) Total site area in m2. Page 7 b) Floor Space Ratio (FSR), Floor Area Ratio (FAR) and Gross Leasable Page 7 Area (GLA). c) Size of development per land use type and in the units specified in Page 7 the Trip Data Manual. 2.4.5 Information must also be provided on the expected date and phasing of development. For each phase, the following information Page 7 must be provided:
62 a) Envisaged date of implementation. 2017 page 7 b) Size of development per land use type per phase of development. Page 7 and 8
2.4.6 The report shall refer to the master plan on which it relies and George Spatial must include a statement on whether the total land-use rights Development Framework applied for comply with the spatial development framework for the 2013 area. Gwayang Local Spatial Development Framework (November 2015)
A2.5 Primary study area Page 9 A2.6 Secondary study area Page 12 A2.7 Background information Page 12 a) Spatial development framework. George and Gwayang SDF b) Road network master plan. George Roads Master Plan, 2006 c) Functional road hierarchy plan. Ditto d) Traffic management plan. George Sector Plans and e) Public transport plan. IDP f) Modelled traffic demand. NA g) Other traffic impact and site traffic assessments in the area. None
A2.8 Site investigations Page 14 A2.9 Traffic demand estimation Page 18 and 19 A2.10 Demand-side mitigation Page 18 . A2.11 Proposed improvements Page 19 A2.12 Traffic Impact Assessment Page 24 2.12.1 The Traffic Impact Assessments must be undertaken for the following scenarios: a) Design horizon year assessments, undertaken with the purpose of 2022 establishing the mitigating measures that are required to accommodate the development. i) “Without” proposed mitigating measures, undertaken to show the Existing situation need for mitigating measures. ii) “With” proposed mitigating measures, undertaken to show Page 25 whether the proposed measures will be effective in addressing the impacts of the development. b) Planning horizon year assessments, undertaken with the purpose 2035 of establishing whether it will be physically possible to accommodate the proposed as well as future developments provided for in the spatial development frameworks of the Municipality. . A2.13 Improvement costs (external services) Page 27 A2.14 Engineering Service Contributions Page 28 A2.15 Conclusions and recommendations Page 28
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Floor Factor means a factor (expressed as a numerical factor) which is prescribed for the calculation of the maximum floor space of a building or buildings permissible on a land unit, and if the floor factor is known, the maximum permissible floor space can be calculated by multiplying the floor factor by the area of the land unit;
Floor space in relation to any building means the area of the floor which is covered by a slab, roof or projections; provided that: (i) Any area, including a basement, which is reserved solely for the parking or loading of vehicles shall be excluded; (ii) External entrance steps and landings, any stoep and any area required for external fire escapes shall be excluded; (iii) A projection of eaves, and a projection which acts as a sunscreen or an architectural feature, which projection does not exceed 1,0 m beyond the exterior wall or similar support shall be excluded; (iv) Any common pedestrian thoroughfare which is not covered by a roof, which provides access through a building concerned from parking, public street or open space, to some other parking, public street or open space, and which is accessible to the general public during normal business hours, shall be excluded; (v) Any covered area outside and immediately adjoining a building at or below the ground floor level, where such paved area is part of a forecourt, yard, external courtyard, pedestrian walkway, parking area or vehicular access, and which is permanently open to the elements on at least the front or the side(s), shall be excluded; (vi) Subject to clause (vii), any stairs, stairwells and atriums that are covered by a roof, shall be included; (vii) In the case of multi-level buildings, any stairwells, lift wells, light wells or other wells, and any atrium, shall only be counted once; and provided further that floor space shall be measured from the outer face of the exterior walls or similar supports of such building, and where the building consists of more than one level, the total floor space shall be the sum of the floor space of all levels, including that of basements;
Gross leasable area means the area of a building designed for, or capable of, occupancy and control by owners or tenants, measured from the centre line of the joint partitions to the inside finished surface of the outside walls, and shall exclude the following: (i) All exclusions from the definition of floor space; (ii) Toilets; (iii) Lift shafts, service ducts, vertical penetrations of floors; (iv) Lift motor rooms and rooms for other mechanical equipment required for the proper functioning of the building; and (v) Interior parking and loading bays;
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Appendix 13: Construction Environmental Management Programme
CEN INTEGRATED ENVIRONMENTAL MANAGEMENT UNIT Environmental and Rural Development Specialist
Construction Environmental Management
Program – Establishment of the ‘George Airport
Support Zone’ on Portion 4 of Farm Gwayang
No. 208, George
Contents Chapter 1: Introduction and Project Background ...... 4 1.1 Introduction to the Environmental Management Program ...... 4 1.1.1 Approach to environmental management in construction phase ...... 4 1.1.2 Purpose of the Environmental Management Program ...... 4 1.2 Site Locality and Environmentally Sensitive Areas ...... 6 Chapter 2: Anticipated site activities and general environmental management prescriptions ...... 11 2.1 Construction Activities ...... 11 2.2 Environmental Planning ...... 12 2.2.1 Environmental Commitment ...... 12 2.2.2 Construction Planning ...... 12 2.2.3 Identification and Construction of a Suitable Access Track ...... 15 2.2.4 Minimising Disturbance...... 16 2.2.5 Demarcation of the Limits of the Site ...... 16 2.2.6 Construction Machinery on Site ...... 16 2.2.7 Materials Used During Construction ...... 16 2.2.8 Rehabilitation ...... 17 2.2.9 Vegetation Clearing and Topsoil Stripping...... 19 2.2.10 Control of Alien Plants ...... 19 2.2.11 Drainage and Erosion Control ...... 19 2.2.12 Erosion Prevention ...... 20 2.2.13 Re-vegetation ...... 20 2.2.14 Waste Disposal and Storage of Chemicals...... 20 2.2.15 Health and Safety Matters ...... 20 2.2.16 Air Quality ...... 21 Chapter 3: Organisational Requirements ...... 22 3.1.1 Introduction ...... 22 3.1.2 Background to Environmental Policy ...... 22 3.1.3 Developer’s Environmental Policy (Suggested) ...... 22 3.1.4 Organisational Overview...... 23 3.1.5 Roles and Responsibilities for the Implementation of the Environmental Management Program ...... 26 3.1.6 Method Statements ...... 31 3.1.7 Meetings ...... 33 Chapter 4: Environmental Management Program Requirements ...... 35 4.1.1 Introduction ...... 35 4.1.2 General Conditions and Prerequisites for Construction Activities ...... 35 4.1.3 Compliance with Relevant Legislation and Regulatory Requirements ...... 36 4.1.4 Environmental Management Requirements...... 37 4.1.5 Response to Public Complaints ...... 57 Chapter 5: Environmental Management and Monitoring Requirements ...... 58 5.1 Introduction ...... 58 5.2 Environmental Compliance Monitoring ...... 58 5.2.1 Restriction of Access to Sites ...... 58 5.2.2 Flora and Fauna ...... 58 5.2.3 Preservation of Topsoil ...... 59 5.2.4 Air Quality ...... 59 5.2.5 Noise and Vibrations ...... 59 5.2.6 Water Consumption ...... 59
CEN Integrated Environmental Management Unit
5.2.7 Water Quality ...... 59 5.2.8 Waste Management ...... 59 5.2.9 Fuel and Hazardous Materials Storage ...... 60 5.2.10 Site Rehabilitation ...... 60 5.2.11 Site Housekeeping ...... 60 5.3 Environmental Training ...... 60 5.4 Environmental Management after the Completion of Construction on a Specific Site (Decommissioning) ...... 61 5.5 Environmental Administration Matters ...... 62 5.5.1 Corrective and Preventive Action / Management of Environmental Problems ...... 62 5.5.2 Documentation ...... 63 5.5.3 Penalties ...... 64 5.5.4 Incentives ...... 65 Chapter 6: Glossary of Terms ...... 66 Appendix 1: Framework for method statements ...... 67 Appendix 2: General Code of Conduct for Contractors for Environmental Management ...... 68
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Chapter 1: Introduction and Project Background
1.1 Introduction to the Environmental Management Program
1.1.1 Approach to environmental management in construction phase
A number of steps are essential to ensure that environmental damage will be minimised or eliminated in construction phase:
1. Potential impacts must be identified and their significance assessed – this has been done in the Basic Assessment Report (BAR)
2. Suitable mitigation measures need to be defined – these were listed in the BAR and are re-iterated and expanded on in this CEMPr
3. A system to ensure that the necessary mitigation is being implemented must be established –this CEMPr provides a framework for an environmental management system, where objectives and targets are set for various construction activities and their related impacts. Roles and responsibilities of the various role players responsible for implementing the CEMPr (and mitigation measures) are defined
4. The effectiveness of the management must be monitored – addressed in this CEMPr
5. The Project Manager, Resident Engineer, the contractor’s Environmental Site Officer (ESO) and the external Environmental Control Officer (ECO), and the representatives of the developer must be in a position to verify the work undertaken and to monitor the environmental management process
The first two items were done as part of the BA process, while the remainder are addressed as part of this CEMPr and through the auditing process for the duration of construction .
1.1.2 Purpose of the Environmental Management Program
The purpose of this CEMPr is to describe:
How adverse environmental impacts should be managed
How environmental damage or degradation will be mitigated
How site rehabilitation will be undertaken and
What monitoring is necessary to ensure that the above measures are successful
The CEMPr should be viewed as a dynamic document, which may require updating and / or revision as the project develops.
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The successful implementation of this plan is dependent on it forming part of the project's management system. Without regular checks on performance and corrections of deviations from the environmental objectives, procedures and targets; the plan will fall into disuse and become ineffective. The CEMPr therefore includes various elements of an Environmental Management System (EMS) such as objectives and targets, the allocation of responsibilities, checking of corrective action, regular audits, and management review of the system.
1.1.2.1 For Whom is the CEMPr Intended?
The CEMPr is a management tool and will be used primarily by the contractors’ ESO and the external ECO, Project Manager, Resident Engineer and the contractors responsible for the on-site work. The contents of the CEMPr should be communicated to all construction staff through an environmental awareness training system to be implemented by the contractor’s ESO (with assistance of the ECO where required). All construction staff, contractors and sub-contractors must be alerted to the importance of implementing the requirements of the CEMPr in their day-to-day activities, and a penalties/incentive system must be developed to promote its implementation. It is recommended that this CEMPr should be available to the public upon request.
1.1.2.2 Structure of this Environmental Management Program
Chapter 1 introduces the scope of the CEMPr and explains the purpose of the plan. A site description is given and environmentally sensitive areas identified in the EIA process are listed.
Chapter 2 presents some basic management prescriptions.
Chapter 3 briefly discusses environmental policy. It presents a suggested organisational structure for the project to ensure that responsibilities are allocated and that there is adequate control over the work.
Chapter 4 recommends general environmental management requirements - with specific objectives and targets - which apply to all stages and elements of the construction and rehabilitation process.
Chapter 5 presents elements of the Environmental Management System designed to facilitate the implementation, management and regular audit of the CEMPr.
A Glossary of Terms is presented in Chapter 6 .
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1.2 Site Locality and Environmentally Sensitive Areas
The development is planned on Ptn 4 of the Farm Gwayang No. 208 in the George Local Municipality. Figure 1 is a Google Earth image showing the relative site location.
Environmentally sensitive aspects of the site identified in the BAR include:
Aquatic environments identified and delineated by Blue Science in the aquatic specialist report
The Ecological Support Area identified in the Western Cape Biodiversity Sector Plan (WCBSP) (which aligns with aquatic corridors)
Threatened terrestrial ecosystems – i.e. the vegetation type mapped for the site (Garden Route Granite Fynbos) is classified as an endangered ecosystem in the National List of Threatened Ecosystems under the Biodiversity Act, and as critically endangered in the WCBSP. Vegetation on the site (and likely in the surrounding area) has been modified by agriculture, mining and infrastructure development. Construction activities must be managed not to further degrade any remaining natural areas in the surrounding area, especially the Critical Biodiversity Area to the south of the site.
A copy of the preferred layout plan submitted to the Department of Environmental Affairs and Development Planning (DEA&DP) as part of the BA application is included as Figure 4.
Figure 1: A Google Earth image, showing the relative location of the site.
Figure 2: Surface water features mapped by the aquatic specialist (Belcher and Grobler, 2017).
Figure 3: Aquatic CBAs, ESAs and FEPAs (CapeFarmMapper (Elsenburg, 2.1.0.9)).
Figure 4: Preferred Site Development Plan submitted with the Basic Assessment Report to the DEA&DP.
Chapter 2: Anticipated site activities and general environmental management prescriptions
2.1 Construction Activities
The following construction activities will be undertaken and have relevance to management recommendations to be covered in this CEMPr to avoid / mitigate environmental impacts:
Site planning: i.e. construction site layout, site camp position, stockpile areas, access and turning circles etc.
Site preparation
Site demarcation/pegging
Site establishment, fencing, signage
Importing, use, and storage of materials, vehicles and equipment
Site clearing and grubbing
Excavation, trenching
Installation of services (internal and bulks)
Creating access and internal road network, with parking
Filling and compaction
Levelling
Construction of top structures structures
Establishment of public open spaces
Fencing
Waste storage and removal
Fuel storage and re-fuelling
Handling and storage of hazardous substances
Concrete/cement mixing
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Landscaping and rehabilitation
Construction is planned in 2 phases – Phase 1 is the establishment of the filling station, and Phase 2 the remainder of the development. It is expected that Phase 1 will take ~1 year, and Phase 2 ~5 years.
2.2 Environmental Planning
2.2.1 Environmental Commitment
All persons involved with construction must be made aware of the developer’s environmental goals and policy and the contents of this CEMPr, and should be encouraged to develop a commitment to comply with these.
2.2.2 Construction Planning
Careful consideration to the layout of a construction site and construction activities prior to commencement will greatly reduce the effort required to meet the environmental requirements discussed in this CEMPr. Comprehensive site planning is essential to enable compliance with environmental best practice, and the successful and cost effective rehabilitation of all disturbed areas.
Prior to construction commencing the Resident Engineer/site manager in consultation with the contractor’s Environmental Site Officer (ESO) and the external Environmental Control Officer (ECO) must compile a “detailed” site plan. Items to be covered in the site plan are listed in Table 1.
Rehabilitation of the construction site is an integral part of the project, and the ‘construction planning’ team should plan ahead for this. For final rehabilitation and restoration of the site to be successful, future rehabilitation requirements must be considered up-front, and plans put in place for progressive rehabilitation as work in various areas finishes.
Once the final details of a site have been determined, the Resident Engineer or his representative and / or the ECO should photograph the proposed construction site and surrounding areas. This photographic record will be invaluable in their rehabilitation work.
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Table 1: Items to be covered in site planning
Issue Nature / Description Briefly describe the sequence of events that will take place from the time that the Sequence of events contractor moves onto site to the time when the site is handed over to the developer Site camp and office Location of a site camp and office. Security required for site camp Site demarcation Mark out work area. Fencing/pegging. Barricading of trenches How many required for the particular development? How long are the toilets required on site? On site toilets Location of toilets Frequency of emptying of toilets and where waste will be removed to Contract signed with registered service provider to empty toilets Number of on-site workers Training of workforce in terms of environmental awareness and daily work practice in Workforce line with the requirements of the CEMPr and method statements Management of workforce, particularly sub-contractors Transport required for site workers Site access, turning circles Transport and traffic Routes to be used by construction vehicles Demarcate location of access roads, traffic turning circle and parking areas Construction vehicles and Type and numbers of vehicles and equipment required for construction. Storage equipment areas. Maintenance and re-fuelling. Daily checks. Approximation of quantity to be excavated Where to be stockpiled Topsoil How long to be stockpiled Area required for stockpile Management of stockpile Permits required for removal of threatened/protected flora and fauna Nursery area for plants to be used in rehabilitation (in consultation with landscape architect) Site clearing and earthworks Volume of material to be excavated Where stockpiles / spoil material / imported materials to be kept on site How long to be kept on site Where, when and how to be disposed of (if not used in backfill or for foundations) Quantity required Drinking water Source of water Location of potable water on site
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Issue Nature / Description Area required Equipment required Cooking/Eating/Rest areas Location Waste management at staff rest/eating areas Indication of location of any structures that need to be removed and/or protected Existing structures
Working hours Life of project Time frame Phasing A stormwater plan must be developed that considers: 1. Preventing contamination of stormwater 2. Preventing potentially contaminated stormwater from entering the stormwater Stormwater management system/the Gwayang River 3. Stormwater flow control and erosion prevention 4. Litter control and maintenance of existing stormwater infrastructure
Environmentally sensitive A plan of environmentally sensitive areas/aspects must be drawn up and made areas and possible available to contractors. A training program on possible environmental risks that may environmental risks result from construction activities and how to deal with these (including a reporting associated with construction structure) must be made available prior to construction commencing activities Waste classification, and minimisation Litter drums - number, type, size, location Waste skips Closest registered waste disposal site Waste management Waste management plan Recycling / material re-use options Dealing with hazardous wastes – storage, clean-up Wash-bay areas for equipment Spills – spill kit, response, clean-up, reporting Management of dust Water truck on site – source of water Air quality Possible emissions sources from equipment and vehicles, daily inspections Transport of fine materials on trucks (provision for tarps)
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Issue Nature / Description Possible sources of pollution and polluting incidents (e.g. concrete/cement mixing and transfer, fuel storage, oil leaks from vehicles and equipment, litter etc.) Pollution prevention at source through good work practice Pollution prevention and Control mechanisms and response to polluting incidents – clean-up, reporting, control equipment and materials needed, waste management, training Provision for a sealed area for washwater (equipment, vehicles etc.) Penalties if required Alien vegetation/weed Possible types of alien vegetation / weeds to be expected, monitoring, eradication management plan
2.2.3 Identification and Construction of a Suitable Access Track
Access to the construction site is of primary importance and should be considered very early in site planning. Factors to be considered in siting the access tracks include: safety, traffic flow, drainage, visibility, dust control, gradient and type of equipment that will be used during construction. The potential for erosion along the track must be given special attention. Internal access tracks must be aligned with those proposed in the site development plan, especially across watercourses (i.e. no additional of different crossing points to be allowed in construction phase).
Access tracks must be maintained in a good condition at all times during construction phase. Poorly maintained tracks will increase the chances of soil erosion and compaction of the soil. Tracks also provide corridors for the invasion of weeds/alien vegetation. Management along tracks should ensure that alien plant species are not introduced to the site.
Vehicles should not be permitted to leave the access road, creating multiple tracks and increasing the potential for erosion. Turning of vehicles should only take place within a clearly demarcated “turn area” located within designated disturbance areas. The contractors must co-ordinate the loading and offloading of materials to ensure that vehicular movement is in one direction only at any one time and that side-tracks are not created on the site. Vehicles should only be parked in designated areas (and not in open spaces), and must have drip trays beneath possible leaks when parked.
Stormwater along access tracks must be properly managed. Channels and drainage lines must be cut at appropriate places along any access track, which will be retained for the later maintenance of the area to ensure that storm water is diverted from the route and to minimise the potential for erosion. All cuts must be stabilised with indigenous plant material or through engineering methods. Diffusers must be constructed at the exit points of the water.
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2.2.4 Minimising Disturbance
Environmental impacts, such as erosion caused by storm water run-off and alien plant invasion, increase proportionally with the increasing area of disturbance. It is very important that the total disturbed area be minimised.
Minimisation of the total disturbed area is the best method of reducing final rehabilitation costs and environmental damage. Limit the disturbance to the minimum that is required for efficient operations. Surrounding vegetation is a valuable resource that can be needlessly destroyed by brief activities with heavy machinery and indiscriminate use of the area by people. All site workers must be informed of the limits of the site and should be instructed not to utilise areas outside of the defined activity zone. As far as practically possible, the project must be labour intensive, and the use of heavy machinery avoided.
2.2.5 Demarcation of the Limits of the Site
Prior to any construction beginning, the approved work area must be clearly demarcated. Vegetation within the demarcated zone may be cleared while vegetation outside of the zone must be left intact. Where possible, vegetation occurring inside the demarcated activity zone should be cut to ground level, leaving the roots and soil undisturbed rather than removed. This will assist in preventing soil erosion if any heavy rains fall during the construction period.
All construction material and machinery required for construction should be located within the demarcated activity zone. No activities, stockpiling, parking, or dumping may take place outside of the demarcated activity zone.
2.2.6 Construction Machinery on Site
Generators and fuel supply needed for equipment must be placed over drip trays to capture any oil or fuel spills/leaks. Leaks collected in drip trays must be removed to hazardous waste storage containers, and disposed of at a registered landfill site. Construction machinery that is parked on site overnight must have drip trays under areas where fuel or oil could leak from.
2.2.7 Materials Used During Construction
No cement or concrete should be mixed on the soil surface. Cement mixers must be placed on large trays to prevent accidental spills onto the soil surface. Where cement or concrete is mixed on the soil, contaminated soils should be removed and disposed of as hazardous waste at a registered waste disposal site.
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Excess material/rubble removed during excavation should be used as fill material where possible. Excess material that cannot be re-used on site must be stored in a designated spoil material area, and removed from the site for re-use elsewhere or disposed of at a registered waste site. Imported material must be stored in a designated area. Fine materials must be checked for dust creation. Vehicles and plant must be parked in a designated parking area, over drip trays. Any chemicals/fuel/hazardous substances must be stored in a designated container at the site camp with adequate bunding and signage. The Resident Engineer must ensure that the contractors obtain material safety data sheets for all materials used on site. Where applicable, all site workers must be informed of the hazardous nature of the materials being used.
2.2.8 Rehabilitation
The term ‘rehabilitation’ is used to encompass all of those measures, which seek to repair disturbed or degraded land, and to return such land to a stable and non-polluting state, which is suitable for the proposed future land use. The main aims of rehabilitation work are to:
Achieve long-term stabilisation of all disturbed areas to minimise ongoing erosion;
Re-vegetate all disturbed areas that will not be developed, with suitable plant species to promote biodiversity conservation;
Reduce the likelihood of alien vegetation persisting and spreading across the site;
Minimise visual impact of disturbed areas; and
Ensure that disturbed areas are safe for future uses.
2.2.8.1 Site Clean Up
The first step in the rehabilitation operation is a general clean-up of the construction site. This broadly includes:
Removal and appropriate disposal of all waste materials including hazardous materials;
Raking to remove any fine bits of left over concrete, stone etc.
Break up and removal of concrete mix residues;
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Decommissioning of tracks and turning areas, the site camp, stockpile areas etc.
Removal of any alien plants and dead vegetation piles
2.2.8.2 Site Preparation
Proper site preparation is vital to the successful stabilisation and re-vegetation of any disturbed site. The largest proportion of the cost of rehabilitation is usually incurred here. Cutting corners in this area will jeopardise the success of the entire rehabilitation program. The first step in the site preparation process involves the reshaping of the area. The final land use of the site will determine the final landform. Generally, the site should be shaped so as to blend in with the surrounding landscape. Knobs and stockpiles should be levelled and rock / overburden pushed into hollows. The site should be left in a stable state that blends in with the surrounding area. On erodible sites, it is most important that slopes be reduced during site preparation. Steep slopes (generally 20% and greater) will likely continue to erode unless expensive stabilisation measures such as pegging out of geotextiles or mulch mats to break up the slope are undertaken. Areas of high disturbance and with a high visual impact may require special measures to rapidly ameliorate the impact. Topsoil should be re-spread uniformly over the area at a suitable depth to support re-vegetation. Remember that a thin layer of topsoil is far better than none at all. Re-spread soil should be left with a rough surface with many suitable locations for lodgement and germination of seeds. Smooth surfaces should be ripped, or manually cultivated to improve the 'roughness' of the seedbed and provide suitable sites for lodgement and germination of seeds. Avoid spreading soil when saturated or sticky, as compaction and other damage to the soil structure will occur. Where topsoil is not available on site, alternatives must be sought - these may include subsoil or imported topsoils. Extreme care should be taken when importing topsoils because they often contain seeds of vigorous weeds. All compacted areas should be ripped along the contour. This may be carried out before or after spreading topsoil. Ripping will promote water infiltration and root penetration. Ripping should be carried out when the soil is relatively dry to increase soil break-up. Ripping after soil spreading will also help to 'key' in the soil to the underlying material, and it provides a rough surface for seed application. Where soils have been spread some time before seeding, settling and formation of a hard crust may have occurred. If this is the case, the area should be ripped.
2.2.8.3 Progressive Rehabilitation
Progressive rehabilitation refers to the rehabilitation of areas that are no longer required for the construction activities while the other operations continue. Progressive rehabilitation is an important component of any development and should be implemented where feasible.
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2.2.9 Vegetation Clearing and Topsoil Stripping
Topsoil is usually the darker, upper soil layer. Though only 10 - 30 cm deep it contains nutrients, minerals, seed, and organic matter, which helps to bind it all together. The regenerative capacity of the natural soil should be protected during the construction activities.
Vegetation being cleared may contain small amounts of seed, or provide useful fauna habitat. Logs, limbs and stumps should be cleared and stockpiled separately to the topsoil stripping operation. Smaller sized vegetative material may provide useful mulch for later use in erosion control works, or else it should be combined with the topsoil. Topsoil is a very important requirement for low cost re-vegetation of disturbed sites. Topsoil from all working areas and access tracks should be stripped carefully and stockpiled for later use, or used immediately to rehabilitate already disturbed areas. Wherever possible, stripped topsoil should be placed directly onto an area being rehabilitated. This avoids stockpiling and double handling of the soil. Topsoil placed directly onto rehabilitation areas contains viable seed, nutrients and microbes that allow it to re-vegetate more rapidly than topsoil that has been in stockpile for long periods. Do not strip topsoil when saturated, as this will exacerbate the damage to the soil structure. If topsoil must be stockpiled, remember that it deteriorates in quality while stockpiled.
2.2.10 Control of Alien Plants
Vegetation clearing and disturbance provides opportunity for the introduction and invasion of alien plants. The construction of roads to access the construction site can also provide an avenue by which exotic species can be transported into an area. Introduction and invasion can be minimised by taking measures to ensure that construction operations do not introduce new/additional exotic species to an area, and also by adopting measures to manage infestations at the site until such time as indigenous species have become established after rehabilitation.
2.2.11 Drainage and Erosion Control
Sediment derived from erosion by water, and other water borne contaminants such as diesel and oil, are often sources of pollution arising from construction activities. If environmental management is inadequate, water quality may be affected far beyond the boundary of the project.
The stormwater management plan must be implemented to control runoff at the site.
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2.2.12 Erosion Prevention
Erosion will continue long after construction activities have ceased unless preventative measures are implemented. Poor drainage management can lead to damage or destruction of the rehabilitation investment. The best erosion prevention at a site is the establishment of vegetation in disturbed areas. However, while vegetation is becoming established, it may be necessary to use other erosion prevention techniques.
It is generally wise to retain any existing drainage controls, such as contour banks, rock filters and cut-off drains, upslope of the area being rehabilitated, to slow down surface run-off. A rough surface will capture more water and allow rainfall to infiltrate rather than flow directly downhill. Artificial stabilisation measures should be removed once the site is fully rehabilitated.
2.2.13 Re-vegetation
Establishment of a self-sustaining cover of vegetation is the best low maintenance stabiliser of disturbed sites in the long term. Re-vegetation also minimises the impact of visual intrusion. Generally, the vegetation type, which existed before the disturbance, or a similar vegetation type will be most successful afterwards, following an initial re- establishment period. Re-vegetation will be considerably easier to achieve where site preparation has been done well.
The objectives of re-vegetation should be to re-establish a native vegetation cover which is similar in species composition to that which existed before the disturbance; and to prevent erosion on the site, and manage adverse visual impacts from critical viewpoints.
2.2.14 Waste Disposal and Storage of Chemicals
Construction works can generate a substantial amount of litter and rubbish. All waste material must be removed on a progressive basis from the site and recycled wherever possible, or disposed of at a registered waste disposal site, unless otherwise approved in writing. Hazardous materials must only be disposed of at an approved hazardous waste disposal facility.
2.2.15 Health and Safety Matters
Adequate chemical toilet facilities must be erected and maintained in good order on the site for the duration of the construction phase at a ratio of 1 toilet to 20 people. Toilets must be placed outside environmentally sensitive areas
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(and at least 50 m from aquatic areas), and secured and tied down. Toilets should be removed from site when construction is completed. Effluent must be removed by a registered cleaning company.
Adequate clean drinking water must be available to construction staff at all times during the construction period.
An area must be demarcated for staff to conduct all necessary cooking/eating/resting activities. The site must be selected to ensure that there is no risk of fires. It would be advisable to ensure that small gas cookers are available on site. Food and packaging waste must be managed in rest areas.
Work crews must not be housed on site (apart from security guards) and where feasible should be accommodated in suitable residential areas in close proximity to the construction site.
2.2.16 Air Quality
As vegetation is cleared and soils are disturbed, the potential for dust generation increases. Air quality may also be affected by transporting of fine materials at the back of open trucks, emissions from poorly maintained equipment, from uncovered stockpiles, during road preparation, and when offloading materials. Provision must be made for dust control, for example wetting down of soils and deciding when winds are too strong for work to continue. Vehicles transporting fine materials must be equipped with a tarp. Equipment should be inspected daily to determine if it is in sound working order to prevent emissions and leaks. If required, stockpiles must be covered by netting to prevent dust.
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Chapter 3: Organisational Requirements
3.1.1 Introduction
The developer and their appointed project managers must make the Resident Engineer and contractors aware of their environmental objectives and policy.
3.1.2 Background to Environmental Policy
An environmental policy is a statement of the environmental values of an organisation. It conveys these environmental values to employees, demonstrates to stakeholders the importance that senior management attaches to environmental protection and management, and provides a guiding framework for conducting the organisation’s business in an environmentally compatible manner.
The philosophy behind the CEMPr is for it to become an effective means of managing environmental performance by:
Enabling the identification of critical environmental issues;
Developing action plans and setting targets;
Ensuring environmental performance;
Raising environmental awareness amongst management, staff and the community which it serves; and,
Providing appropriate training.
The purpose of the CEMPr is to translate environmental policy into practice by putting in place workable systems, structures and tools to achieve integrated and consistent environmental management of all environmental initiatives.
This CEMPr suggests certain detailed objectives, which it believes, are applicable to construction activities. It is important that the developer and their project managers review these detailed policies and if in agreement, adopt them as firm policy.
3.1.3 Developer’s Environmental Policy (Suggested)
We aim to conduct all our business activities and operations in an environmentally responsible manner.
As a major stakeholder in the sustainable and responsible development field in the Western Cape we are committed to:
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1. Establishing and maintaining compliance with all applicable legislation, regulatory requirements and standards for protection of the environment as a minimum condition, and to go beyond those requirements wherever practicable.
2. Educating, informing and motivating our employees and contractors to ensure our activities and operations are conducted in an environmentally responsible manner through development and implementation of a Corporate Environmental Training Program and the provision of advice as required.
3. Actively communicate with employees, government agencies and the public with regard to environmental management and contribute to the development of laws and regulations which may affect our business.
4. Prevent pollution, ensure efficient use of resources and minimise waste through promotion and implementation of cleaner operation principles and technology.
5. Research, support and implement new technology and operational practices which improve environmental performance where practicable.
6. Pursue continuous improvement in environmental performance through development and implementation of objectives and targets, reviewing Policy and Procedures and regularly monitoring and auditing our performance.
7. Conduct periodic reviews of the effectiveness of this Environmental Policy, update this Policy when necessary and re- issue it to employees and the public as appropriate.
3.1.4 Organisational Overview
All “managers” involved in construction should be obliged to familiarise themselves with the developer’s stated environmental policies. Managers should be familiar with the requirements of the CEMPr and should execute all construction, decommissioning and maintenance activities in an environmentally responsible manner.
This overview offers a perspective of the proposed organisation of the CEMPr and the recommended responsibilities of key members of the project team, as represented in the organogram.
Ultimate responsibility and public accountability for the CEMPr and general environmental management during construction phase resides with the developer.
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The contractors are responsible for implementing and managing the CEMPr. Contractors must appoint an on-site environmental site officer (ESO) who is responsible for ensuring that the requirements of the CEMPr are implemented on a day to day basis. The contractors report to the Resident Engineer or his representative regarding compliance with the conditions as stipulated in the CEMPr. The Resident Engineer or his representative works through the ESO to assist with day-to-day environmental management.
An independent and external Environmental Control Officer (ECO) is appointed by the developer to assist and advise on the implementation of the CEMPr and do monthly audits to monitor compliance with the environmental authorisation issued for the project by DEA&DP, the CEMPr and method statements, and any other relevant legislation and policies. Where procedures in the CEMPr and methods outlined in the Method Statements are persistently transgressed and appropriate corrective action is not implemented, the ESO/ECO through the Resident Engineer or his representative may order the suspension of related activities or impose a fine on the transgressor.
Regular meetings should be held to ensure that the CEMPr is effectively implemented.
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Developer
Figure 5: A Possible Organisational Structure for the Environmental Management of the Construction Phase of the George Airport Support Zone .
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3.1.5 Roles and Responsibilities for the Implementation of the Environmental Management Program
This section defines the roles of the key parties involved in the implementation of the CEMPr and mitigation measures suggested in the Basic Assessment Report relevant to the construction phase of the development.
3.1.5.1 The Developer
The developer has the overall accountability and responsibility for environmental management during the design, construction and rehabilitation phases of the development. Further it is their responsibility to ensure that the conditions of the Environmental Authorisation and mitigation measures suggested in the Basic Assessment Report are communicated to, implemented and complied with by the project managers, contractors and sub-contractors.
While it is the responsibility of the contractors and the sub-contractors to prepare and implement the detailed Method Statements, the developer will remain accountable for their implementation.
The developer will be responsible for liaison with the relevant authorities with respect to the implementation of the Environmental Authorisation and the CEMPr.
With respect to the CEMPr, the developer is responsible for:
Liaising with the project engineer, architects and builders, to ensure that all components of the development are designed to meet all the listed environmental conditions as well as all of the regulatory requirements.
Reviewing the Method Statements prepared by project engineers, the contractors and sub-contractors for specific activities relating to the construction phase.
Reviewing and approving management plans prepared by the project engineers, contractors and sub-contractors.
o Reviewing and approving any environmental monitoring programs that are recommended by the external ECO, the ESO, or the authorities.
o Advising on actions to be taken in the event of incidents or public complaints.
o Providing the results of environmental reports to the relevant authority
o Ensuring that the required audits are undertaken on a timely basis and that the results of the audits are communicated to all staff.
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3.1.5.2 Authorities
The authorities are responsible for the timely processing and issuing of the necessary permits and authorisations for the development. The authorities will ensure that the developer complies with the terms that are stipulated within the Environmental Authorisation. Where necessary, the authorities will assist the developer in understanding and meeting the specified requirements.
The authorities may perform random controls to ensure compliance with the conditions. In such case, the developer will assist the authorities in every possible way to facilitate control. In case of long-term non-compliance, the developer will be required to provide an action plan with corrective measures for approval by the authorities.
3.1.5.3 Responsibilities: Resident Engineer
All obligations relevant to the developer concerning the implementation of the CEMPr will apply to the Resident Engineer or his representative, contractors and sub-contractors associated with the construction phase of the development. The developer will inform the Resident Engineer or his representative of these obligations, as well as of the Method Statements required in terms of these obligations, and will control their implementation. The Resident Engineer or his representative is to convey the requirements of the CEMPr to the contractors and their sub-contractors; and ensure that they comply with these obligations.
It is the responsibility of the project engineers, contractors and sub-contractors to prepare and implement Method Statements which detail the means they will employ in order to meet the objectives set in the CEMPr.
The contractors and sub-contractors will be required, where specified, to provide Method Statements to the Resident Engineer or his representative setting out in detail how the management actions will be implemented to ensure that the environmental management objectives will be achieved. The method statements of different sub-contractors will be consolidated by the Resident Engineer or his representative into a Management Plan for a particular component of the CEMPr (e.g. clearing and grubbing). These Management Plans must be reviewed and approved by the developer prior to the commencement of the relevant construction activity.
The Resident Engineer or his representative working in close co-operation with the ESO and ECO ensures that the CEMPr is implemented. The Resident Engineer or his representative is the direct link between the site ESO/ECO and the Contractors and sub-contractors. Specific responsibilities include:
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Distribution of copies of the CEMPr to the project team
Advising the developer on the appointment of any specialist if required
Attending Project Progress Meetings, where the performance of the CEMPr is discussed and / or reviewed.
Commissioning monitoring programs recommended by the ESO
Ensuring that measures are taken to address any problems in the implementation of the CEMPr
Briefing the contractors regarding their CEMPr responsibilities and ensure that they implement the conditions of the plan
Formalising systems and delegating authority to ensure that the CEMPr is effectively implemented
Regular site inspections and monitoring to ensure compliance with the prescribed procedures in the CEMPr
Devising a Corrective Action Procedure for implementing corrective and preventive action
Regular consultation with the ESO, as appropriate
Facilitating the implementation of a general and specific environmental awareness training program
Devising a system to evaluate the training program regularly and recommend changes as required
The creation, in consultation with the ESO, of a Method Statement pro-forma, for distribution to the appropriate contractors and their sub-contractors
The examination, revision and approval, of contractors’ Method Statements
Keeping records of waste disposal, audits, inspections, monitoring and corrective actions
Ensuring that copies of the CEMPr are available to all contractors and sub-contractors
Identification of any new significant environmental impacts and their associated aspects, and the necessary environmental management requirements to manage them
Organising regular audits on the implementation of the CEMPr
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3.1.5.4 Responsibilities: Contractors and Sub-Contractors
The Contractor/s and sub-contractors have final responsibility and are accountable to the developer for the effective implementation and monitoring of the CEMPr.
The contractor and sub-contractors are responsible to the Resident Engineer or his representative for the effective implementation of the CEMPr within their respective line functions. Specific responsibilities include:
The full implementation of all of the requirements of the CEMPr in terms of the approved method statements.
Ensuring that all sub-contractors are familiar with and implement the CEMPr
Identifying procedures applicable to the activities they perform and / or control
Identifying, in consultation with the Resident Engineer or his representative which sub-contractors are responsible for compiling which method statements
Compiling method statements to meet the procedures and targets set out in the CEMPr
Submitting method statements to the Resident Engineer or his representative and the ECO for approval
Devising a system for monitoring compliance with method statements and procedures
Identifying environmental training needs and implementing the environmental awareness training program commissioned by the Resident Engineer or his representative
Implementing corrective and preventive actions recommended by the Resident Engineer or his representative
Reviewing of the CEMPr implementation and effectiveness at site meetings with the Resident Engineer or his representative and the ESO
Ensuring regular internal auditing of the implementation of the CEMPr.
Maintaining and submitting records of waste disposal activities and corrective actions taken to rectify environmental problems on site.
Attending Environmental Management Program monitoring meetings with the Resident Engineer or his representative
Keeping registers on site: complaints, waste, environmental incidences, training etc.
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3.1.5.5 Responsibilities: Environmental Site Officer
A ESO must be appointed by the contractor to advise and assist the Resident Engineer or his representative and project team where necessary and to monitor the implementation of the CEMPr. The ESO reports to the developer through the Resident Engineer or his representative and/or depending on circumstances to the Independent ECO appointed by the developer.
His/Her duties include:
To raise the awareness of the contractor and sub-contractors and their staff to the environmental sensitivity of the project area and to foster an appropriate environmental attitude during the contract period.
Develop environmental induction training material, and ensure that all persons operating on the site have undergone environmental induction
Maintain an environmental file that is kept on site.
Keep copies of all relevant records on the environmental file – e.g. registers, waste disposal certificates, ablution cleaning slips
Do daily site inspections to determine compliance of construction activities with this EMPr and other relevant documentation
Assist the contractors to develop method statements and liaise with the external ECO to have them approved an on file before construction commences
Supporting and advising the Resident Engineer or his representative, especially with regards to reviewing Method Statements, auditing, monitoring and corrective and preventive action
Accompanying the Resident Engineer or his representative on site inspections at a frequency determined by the developer, the Resident Engineer or his representative and the external ECO
Recommending environmentally appropriate solutions to environmental problems
Recommending additional environmental management measures as appropriate
Attending project progress meetings, as necessary or on a basis determined by the developer and the Resident Engineer or his representative
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3.1.5.6 Responsibilities: External Environmental Control Officer
An external ECO must be appointed by the developer to assist with monitoring/auditing compliance with the CEMPr, method statements, and other relevant legislation and policy for the duration of construction. The external ECO will do monthly audits, which must be submitted to the authorities, and will be available to the construction team for assistance/advice at any stage when required. Specific duties include:
Review environmental authorisation and other relevant documents to facilitate compliance with conditions prior to construction commencing
Assisting in site planning – e.g. site camp position, site demarcation, waste management, pollution control measures, rehabilitation planning
Assist with obtaining any additional permits prior to construction or a specific activity commencing
Oversee vegetation clearing and management for future use in landscaping and rehabilitation
Review of method statements
Review of environmental awareness training material
Monthly audits
Attend monthly progress meetings
Respond to repetitive non-conformances and/or incidents, and provide advice on corrective action and procedures
Oversee rehabilitation and landscaping
Assist developer where required in liaising with authorities
3.1.6 Method Statements
Contractors must submit Method Statements to the Resident Engineer or his representative, the ESO, and the ECO outlining proposed construction activities, phasing and procedures and methods to comply with the targets stipulated in this CEMPr. Method Statements should, where applicable, include drawings and plans with sufficient detail to assess the potential impact of the facility/activity and to determine the degree of safeguarding provided against possible risks.
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Method Statements indicate how the procedures will be applied to meet the relevant targets and are central to the proper implementation of the CEMPr. It is anticipated that in addition to assessing the systems and performance of the CEMPr, the ESO and ECO will scrutinise the formulation of, and adherence to "Method Statements" in some detail.
Method Statements must be submitted and approved before any work on the project is undertaken . The various method statements must be approved by the Resident Engineer or his representative (in consultation with the ESO and ECO). The Resident Engineer or his representative must keep copies of these Method Statements and letters of approval (including conditions attached) in a Method Statements file.
The Resident Engineer or his representative (and the ESO and ECO) must approve any deviations from the approved Method Statements. All amendments must be in writing and must be submitted to the Resident Engineer or his representative.
The following method statements (at a minimum) should be submitted:
Vegetation Clearing
Stripping of top and sub-soil
Excavation/trenching
Stockpiling: topsoil, subsoil, excavation material, spoil material, imported material
Solid waste management: expected solid waste types, quantities, methods and frequency of collection and disposal as well as location of disposal sites
Stormwater management: methods to be put in place to control runoff to prevent erosion and / ponding on site. Also address possible contamination of stormwater from site activities, and methods to minimise, control and dispose of contaminated water
Site planning: the location, layout and method of establishment of the site camp, work area, stockpiles, equipment etc. (as specified in Table 1)
Emergency procedures: procedures to deal with fire, leaks and spills. Include details of risk reduction measures to be implemented including firefighting equipment, fire prevention procedures and spill kits.
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Importing of material: detail the source and nature of all imported materials, anticipated quantities, stockpile areas, vehicle routes
Hazardous substances: details of any hazardous substances to be used on site, including storage, transport, handling and disposal procedures.
Control of alien vegetation that establishes as a result of disturbance during construction: identification, removal
Cement and concrete batching/mixing: location, layout and preparation of cement and concrete batching areas. Include methods for the mixing of materials, and how runoff with be contained. Washing of equipment used in cement mixing
Fuel storage and use: design, location and construction of fuel storage areas. Filling and dispensing from storage areas
Workshop and drip trays: location, layout and design of areas, including pollution control in the workshop and the management of drip trays under the plant
Air quality: details on methods that will be used to prevent and control dust on site and from vehicles transporting fine materials, and prevent emissions from equipment and vehicles
Environmental awareness training: number, dates, trainer, logistics for the initial awareness courses for the contractors employees and management staff
Access routes: details, including a drawing, of where access routes will be and how they will be managed
Rehabilitation: vegetation storage, site cleaning, site preparation, topsoil application, planting, stabilisation measures, maintenance
No work shall commence until method statements have been approved by the resident engineer and ESO/ECO. Ten working days should be allowed for the review and approval of method statements. Approved method statements must be available on site and must be communicated to all relevant parties. A template for method statements is included in the appendices.
3.1.7 Meetings
It is anticipated that progress meetings, attended by the Resident Engineer or his/her representative and other members of the project team, will be held on a regular basis. It is recommended that a minimum of one meeting every month be
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held where the CEMPr can be discussed. The discussions on the CEMPr must continue for the life of the construction phase with the last meeting being held two months after construction has been terminated. This final meeting should be preceded by a final site audit by the external ECO. The audit will be presented at this final meeting. The Resident Engineer or his representative may call for additional meetings in response to particular environmental problems. The ESO will attend progress meetings if requested to do so by the Resident Engineer or his representative. The ESO shall decide whether other specialists (aquatic specialist, landscape architect, restoration ecologist etc.) need to attend various meetings or not. At each of the meetings contractors will report performance against their defined CEMPr objectives and targets.
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Chapter 4: Environmental Management Program Requirements
4.1.1 Introduction
The Environmental Management Requirements are designed to address regulatory conditions as well as the issues and impacts raised through the environmental assessment as they relate to the construction phase of the development. Each of the Environmental Management Requirements is presented as follows:
Objective: potentially significant impacts to be mitigated. Aspects: activities likely to cause significant impacts - this list is not exhaustive and other unspecified activities might also cause the respective significant impacts (to be monitored and addressed where required) Procedure: steps and/or actions required to manage and minimise/prevent the relevant aspects. Target: the level of performance, sometimes determined by legislation, which must be met.
4.1.2 General Conditions and Prerequisites for Construction Activities
The following section identifies the management actions relevant to construction phase that must be completed prior to the commencement of construction activities.
Objective:
To ensure that all conditions and requirements of the Environmental Authorisation, Water Use Authorisation, and the CEMPr stipulated as pre-requisites for construction are met.
Aspect
Actions to be completed by the developer prior to the commencement of the relevant construction activity
Procedure
Review the full Environmental Authorisation, Water Use Authorisation and CEMPr and convey the outstanding actions to the responsible team member.
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Targets
Ensure that all requirements of the Environmental Authorisation and Water Use Authorisation are in place and that any approval is obtained in writing prior to commencing any construction activities. Ensure that systems are in place to implement the requirements of the CEMPr.
4.1.3 Compliance with Relevant Legislation and Regulatory Requirements
Compliance with applicable environmental legislation is listed as one of the Environmental Management Requirements in the CEMPr. However, the list provided is not exhaustive and it is the responsibility of the Resident Engineer or his representative and the contractors to ensure compliance with all environmental (and other) legislation. The ESO and ESO must provide advice on this matter as and when required.
Table 2: Pertinent Legislation Applicable to Construction Phase
Issue Legislation Authority
Department of Water and Water Use and Water Quality National Water Act (Act 36 of 1998) Sanitation (DWS)
Eden District Municipality (DM) / Air quality and dust generation Air Quality Act (Act 39 of 2004) George Local Municipality (LM)
Occupational Health and Safety Act, Worker health and safety Dept Labour 1993 (Act 85 of 1993)
Labour Relations Act, 1995 (Act 66 of A socially responsible workforce Dept Labour 1995)
Preservation of archaeological and cultural National Heritage Act, (Act 25 of Western Cape Heritage artefacts 1999) Resources Agency Department of Environmental National Environmental Management: Affairs and Development Planning Waste disposal Waste Act (Act 59 of 2008) and (DEA&DP), Department of Municipal By-Laws Environmental Affairs (DEA), Eden DM, George LM
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Issue Legislation Authority
Environment Conservation Act 1989 Noise (Act 73 of 1989) Sec 25 and DEA, Eden DM, George LM Municipal By-Laws National Environmental Management: Protected Animals and Plants Biodiversity Act (Act No 10 of 2004), DEA&DP, DEFF National Forest Act Conservation of Agricultural Agricultural resources DEFF Resources Act (Act No 73 of 1983)
Health issues Health Act (Act 63 of 1977) Department of Health
Quarry related activities and Mineral Act (Act 50 of 1991) Sections Mineral and Energy Affairs Environmental Management Plans 38 and 39 Hazardous Substances Act (Act 15 of 1973) Toxic and hazardous substances National Environmental Management: DEA, DWS Waste Act (Act 59 of 2008) National Water Act
Fencing Fencing Act (Act 31 of 1963) DEFF
Conservation of Agricultural Alien Vegetation Resources Act, NEM: Biodiversity Act DEFF (list of alien and invasive species)
It is recommended that the Resident Engineer or his representative and / or the Contractors obtain copies of all relevant legislation. An updated file of all legislation should be maintained at the Resident Engineer or his representative’s office.
4.1.4 Environmental Management Requirements
This section presents the environmental requirements for the construction and decommissioning of the development. The requirements are worded in broad terms and details of the actions to be undertaken must be presented in the Method Statement for each aspect. Method statements are compiled by the contractors or their sub-contractors and approved by the Resident Engineer or his representative and the ESO and ECO.
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4.1.4.1 Basic Planning
Objective
To plan the construction site together with access routes and associated work areas to allow for sound environmental management and effective rehabilitation of the total site.
Aspect
All activities related to the construction of the site.
Procedure
Compile an annotated base plan / map of the site indicating the various activity zones, roads and tracks, all stockpile areas, campsite(s) and all other areas which will be used or altered during the construction phase. Indicate details of the access and internal roads and track Indicate all “no go” areas Note the location of registered waste disposal sites
Targets
Approved site plan and procedures to implement CEMPr before commencing with construction
4.1.4.2 Restriction of Working Areas
Objective
To restrict access to the site to reduce the potential for accidents, dust generation, water pollution, fires, and environmental damage to flora, fauna and other sensitive environmental elements. To keep the demarcated and /or fenced off work area as small as possible. To restrict access to environmentally sensitive areas.
Aspects
The effective demarcation of the construction site, the restriction/control of traffic to access and internal roads, the control of vehicles and public entering the site.
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Procedure
The demarcated area must cover as small an area as possible. This will prevent the unnecessary disturbance of vegetation and aquatic areas during construction. It will also result in a smaller area requiring rehabilitation.
Once the demarcated area has been approved a written motivation to alter the boundary must be submitted to the Resident Engineer or his representative for consideration and (possible) approval.
The markings of the site must be maintained throughout the construction period, as and where determined by the Resident Engineer or his representative. This is to ensure that unnecessary damage is not done to the surrounding areas. It will also ensure the safety of people working on site and people moving in the vicinity of the site.
A comprehensive set of photographs should be taken of the site prior to commencing any construction.
At the end of construction activities all components of the marking system (tape and poles) must be removed, to the satisfaction of the Resident Engineer or his representative.
Vehicles must be instructed to remain on designated tracks and deviations from the approved track must not be permitted. In exceptional circumstances where a vehicle is forced to deviate from an approved track the deviation must be rehabilitated immediately after such an event. All deviations must be reported to the Resident Engineer or his representative.
Materials and equipment must be stored in the demarcated area only. No materials to be stored outside of fenced area.
Construction vehicles to be parked in designated area overnight over drip trays.
Production of an Area Restriction Method Statement which includes the access road.
Targets Approved Area Restriction Method Statement.
Fenced off work area
Controlled access to the site for the contractors, work crews, sub-contractors
Prohibited access to the public, with adequate sign posting.
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4.1.4.3 Flora and Fauna
Objective
To minimise damage to indigenous flora and fauna in the area. To re-vegetate the area as necessary to alleviate erosion potential and to improve any aesthetic issues. To promote biodiversity conservation.
Aspects
Vegetation clearing and grubbing; lighting of fires, vehicle movement, workforce, rehabilitation planning, waste management, alien vegetation control.
Procedure
The Conservation of Agricultural Resources Act (Act 43 of 1983) states that no person shall dispense any weed in the country. In accordance with the Act every effort must be made to ensure that the site and other clearly marked areas relating to the operation and decommissioning is kept free of weeds or invasive plants.
A Flora and Fauna Method Statement must be developed that considers physical boundaries to work areas, search- and-rescue of flora and fauna (if required), storage and maintenance of cleared vegetation for use in rehabilitation and landscaping, monitoring of faunal kills during construction phase etc.
Prior to site clearing, the necessary permits must be obtained from DEA&DP and/or DEFF for threatened and protected species (if required).
Prior to construction commencing, vegetation that can be successfully translocated must be removed and stored in a nursery for rehabilitation and landscaping. Vegetation that cannot be used for site planting must be made available to conservation organisations, the public and/or nurseries.
All cleared areas must be rehabilitated with suitable indigenous vegetation upon completion of the construction works (preferably in phases) and maintained to control erosion and minimise dust and visual impacts.
Environmental awareness training must include aspects related to preventing harm to flora and fauna
Vehicles must be restricted to defined access routes, and speeding must be strictly controlled to avoid collisions with fauna
The site must be monitored for signs of poaching
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Open excavations and trenches must be barricaded, and must inspected daily to check for any animals that may have fallen in
Trenches must be excavated and backfilled in sections to reduce the amount of open trenches open at any time
Alien vegetation establishment and spread must be monitored and controlled on an ongoing basis
No fires to be allowed on site, and measures must be in place to respond to and control fires timeously should they occur
Targets Approved Flora and Fauna Method Statement.
No fires
Successful rehabilitation of the site
No disturbance to vegetation and fauna in in open space areas.
No faunal kills reported for the site and traffic routes
4.1.4.4 Stockpiling
Objective
To ensure appropriate storage of materials to prevent dust, nuisance, and possible contamination; and to facilitate rehabilitation
Aspects
Storage of materials for construction (e.g. gravel, sand, bricks, pipes, sheeting etc.), excavated material from cut and fill operations, or any other material including spoil
Procedure
Materials must be stockpiled in areas approved by the resident engineer and ESO/ECO within the defined working area.
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Materials must not be allowed to wash or blow away. If this is a risk, materials should be sprayed with Dustex or cover the stockpile with a suitable material (e.g. hessian). If necessary, silt fences should be erected around stockpiles to prevent material washing downslope. Stormwater runoff towards stockpile areas must be diverted away from the stockpiles
Materials must not be stored within 50 m of wetlands or watercourses
Any material that has the ability to leach (and impact on soil and ground water quality) must be stored on an impervious and bunded surface
No nuisance or inconvenience shall be caused to any existing facilities
Targets
Approved materials stockpile area
Restriction of materials storage to designated stockpile area
No nuisance to surrounding facilities
Suitable cover of material stockpiles
No contaminated runoff and/or leachate from stockpiles
4.1.4.5 Preservation of Topsoil
Objective
To reduce the size of all stripped areas and to store stripped topsoil separately for use in site rehabilitation and landscaping once construction has been completed.
Aspects
Storage of stockpiles of soil, conservation of additional topsoil areas, erosion control, weed management.
Procedure
Topsoil must be stripped from the work area and stockpiled separately to other materials, but inside the demarcated stockpiling area. Stockpiled soils shall be neat, and the dumped soil shall be flattened immediately after placement to ensure minimum exposure to wind and water.
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Soil stockpiles must not exceed 2 m in height and should not be covered in plastic
Topsoil must be utilised in the rehabilitation of the site once the construction work has been completed. Any excess topsoil must be removed from the site. Excess topsoil can be used in erosion control works on any other disturbed area.
Cynodon dactylon (kweek) (or an alternative such as Stenotaphrum secundatum or other suitable species recommended by a restoration ecologist) should be used to re-vegetate the topsoil stockpiles if they are to be left for longer than 90 days. A typical seeding rate would be 6 kg seed per hectare (applicable only where stockpiled soil will be retained for longer than 3 months). For shorter periods a mulch of natural vegetation cut on site during the clearing operation (grass and shrubs) can be placed over the stockpiled soil.
If required, topsoil stockpiles must be surrounded by silt fences to avoid material washing downslope. Stormwater runoff towards topsoil stockpile areas must be diverted away from the stockpiles
The maintenance of soil erosion control measures must be strictly monitored and reported.
Topsoil stockpiles must be kept weed free
A Topsoil Preservation Method Statement incorporating the above procedures, including timing, must be submitted to the Resident Engineer or his representative for approval.
Targets
Approved Topsoil Preservation Method Statement.
All topsoil must be separately stripped and stored.
Topsoil well preserved for use in successful rehabilitation.
4.1.4.6 Air Quality
Objective
To minimise nuisance and potential health problems, and potential damage to flora, associated with dust and/or emissions from vehicles and equipment.
Aspects
Vehicle movement, transportation of fine materials, stockpiling of materials, vegetation clearing, excavation/trenching, offloading of materials, road preparation.
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Procedure
Staff should be trained to report dust-generating activities as soon as they detect them and implement the appropriate measures to control dust. Dust can be suppressed by a combination of:
o Spraying exposed areas with water (or a binder if required), at a frequency to be determined by the Resident Engineer or his representative.
o Compacting exposed areas
o Using environmentally acceptable chemical and other suppression methods where appropriate
o Covering long-term stockpiles or temporarily re-vegetating them
o Halting dust generating activities when wind speed exceeds 35 km/h (see table below)
o Imposing a 30 km/h speed limit on untarred access roads
o Re-vegetating exposed areas in a phased approach as soon as work in an area is complete.
Any complaints about dust recorded in the complaints register must be immediately investigated by the Resident Engineer or his representative and addressed.
No waste, vegetation or any other material shall be burnt in compliance with smoke control regulations issued in accordance with the Atmospheric Pollution Prevention Act (Act 45 of 1965) and the Air Quality Act (Act 39 of 2004).
Vehicles transporting fine materials must be fitted with a tarp
Vehicles and construction equipment must be inspected daily to ensure they are in sound working order to prevent emissions (e.g. generators and exhaust fumes from vehicles)
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Table 3: Table of Wind Speeds to be Used as a Guide for Dust Control
Wind speed (km/h) Designation Description smoke rises vertically, trees do < 2 calm not move smoke drift indicates wind 2-5 light air direction weather vane moves, leaves 6-11 light breeze rustle leaves and twigs in constant 12-19 gentle breeze motion dust and loose paper raised, 20-29 moderate breeze small branches move 30-38 fresh breeze small trees sway large branches move, wind 39-50 strong breeze whistles wires whole trees move, walking 51-61 moderate gale affected twigs break off trees, walking 62-74 fresh gale difficult slight structural damage occurs, 75-86 strong gale branches break trees uprooted, considerable 87-100 whole gale structural damage 101-118 storm widespread damage
119+ hurricane severe and extensive damage
Targets Approved Air Quality Method Statements.
Nuisance dust levels not experienced
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No complaints of dust by surrounding facilities or residents, especially from vehicles transporting fine materials along public roads
No emissions (visual observation) reported by the ESO from vehicles and equipment. Alternatively, reported emissions are appropriately dealt with.
4.1.4.7 Noise and Vibrations
Objective
To avoid disturbing surrounding land users and fauna.
Aspects
Operation of construction equipment, vehicle movement, construction staff, excavation, crushing, compacting, materials offloading.
Procedure
Equipment which limits noise generation must be used.
Construction should preferably be labour intensive and the use of heavy machinery must be avoided
Any complaints pertaining to noise and vibrations as recorded in the complaints register must be immediately investigated by the Resident Engineer or his representative and addressed.
Construction times must be limited to weekdays between 07:00 and 17:00. No work to take place on weekends or public holidays without notifying surrounding facilities, land owners and the ward councillor.
Noisy vehicles, especially those travelling near residential areas, must be fitted with appropriate silencers and the drivers must be trained to drive in a manner that limits noise disturbance. No excessive hooting must be allowed
Attempts must be made to schedule noisy activities so that they occur simultaneously and over as short a period as possible.
Vibration inducing activities must also be simultaneously scheduled wherever possible.
A Noise and Vibration Method Statement must be submitted by the appropriate contractors (s) to the Resident Engineer or his representative for approval.
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Targets
Approved Noise and Vibration Method Statement.
In terms of Section 25 of the Environment Conservation Act 73 of 1989, ambient noise levels in surrounding residential and commercial areas may not increase by more than 7 dB (A).
The Occupational Health and Safety Act 85 of 1993 stipulates that noise levels in excess of 85 dB (A) at 1 metre from equipment are not permitted.
Excessive noise as determined subjectively by the Resident Engineer or his representative is not created.
No complaints of noise by surrounding land users
4.1.4.8 Water Consumption
Objective
To minimise the consumption (and wastage) of water
Aspects
Equipment servicing areas, domestic water use, water required for construction and related activities, dust suppression.
Procedure
Opportunities to reduce consumption and rather re-use of water must be adopted wherever possible. Measures must be put in place to capture rainwater for use at the site to reduce demand on the potable water supply. If possible and appropriate for the site, treated effluent should be used for dust control. This must be decided on in consultation with DWS as a Water Use Authorisation would be needed for irrigation with treated effluent in terms of the National Water Act.
Methods must be employed to ensure that water is not wasted. Environmental awareness training must ensure that staff is aware of the need to conserve water and to minimise the pollution of water.
The Contractor shall provide water for drinking and construction purposes until such time as it is available from the local municipal supply system. Water from the local system must be used carefully and sparingly with the view of not wasting water.
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Taps are to be attached to secure supports and leaking taps and hosepipes are to be repaired immediately.
Any abstraction from natural water sources such as a stream or groundwater will require a licence from the DWS
A Water Consumption Method Statement must be submitted by the appropriate contractor(s) to the Resident Engineer or his representative for approval.
Targets Approved Water Consumption Method Statement
The Resident Engineer or his representative to set a realistic water consumption quota.
4.1.4.9 Water Quality
Objective:
To minimise the potential contamination of ground and surface water
Aspects
Poorly maintained equipment and vehicles, vehicle parking areas, materials storage, washing equipment, cement mixing, contaminated run-off from active work and storage areas.
Procedure
The Resident Engineer or his representative shall ensure that all precautions are taken to ensure that no surface or ground water becomes polluted. Any deliberate or unplanned pollution of water is an offence in terms of the National Water Act (Act 36 of 1998) and is punishable with a fine to be determined by the authorities.
Environmental awareness training must ensure that staff is aware of the need to prevent water pollution. The aim is to prevent pollution at source by good work practice, thereby limiting the chance of contaminants being carried to surface and groundwater
No vehicle must be refuelled, serviced or repaired on the construction site, except in designated areas.
Vehicles that are housed overnight at the site camp must have drip trays beneath potential sources of hydrocarbon leaks
At the start of each day, vehicles and equipment must be inspected for any signs of leaks
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A stormwater management plan must be developed for construction that considers the movement of runoff towards and from active work areas, the site camp, and stockpile areas. Care should be taken at all times to ensure that dirty water does not leave the site.
Temporary storm-water runoff basins and drainage ditches may have to be constructed in order to capture storm- water.
Transport of sediment in surface water runoff must be minimised e.g. by using silt traps, silt curtains, geo-textiles, diversionary berms, soil stabilisation and temporary settling ponds.
Details of storage of all chemicals must be submitted to the Resident Engineer or his representative for approval. Chemicals must be stored in adequately sealed containers and bunded areas, under lock and key
Only small volumes of fuel needed for generators should be stored on site in a designated area. Fuel must be stored in a sealed, bunded area that is well ventilated. Dispensing of fuel to generators must be done over a sealed and bunded surface.
Contaminated soil (e.g. in vehicle parking areas, under generators) must be removed to an appropriate permitted solid waste disposal facility (as hazardous waste).
Cement or concrete mixing must take place over a tray to capture any spills. Care must be taken when transferring concrete/cement from the mixing area (e.g. via wheelbarrows) to avoid spills en route to the area of use.
Plastic or concrete lined cleaning pits are to be installed to facilitate washing of all cement and painting equipment. A functional, non-leaking, water point must be installed at each pit. The top 75% of the water in the pit may be disposed down the sewerage system, with approval from the Engineer. The remaining water and sludge must be disposed of at a Municipal approved site or removed by a chemical contractor
Generators must operate over drip trays with river sand in them to capture any spills or leaks
A spill kit must be housed on site
All staff must be trained on how to respond to spills and polluting incidents. This includes measures to capture/control the spill, clean up procedures, remedial action required, and reporting mechanisms.
The Contractor shall be responsible for providing all sanitary arrangements for construction and supervisory staff on the site. A minimum of one chemical toilet shall be provided per 20 persons. Toilets provided by the Contractor must be easily accessible and within a practical distance from work areas. Toilets shall be located within areas of low
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environmental importance (and not within 50 m of wetlands or watercourses). The toilets shall be of a neat construction and shall be provided with doors and locks and shall be secured to prevent them blowing over.
The Contractor shall keep the toilets in a clean, neat and hygienic condition. The Contractor shall supply toilet paper at all toilets.
The Contractor shall be responsible for the cleaning, maintenance, servicing and emptying of the toilets on a regular basis (by chemical contractor). No waste to be dumped in the bush or stream. The Contractor shall ensure that the toilets are emptied before the builders’ or other holidays and the waste be stored and disposed of at an appropriate place off site. The Contractor shall ensure that no spillage occurs when chemical toilets are cleaned and emptied. The Contractor shall supply a contingency plan for spills from toilets.
Performing ablutions in any other area is strictly prohibited
No activities or storage of materials must take place within 50 m of wetlands or watercourses
Ready-mix trucks are not permitted to clean chutes at the site
In the event of any pollution entering any water body, the contractor shall inform the ESO/ECO immediately
The contractor will be responsible for any clean-up costs involved should pollution, erosion or sedimentation have taken place
A Water Quality Method Statement must be submitted by the appropriate contractor(s) to the Resident Engineer or his representative for approval.
Should a major polluting incident occur, the Resident Engineer or his representative shall immediately contact the regional office of the Department of Water and Sanitation (requirement of National Water Act). Clean-up shall take place in consultation with the Department.
Targets Approved Water Management Method Statement.
No contamination of groundwater or surface water.
No polluting incidents. Alternatively, polluting incidents adequately contained and remedied to avoid water quality impacts on surface and groundwater in surrounding areas
Compliance with DWS standards for discharge into a watercourse (applicable to stormwater runoff from the site)
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4.1.4.10 Waste Management
Objective
To limit the potential for groundwater and surface water pollution as well as the visible and malodorous accumulation of waste materials. To prevent littering and associated environmental impacts.
Aspects
General construction and decommissioning activities
Procedure
A system for identifying, classifying and disposing of solid waste must be devised.
Waste should be classified as domestic (including litter), hazardous, toxic or recyclable.
Waste materials (e.g. paper and glass) must be sorted and sent for recycling, where the quantity allows this and if the facilities are available. Certain waste materials are valuable and could be sold to (local) entrepreneurs for further use. Recyclable materials must be stored in separate containers.
No littering is permitted on site; litterbins must be provided throughout the site. These litter bins must be predator and scavenger proof.
A dedicated smoking area must be established at the site camp, where provision is made for disposal of cigarette butts.
No waste may be buried or burnt on site
Bins must not be allowed to become overfull and must be emptied at least once a day or at a frequency determined by the on-site ESO based on visual inspections. Waste from bins may be temporarily stored on site at a central waste area that is wind and scavenger proof. This must be approved by the resident engineer and ESO.
Centralised eating facilities must be provided for workers to facilitate litter control.
The Contractor shall provide labourers to clean up the contractor’s camp and site on a daily basis
The Contractor shall also clean the contractor’s camp and site of all structures, equipment, residual litter and building materials at the end of the contract
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All solid waste must be disposed of off-site at permitted waste facilities. This includes any building rubble left after construction. The contractor must supply the resident engineer with certificates of disposal. A waste register must be maintained in the Environmental Management File
A register of waste disposal and sorting records must be retained by the contractors and submitted to the Resident Engineer or his representative for auditing purposes.
Appropriate temporary disposal areas must be covered and be on an impermeable floor.
The requirements of the Waste Act (Act 59 of 2008), Health Act (Act 50 of 1992) and the Environmental Conservation Act (Act 73 of 1989) are applicable to waste management.
Targets Approved Waste Management Plan.
Waste appropriately stored on site as per the norms and standards published in terms of the NEM: Waste Act
Waste that cannot be recycled removed to a registered waste disposal site.
No dumping and litter on site or in surrounding areas
4.1.4.11 Materials handling, use, and storage
Objective
To ensure that materials are appropriately handled, stored and used.
Aspects
Storage of materials, transport of materials to the site, importing materials for use in construction
Procedure
The contractor must ensure that delivery drivers are informed of all procedures and restrictions (including ‘no-go’ areas) required to comply with the specifications
The contractor must ensure that delivery drivers are supervised during off-loading by someone with an adequate understanding of the specifications
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Materials must be properly secured to ensure safe passage between destinations. Loads including, but not limited to, sand, stone chip, fine vegetation, refuse, paper and cement shall be appropriately covered to prevent them from spilling from the vehicle during transit. The contractor will be responsible for any clean-up resulting from suppliers or employees failing to properly secure materials
All manufactures and/or imported material shall be stored in the contractor’s site camp, and if required by the project specification, out of the rain. All lay down areas outside of the site camp must be approved by the resident engineer and ESO/ECO
Imported gravel, soil, fill and sand shall be free of weeds, alien invasive seed material, plant material, litter and contaminants; and shall be obtained from sources approved by the resident engineer.
Targets
Approved materials storage method statement
Approved storage areas
No spills from transported materials
4.1.4.12 Fuel and Hazardous Materials Storage
Objective
To ensure that materials are appropriately stored to minimise the potential for pollution and accidents.
Aspects
Storage of fuels, solvents, and other hazardous and toxic substances
Procedure
Fuel, solvents and other hazardous or toxic substances must be securely stored in a restricted, locked facility approved by the Resident Engineer or his representative.
Fuel and hazardous materials containers must be properly and boldly labelled and as a minimum should be stored in bunded (at least 1.1 times the volume of fuel being stored), weatherproof areas. The required safety signage must be
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in place surrounding fuel storage areas conforming to the requirements of SABS 1186 – e.g. ‘no smoking’, ‘no naked lights’ and ‘danger’.
Fuel and hazardous material storage areas must be situated at least 50 m from drainage areas. The location of storage areas must be approved by the resident engineer and ESO/ECO
There must be adequate firefighting equipment surrounding storage areas
Storage facilities must be regularly maintained.
An emergency response plan and reporting procedure must be formulated, including steps taken to manage the capture and treatment of polluted soil and water.
A Fuels and Hazardous Materials Storage Method Statement must be submitted by the appropriate contractor to the Resident Engineer or his representative for approval.
Materials safety data sheets must be stored on site. Procedures specified in these sheets must be followed in the event of an emergency.
The contractor must train all staff on site that are responsible for handling hazardous materials for their proper use, handling and disposal.
Targets
Approved Fuels and Hazardous Materials Storage Method Statement.
Approved Emergency Response Procedure Method Statement.
Fuels and hazardous liquids must be stored in an impervious, bunded and covered area with a capacity of 110% of the largest single storage tank.
4.1.4.13 Cement and concrete batching/mixing
Objective
To ensure that cement and concrete batching and mixing is done in a manner that prevents spills and contamination of surrounding areas
Aspects
Mixing of cement and concrete
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Procedure
The proposed location of batching/mixing areas must be indicated on the site plan. This must be approved by the resident engineer and ECO
Batching/mixing areas must not be located within 50 m of aquatic areas
Wastewater generated by the process must be passed through a concreted wastewater settling system. Water from this system must not be allowed to flow into any rivers or ‘no-go’ areas
Accumulated sludge in the settlement system must be removed to a registered landfill site.
Minimal water must be used for washing equipment
Used cement bags must be disposed of in weather proof bins to prevent windblown cement dust and bags blowing away, and disposed of as hazardous waste
Concrete must be mixed on impermeable surfaces from which there is no runoff. All concrete remains and bits of aggregate must be removed from site to a registered landfill site.
Provision must be made to clean equipment, and no washwater must be released to the ground.
A method statement detailing cement and concrete mixing and batching must be approved by the resident engineer and ECO.
Targets
Approved cement mixing and batching method statement
No contamination of soil and watercourses
4.1.4.14 Site Rehabilitation
Objective
To re-vegetate and stabilise areas that have been disturbed during the construction phase.
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Aspects
Dismantling and removal of all construction infrastructure; site preparation for rehabilitation including tidying, shaping, rutting, topsoil application; re-vegetation and landscaping of disturbed areas on site; removal of alien vegetation; ensuring that adequate erosion control measures are in place.
Procedure
All construction infrastructure, equipment, materials and wastes must be removed from the site upon completion of construction (or earlier, in a phased manner, if possible).
The disturbed area must be shaped to approximate natural contours. Consideration must be given to ponding, as well as areas of accelerated runoff that may result in channel / gully erosion
All compacted and previously used construction areas shall be scarified to a depth of 150 mm prior to topsoil being replaced
Stored topsoil must be replaced on disturbed areas to a depth of at least 150 mm.
These areas must be landscaped to improve the aesthetic appearance of the site; suitably landscaped berms of topsoil may be created as part of the erosion control program.
Any excess topsoil (not used in landscaping) must preferably be re-used as it is a valuable resource; alternatively it must be disposed of in an environmentally acceptable manner.
All disturbed areas must be re-vegetated with suitable (i.e. naturally occurring in the area) vegetation in line with the recommendations of the landscaping plan.
A Site Rehabilitation Method Statement must be submitted by the contractors to the Resident Engineer or his representative for approval.
The soil erosion measures installed need to be checked regularly.
Alien vegetation monitoring to be ongoing
A contractor’s responsibility period of at least 1 year must be instated after closure where rehabilitation, erosion protection and alien vegetation can be monitored and responded to.
Targets Approved Site Rehabilitation Method Statement.
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Site rehabilitation to be completed within one month after the end of the construction period, or by an alternative date stipulated by the Resident Engineer or his representative.
Site successfully rehabilitated and stable, with little to no risk of erosion.
4.1.5 Response to Public Complaints
The Resident Engineer or his representative must respond to queries and complaints from the public regarding construction activities. In responding to such queries and / or complaints the Resident Engineer or his representative must document all such communications in a complaints register. All queries and complaints must be reported to the developer. All remedial action taken on a complaint must be recorded in the complaints register.
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Chapter 5: Environmental Management and Monitoring Requirements
5.1 Introduction
This chapter outlines the systems to ensure that the CEMPr and environmental management requirements listed in Chapter 4 are effectively implemented. This includes monitoring requirements, corrective action, and auditing. The training, incentives and supporting documentation required to effect implementation of the CEMPr are also described.
5.2 Environmental Compliance Monitoring
The Resident Engineer or his representative and / or the Environmental Site Officer (ESO) must devise a monitoring program to ensure compliance with the procedures and targets outlined in the previous chapter.
The Resident Engineer or his representative is responsible for monitoring the procedures and targets applicable to each environmental management requirement. The Resident Engineer or his representative in conjunction with the ESO must decide on the frequency of inspections.
For each of the environmental management requirements, the specific elements listed below should be monitored. This list is intended as a guide and is not necessarily exhaustive; consequently, other elements might need to be monitored to ensure compliance with the relevant target.
5.2.1 Restriction of Access to Sites
The ESO should inspect the demarcated area on a regular basis and inform the contractors of any violations or areas where markings / fencing must be replaced. Checks must also be done to determine if vehicles are adhering to demarcated access routes, turning circles and parking areas.
5.2.2 Flora and Fauna
All animal mortalities must be recorded and reported to the Resident Engineer or his representative. A list of plants and animals that are relocated must be kept. The survival success of rescued plants must be documented. All open trenches and excavations must be inspected in the morning for trapped animals. Regular inspections must be done for signs of poaching. Alien vegetation monitoring must be ongoing throughout the construction and rehabilitation period.
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5.2.3 Preservation of Topsoil
Regular checks need to be undertaken on the storage of the topsoil and the state of the vegetation or mulch covering the topsoil. Checks on the erosion of the area must be carried out regularly, and it must be ensured that the erosion minimisation measures installed are effective. Stockpiles must be monitored for weeds/alien vegetation.
5.2.4 Air Quality
Dust must be visually monitored on a regular basis (daily), or more frequently in conditions conducive to dust generation, as determined by the ESO. Vehicles and construction equipment must be inspected daily to determine if they are in sound working order to prevent emissions.
5.2.5 Noise and Vibrations
Noise created by construction activities must adhere to noise regulations set for the Eden District Municipality and George Local Municipality, as well as noise regulations of the Occupational Health and Safety Act No 85 of 1993.
5.2.6 Water Consumption
Daily consumption of water must be monitored and recorded against the set water quota. Any excessive usage or peaks must be investigated.
5.2.7 Water Quality
The ESO must visually inspect runoff basins, drainage ditches and sediment traps on a daily basis to ensure that they are in an acceptable condition. Other potential sources of surface and surface and groundwater pollution must be inspected daily (e.g. fuel and materials storage areas, vehicles and construction equipment, cement mixing areas).
5.2.8 Waste Management
The ESO must inspect waste disposal facilities / temporary storage areas daily, to ensure that they are sufficient and that they are properly maintained.
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During site inspections the ESO must check for waste material, which is inappropriately (temporarily) disposed of or stored. A record must be kept of waste that is disposed of at the landfill site
5.2.9 Fuel and Hazardous Materials Storage
The ESO must ensure that materials are stored in the designated area set aside for that purpose, and that drip trays are used under generators, parked vehicles, and when re-fuelling. During daily site inspections the ESO must check storage facilities to ensure that they are in a proper state of repair. A record must be kept of any spills and what follow-up action was taken
5.2.10 Site Rehabilitation
The ESO must monitor site landscaping and re-vegetation and erosion control measures.
5.2.11 Site Housekeeping
The ESO must monitor the site for litter and other waste material.
5.3 Environmental Training
The contractors and the Resident Engineer or his representative are responsible for ensuring that all personnel have a general environmental awareness as well as specific knowledge of the potential environmental impacts associated with their work. All personnel associated with the project must understand the purpose and benefits of the CEMPr. The appropriate training must occur as part of an induction program, i.e. before commencing on-site work, and should also focus on the benefits of sound environmental management.
Specific elements of environmental awareness training should include:
Awareness on the importance of site rehabilitation
Instruction in waste storage and disposal systems and facilities.
Water conservation and water quality protection
Awareness of social issues.
Incentives and rewards for good environmental practice.
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Instruction in erosion control measures.
Prevention of soil and surface water contamination from spills, materials handling and cement mixing.
Response to polluting incidents – control, manage, remediate, and reporting
Poaching
Restriction to work areas – materials stores, stockpiling, vehicle movement and storage
No speeding
Dust generating activities – prevention, detection, mitigation
Detection of emissions from equipment – procedures and reporting
Faunal incidences – prevention of disturbance to fauna, reporting any faunal mortalities
Noise prevention and control
Soil conservation
How to recognise alien vegetation and methods for removal, control and disposal
This list is not intended to be exclusive or exhaustive.
The Resident Engineer or his representative must devise a system (including appropriate records) to evaluate regularly the training program and recommend changes as appropriate (e.g. to co-incide with the phasing of construction activities and re-training in areas of high rates of non-compliance).
5.4 Environmental Management after the Completion of Construction on a Specific Site (Decommissioning)
Environmental management associated with the termination of construction work on a specific site is:
All cleared areas are to be rehabilitated in line with the specifications of the landscaping/rehabilitation plan. There must be no signs of erosion.
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All alien plants must be removed from disturbed sites and the disturbed site rehabilitated.
All recyclable rubble and waste, for example, scrap metal, bottles, cans and plastics are to collected and disposed of through a registered recycling company.
All non-recyclable rubble and solid waste be collected and disposed of at a registered waste disposal facility.
All concrete waste is to be removed, and the rubble disposed of at a permitted facility.
All disturbed areas are to be covered and re-vegetated with indigenous vegetation, to match the existing vegetation as far as possible. An erosion control procedure must be established to ensure disturbed areas are rehabilitated to satisfaction and that erosion does not become a problem.
5.5 Environmental Administration Matters
5.5.1 Corrective and Preventive Action / Management of Environmental Problems
The ESO must devise a Corrective Action Procedure for implementing corrective and preventive action. The Corrective Action Procedure is to be implemented by all contractors and sub-contractors on site. This system should:
Report non-compliance with procedures or targets identified during monitoring and inspections (on Incident Forms)
Report other failures creating environmental problems
Report imminent non-compliance and potential environmental problems
Through the Resident Engineer or his representative delegate responsibility for corrective and preventive action
Document the resolution of the reported non-compliance or environmental problem
Impose disciplinary action where persistent non-compliance occurs.
Where possible, the Environmental Corrective Action Procedure should be integrated with the Quality, Health, Safety and, possibly, Maintenance, Corrective Action Procedures.
All contractors and sub-contractors must retain copies of the Corrective Action Procedure and other appropriate documentation and submit copies of all documentation to the Resident Engineer or his representative at a frequency to
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be determined by the Resident Engineer or his representative. The Resident Engineer or his representative must report to the developer on a monthly basis on the implementation of the CEMPr.
5.5.2 Documentation
The ESO and Resident Engineer or his representative must devise forms (i.e. pro forma ) for:
Daily, weekly and monthly (or as appropriate) monitoring of environmental management requirements and targets (these should be integrated with those for Quality, Health, Safety and, possibly, Maintenance).
Non-compliance (time, offender), including a register of “offenders”
Recommended corrective action
Resolution of non-compliance problems
These records should be made available for review by the developer and the external ECO.
The ESO and Resident Engineer or his representative must also devise forms for:
Method Statements
Logging complaints received in a complaints register
Environmental incidents registers
Waste registers
Evaluating the environmental awareness training program
Evaluating the job-specific environmental training plans
Auditing of activities
The ESO, Resident Engineer or his representative, Contractor and sub-contractors must keep a record of all meetings attended, waste disposal documents, audits undertaken and other environmental issues as appropriate.
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The above documentation must be kept on file at the site office, and must be continuously updated. Other documents to be kept on file include: • CEMPr • Environmental Authorisation • Water Use Authorisation • Construction site plan • Map of environmentally sensitive areas • Roles and Responsibilities chart and reporting structure for environmental incidents • Registers • Method statements • Any other permits • Waste disposal slips • Ablution cleaning slips
5.5.3 Penalties
Transgressions relate to actions by the contractor, sub-contractor or contractor team member whereby damage or harm is inflicted upon the environment or any feature of the environment and where any of the conditions or specifications of the CEMPr are infringed upon.
In the instance of environmental damage, the damage, where possible, is to be repaired and rehabilitated using appropriate measures, as specified and undertaken by appropriate specialists, for the account of the contractor or other guilty party.
Where infringement of the specifications or conditions of the CEMPr is registered, appropriate remedial action or measures are to be implemented for the account of the contractor. Where non-repairable damage is inflicted upon the environment or non-compliance with any of the CEMPr conditions is registered, the contractor may face a monetary penalty to an amount specified by the ESO in conjunction with the Resident Engineer or his representative. A first offence warning may be implemented.
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5.5.4 Incentives
Where commendable performance by a contractor, sub-contractor or team member is noted for work undertaken on site, in particular with regard to compliance with the specifications of the CEMPr, the ESO in conjunction with the Resident Engineer or his representative may issue an Environmental Performance Certificate to the individual or team which has earned such recognition.
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Chapter 6: Glossary of Terms
Term Explanation Ambient (air) Current surrounding atmospheric condition A frequency-weighted noise unit used for traffic and industrial noise dB(A) (decibels A-scale) measurement The surroundings in which an organisation operates, including air, water, Environment land, natural resources, flora, fauna, humans, and their interrelation An element of an organisation’s activities, products or services that can Environmental Aspect interact with the environment Any change to the environment, whether adverse or beneficial, wholly or Environmental Impact partially resulting from an organisation’s activities, products or services A study of the environmental consequences of a proposed course of action. An environmental evaluation or assessment is a study of the environmental Environmental Impact effects of a decision, activity or undertaking. It is most often used within an Assessment (EIA) IEM Planning process as a decision support tool to compare different options The part of the overall management system that includes organisational Environmental Management structure, Planning activities, responsibilities, practices, procedures, System processes and resources for developing, implementing, achieving, reviewing and maintaining the environmental policy Exotic Any Plant species not falling under the indigenous definition. Integrated Environmental A process that involves the authorities and public, and integrates Management (IEM) environmental issues with all aspects of planning* Tending to displace, or increase in cover relative to, surrounding Invasive vegetation.
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Appendix 1: Framework for method statements
Method Statement for: (e.g. vegetation clearing) WHO Compiled by: Submitted to: Date submitted: Approved by: Date approved: PERIOD Commencement Completion date: Indication of phasing: date: LOCATION Where to be Indicate any restricted areas/environmentally sensitive areas: implemented on site (site plan): RISKS Identify and describe any potential risks associated with construction activity: METHOD Explain how activity will be done to meet requirements of CEMPr and Environmental Authorisation. Demonstrate how risks will be prevented through the suggested construction method. COMMENTS Any additional notes/comments
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Appendix 2: General Code of Conduct for Contractors for Environmental Management
1. The purpose of this Code of Conduct is to ensure control over construction and building activities within the George Airport Support Zone development, including the installation of bulk infrastructure so as to minimise the impact of these activities on the receiving environment.
2. The rules and regulations prescribed in this Code of Conduct are intended to ensure that the quality of the environment is not compromised and that potential environmental impacts related to the construction phase are kept to a minimum while at the same time providing guidelines to promote efficient construction by contractors.
3. Failure to adhere to or any breach of this Code of Conduct may result in a fine being levied by the developer against the offending or defaulting contractor and/or suspension of work, depending on the severity of the non-compliance
4. Contractors must provide proof of registration with the relevant bodies, and must have at least 3 references of similar contracts done under the auspices of the registration
5. Contractors shall at all times be responsible for their sub-contractors and employees whilst they are on the George Airport Support Zone development, including bulk infrastructure
6. Contractors must understand and acknowledge that they are working in an environmentally sensitive development area and shall agree and undertake to conform to all environmental controls specified in the Construction Environmental Management Plan (“EMP”) as may be revised from time to time, as well as conditions of the Environmental Authorisation (EA) issued by the Department of Environmental Affairs and Development Planning. The EMP and EA
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forms an integral part of the management and the development of the site, and as such is legally enforceable by the Developer
7. Contractors must conduct their operations in an open and transparent fashion, with clear communication channels and procedures for reporting on environmental compliance
8. Contractors must commit to the following: a. conduct their operations in an environmentally responsible manner in line with the requirements of the CEMPr, Environmental Authorisation, Water Use Authorisation, and any other relevant legislation / guidelines b. educate, inform and motivate their employees and sub-contractors to ensure their activities are conducted in an environmentally responsible manner through the development and implementation of an environmental awareness and induction training program. c. prevent pollution, ensure efficient use of resources and minimise waste through promotion and implementation of cleaner operation principles and technology, and good site practice. d. pursue continuous improvement in environmental performance through development and implementation of objectives and targets, reviewing Policy and Procedures and regularly monitoring and auditing their performance.
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Copyright © CEN Integrated Environmental Management Unit. All Rights Reserved
No part of the documents may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without permission in writing from the CEN Integrated Environmental Management Unit. Likewise, the document may not be lent, resold, or otherwise disposed of by way of trade.
Document printed September 2019
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Appendix 14: Operational Environmental Management Programme
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CEN INTEGRATED ENVIRONMENTAL MANAGEMENT UNIT Environmental and Rural Development Specialist
An Operational Environmental Management Plan for the
George Airport Support Zone
September 2019
OEMPr: George Airport Support Zone 1
CEN Integrated Environmental Management Unit
Table of Contents
Table of Contents ...... 2 Introduction ...... 3 Hazard identification, classification, and mitigation ...... 4 Setting Objectives and Targets to for risk management ...... 12 General Conditions and Prerequisites ...... 12 Surface and Groundwater quality ...... 13 Stormwater management ...... 16 Waste management ...... 17 Sustainable use of resources – Energy and Water ...... 19 Fires and Explosions ...... 20 Environmental Incidence Plan ...... 22 What is an ‘environmental incident’?...... 22 Environmental Incident Classification ...... 22 Responsibilities ...... 27 Storage of fuel and hazardous substances, and response to spills/leaks ...... 27 Fires/Explosions ...... 27 Spills from the sewer pump station ...... 28 Planning for Environmental Incidents...... 28 Spills Response and Clean-Up Procedure ...... 29 Training ...... 31 Review, Auditing and Reporting ...... 31 Applicable Legislation, Guidelines and Policy ...... 33
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Introduction
8 Mile Investments 236 (Pty) Ltd plans to operate a filling station and warehousing referred to as the ‘George Airport Support Zone’ on Portion 4 of Farm 208 Gwayang, George, Western Cape. An Operational Management Programme (OEMPr) is needed to address the management of environmental risks of the project.
The objectives of the EMP are as follows: Describe the proposed project
List the relevant legislation, policies and guidelines that the project must comply with
Describe the potentially effected biophysical environment
Identify potential impacts and risks that the project may create during operational phase
Provide a framework for managing environmental risks associated with the project based on a system of continuous improvement
Identify and clarify the roles and responsibilities of key role-players in the implementation of the specific requirements of the plan, and resources required to do this
Develop monitoring, reporting, auditing and review requirements which are components of the environmental management system
Note that this OEMPr is submitted in conjunction with a Basic Assessment Report (BAR) as required by the Environmental Impact Assessment (EIA) Regulations (2014 as amended). The first 4 aspects in the list above are addressed in the BA report, and will not be repeated in this OEMPr. Rather, the BAR and OEMPr must be read together.
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Hazard identification, classification, and mitigation
An overview of possible operational risks is given in Table 1, with an indication of the likelihood of the risk occurring, and what the severity would be if it did happen. Summary prevention, mitigation and management response is also given for each risk.
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Table 1: Overview of Risks of Operational Activities at the George Airport Support Zone
Risk Likelihood (without Severity if risk Prevention, managed response, mitigation Risk statement with mitigation in place mitigation) happens Fires and The storage of fuel at Damage to structures A Fire Management Plan must be developed by Based on the design of the facility an d Explosions the filling station and infrastructure at the an accredited specialist at detailed design phase implementation of mitigation measures, the risk of presents a highly facility, and possibly prior to the facility being operational, and must be fire if it does occur at the plant on surrounding areas probably risk of fire. other facilities and approved by the relevant person/department at is low as it would be readily contained and Fire could also occur at operations in the the George Municipality. managed. the surrounding area if the Hose reels, fire extinguishers, Flame retardant An emergency response plan, including an restaurant/convenience, fire spreads (e.g. the PPE for staff, fire fighter training, emergency evacuation plan will be critical to preventing public for example from quarry and George evacuation plan, and important contact numbers impacts at the facility itself in the event of a fire or cooking areas Airport, and future displayed (fire department, farm house, explosion. (especially if gas is development within the neighbours, etc.) used), or electrical Airport Support Zone Staff member(s) to be assigned to fire safety and issues. node) response at the facility. Public safety – the Fuel storage vessels must meet safety facility is in a requirements and comply with relevant standards development node The fuel storage area should not have any along a main access sources of ignition (e.g. litter, dead or dry route that is used by vegetation) and none should be brought into the the public. The severity area (e.g. compressors, electrical switching) of a fire, if it spreads off The condition of the fuel storage and reticulation site in particular, would system will have to be checked regularly and be high. repaired to prevent leakages Equipment must be regularly inspected and maintained. Impact on Possible sources of Medium to low risk • The design of tanks and the fuel reticulation Low risk with mitigation measures in place. groundwater quality groundwater system must be as per the specifications contamination are from indicated in the BA report. leaks from underground fuel storage tanks and • The filling station must be designed, the fuel conveyance constructed and managed according to system, and surface
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spills of hydrocarbons industry norms and the requirements set out at the forecourt area in SANS 10089-3. and in parking areas that would leach into • Underground tanks and fuel pump and the groundwater zone. conveyance systems must be regularly The groundwater inspected and tested. specialist indicated that owing to the • Accurate oil records must be maintained impermeable nature of the subsurface, and • Clean-up protocols must be developed to particularly the near- surface clays, respond to spills (even minor spills) movement of any spilt • or leaked fuel would be The condition of the fuel reticulation system limited and restricted to will have to be checked regularly and the site. The aquifer in repaired to prevent leakages the vicinity of the site is not used; and is unlikely • Routine tank pressure testing must be done. to be used to any significant extent owing • Tank fuel levels must be monitored and a to its poor record must be kept of daily discharges to hydrogeological determine if there are any leaks. potential. The closest surface water body • A tank overfill prevention system must be put (Gwaing River) which in place. could potentially be connected to the • A procedure must be developed for dealing groundwater system is with spills and other emergencies that must located 1.7 km distant from the proposed filling be made available to all staff via training. station; and the Designated staff members must assigned to hydraulic properties of dealing with spills. the aquifer are such that it is improbable that • The oil chambers at filler points must be
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any contamination at checked from time -to -time to determine the filling station would efficient oil and water separation. The migrate to the Gwaing maximum oil storage capacity must not be River. exceeded (i.e. a schedule for contractor Consequently, it is interpreted that the removal must be established) proposed filling station • poses very little threat Management recommendations to prevent to the groundwater surface water pollution are given below, and regime if design, must be read in conjunction with construction and groundwater quality impact management standards recommendations are implemented. Impact on surface Spills from trucks filling Without mitigation, • As above for groundwater quality impacts, While it is still likely that spills/leaks will occur from water quality fuel storage tanks, surface water spills plus: time-to-time, the design of the facility and mitigation motor cars re-fuelling at would either permeate measures will reduce the risk to low significance as the forecourt, cars into the groundwater • The suggested system for managing runoff they would be contained and cleaned-up, thereby parked and driving zone, or flow overland from the forecourt area to contain and treat reducing impacts on the receiving environment. through the site; to the drainage areas possibly polluted runoff must be washing/cleaning of and wetlands. The vehicle windscreens, severity is considered implemented for the lifetime of the project. malfunction/spills from high without mitigation. • sewer pump station. Recommendations in the operations and The likelihood of this maintenance plan for the sewer system (as taking place when the per Annexure VI) in Appendix 9 must be design of the filling implemented to prevent sewage spills / station and stormwater leaks, and to respond to malfunctions and management plan, as incidences timeously. well as suggested mitigation is not • A clear reporting structure should be in place implemented, is highly in the event of a spill and a responsible probably considering the nature of the person designated for clean-up action. activity.
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• Should a polluting incident occur, this must be reported to the Western Cape Government Health Department and the Municipal Health Department of Garden Route District Municipality (George Office).
• No hazardous materials in terms of the Hazardous Substances Act (Act No. 15 of 1973) may be stored in the warehouses without prior written consent from the Western Cape Government Health Department.
• Filling of storage tanks and collection of fuel by trucks must only take place on the containment pad. Stormwater must be controlled in these areas (i.e. potentially contaminated surface water from leaks must not be allowed to flow into the ‘clean’ stormwater system)
• The fuel delivery and conveyance system must be maintained as per design specifications to ensure sufficient mitigation to prevent leaks/spills
• The constructed wetland must be maintained to ensure optimal tertiary treatment of runoff from the forecourt area
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Stormwater The increase in hard Medium risk • Drainage corridors that contain stormwater Responsible stormwater management and management – surfaces will definitely flow through the site must be managed and discharge from the facility, as well as implementing increase volume result in an increase in maintained to comprise of Indigenous sustainable drainage systems across the greater and flow rate, and flow (volume and aquatic environment together with alien vegetation species that would naturally occur on the discharge to the speed), and will reduce control, would be a positive impact on the aquatic aquatic infiltration into the site. The introduction of exotic and alien environment and improve the current status. environment. Risk of groundwater zone. invasive plants (and in particular kikuyu erosion and grass Pennisetum clandestinum) for sedimentation of the landscaped areas should be avoided. Gwayang River and wetlands. • Alien vegetation control measures must take place throughout the site for the lifetime of the project, especially in aquatic areas and stormwater management corridors. Control of nuisance growth of bulrush Typha capensis is likely to also be required. This should be done in the greater area in collaboration with neighbouring property owners and relevant authorities to increase/extend the positive impact of alien vegetation management.
• The stormwater management plan must be implemented, and attenuation facilities maintained for the lifetime of the project to ensure effective attenuation of accelerated runoff, and filtration of any land-based contaminants. Recommendations of the aquatic specialist with regards to using swales and other sustainable drainage
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systems must be implemented.
• A wetland and watercourse management plan must be developed by an accredited specialist before operations commence. The plan must, amongst other aspects, guide management and maintenance of the stormwater system to prevent impacts on natural aquatic systems downstream of the site. This should be done in collaboration with neighbouring property owners and relevant authorities to facilitate collective and integrated management of the Gwayang River corridor and wetland systems
Waste management The development will A waste storage area General solid waste from the development will be Waste can be disposed of at the district landfill site . definitely generate solid has been designated in collected by the Municipality and disposed of at However, accountability and responsible waste waste in operational the development site the transfer station in George, and from there to management must be implemented. If achieved, the phase. for temporary storage the proposed new district landfill site near Mossel risk will be low. of waste prior to Bay. Waste will be collected at enclosed waste discharge at the service yards at each of the service station / light existing landfill site in industrial erven. Mount Fletcher. Solid waste should be separated at source for re- Disposal to landfill is use/recycling purposes. Opportunities for waste not the most beneficiation should be investigated by George sustainable option, and LM, where the local community can participate in re-use and/or recycling collecting and sorting waste. Separate bins will of waste must be be made available at waste service yards for prioritised. recyclable materials. A waste inventory must be kept, with targets to reduce waste production from the facility. This can be reviewed annually as part of sustainability
OEMPr: George Airport Support Zone 10
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reporting. Sustainable use of The development will The services report Water conservation measures must be If water and energy saving mechanisms are used, resources – energy definitely use water and estimated water and implemented at the facility (e.g. rainwater the risk will be low. and water electricity. energy needs of the harvesting development. Without The facility must be designed to meet the most mitigation to reduce recent requirements of energy efficient policies pressure on the supply and legislation in South Africa. The following network, the risk would energy efficient measures be should be used: be medium • Energy efficient light fittings, air conditioning, mechanical ventilation, refrigeration and water heating installations, electric motors, etc.
• Use of LPG gas instead of electrical appliances for cooking where economically feasible.
• Use of energy efficient appliances.
• Building and plant load management systems to reduce power consumption in the case of the industrial erven.
• Installation of Photo Voltaic (PV) and other Small Scale Embedded Generators (SSEG) where it can be economically justified
OEMPr: George Airport Support Zone 11
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Setting Objectives and Targets to for risk management
The facility owner/operator must develop a set of measurable objectives and targets to give effect to their environmental policy, and allow for compliance with relevant legal and other requirements with the intention of managing environmental aspects and continuous improvement. The objectives and targets will need to be reviewed over time taking into account legal requirements, environmental best practice, available technological options, the facility’s financial, operational and business requirements, and views/inputs from interested and affected stakeholders.
Programmes must be developed to achieve the identified objectives and targets, which include roles and responsibilities, means of achieving targets, and timeframes.
The section below includes objectives and targets for the facility to address risks / impacts identified in the table above. Each of the environmental management requirements is presented as follows:
Objective: potentially significant impacts to be mitigated. Aspects: activities likely to cause significant impacts - this list is not exhaustive and other unspecified activities might also cause the respective significant impacts (to be monitored and addressed where required) Procedure: steps and/or actions required to manage and minimise/prevent the relevant aspects. Target: the level of performance, sometimes determined by legislation, which must be met.
General Conditions and Prerequisites
The following section identifies the management actions that must be completed prior to the commencement of operations. Objective: To ensure that all conditions and requirements of the OEMPr and relevant permits and licences, stipulated as pre-requisites for operational phase are met. Aspect Actions to be completed by the facility owner/operator prior to operations commencing Procedure
OEMPr: George Airport Support Zone 12
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An OEMPr , Fire Management Plan, Wetland Rehabilitation and Management Plan and Emergency Evacuation Plan to have been developed
Safety, Health and Environmental Manager (SHE) appointed
The facility owner/operator and SHE manager reviewed the OEMPr and confirmed all systems are in place
Determine if all suggested mitigation measures related to design of the facility and infrastructure are in place
Confirm appointment of all specialists/external service providers required to undertake monitoring / routine maintenance and inspections are finalized
Notify relevant authorities and other stakeholders of anticipated date of commencement of operations
Distribute requirements of the OEMPr to the full project team and any other external parties that will be involved in facility operations
An Environmental Management File must be established
Reporting Procedure established
An environmental awareness training programme must be developed, and communicated to all staff
Targets Ensure that all requirements of the OEMPr are in place and that any required approval is obtained in writing prior to commencing any operations
Surface and Groundwater quality
Objective: To prevent the contamination of soil, ground and surface water as a result of fuel, sewage and hazardous substances spills/leaks.
OEMPr: George Airport Support Zone 13
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Aspects
Fuel receiving, offloading, storage and discharge
Vehicle movement
Storage of hazardous chemicals
Maintenance and cleaning
Inadequate separation of the clean and dirty water stormwater system, and management of the dirty water runoff
Spillage caused by upset conditions
Power failure
Poor maintenance of equipment and infrastructure
Procedure
The SHE Manager shall ensure that all precautions are taken to prevent soil, surface and ground water contamination. Any deliberate or unplanned pollution of water is an offence in terms of the National Water Act (Act 36 of 1998) and is punishable with a fine to be determined by the authorities.
The stormwater management plan must be implemented and maintained to facilitate effective separation of clean and dirty water runoff from the site
The oil chamber/separator at the forecourt area at the filling station must be maintained, and emptied to prevent overfill
The constructed wetland at the filling station must be maintained to allow for efficient tertiary treatment of dirty runoff from the filling station forecourt
Hazardous materials storage (including fuel stores) areas must comply with relevant SANS codes for handling and storage of hazardous substances, including adequate bunding to contain any spills
All handling/storage areas of material that have the potential to present a contamination risk must be bunded to contain spills linked to materials handling and waste management
Re-fueling must be done in a designated area that is bunded and lined to contain any spills. Suitable procedures and equipment shall be in place to prevent and deal with spills and emergencies.
OEMPr: George Airport Support Zone 14
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Equipment and machinery shall be adequately maintained and regularly inspected
Servicing and maintenance of vehicles and equipment must only take place in designated areas
Suitable procedures and preventative measures must be in place if it is necessary for portable equipment (e.g. generators, lawnmowers) to be re-fuelled on site. As a minimum, drip trays must be used, a suitable leak-proof method of re-fuelling employed and a fire extinguisher and spill kit must be available
Re-fuelling shall only be undertaken by trained personnel
Any stormwater or liquid effluent that will leave the site must comply with relevant standards.
The BGCMA and Western Cape Government Department of Health must be kept informed of any events that could lead to water contamination and must be involved in any corrective action taken as a result of incidents
All spills must be recorded in a register and kept in the Environmental File
A reporting procedure must be in place for any polluting incidences, and the relevant authorities notified of a major incident.
Any complaints about contamination must be recorded in a complaints register and must immediately be investigated by the SHE Manager in consultation with a suitable specialist if necessary
If non-compliance with relevant standards and guidelines is detected, all activities must stop and a suitable specialist must be consulted if required. A review of the efficiency of control measures and general operations must be done and improvements must be made to facilitate compliance.
Training must ensure that staff is aware of the need to prevent pollution in daily operations.
Targets
No contamination of soil, surface or groundwater as a result of activities at the facility.
Compliance of stormwater runoff with standards set in terms of the National Water Act
Polluting incidents responded to timeously, and contained to prevent off-site contamination
All staff trained to execute their daily activities in a manner that does not lead to pollution
OEMPr: George Airport Support Zone 15
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Maintenance, inspection and monitoring done as per scheduled plan, so that equipment and systems operate efficiently and effectively.
Stormwater management
Objective: To implement the stormwater management plan, and maintain attenuation facilities and drainage corridors so that runoff from the site does not impact on downstream areas as a result of increased volume and flow rates. To prevent erosion and sedimentation of downstream aquatic environments To prevent changes to / loss of aquatic habitat in downstream environments
Aspects
Managing stormwater runoff from the site in attenuation ponds
Managing the condition and functioning of drainage corridors on site
Alien invasive vegetation control
Collaborate approach to the management of the Gwayang River and wetland systems, with neighbours and relevant state departments
Procedure Manage and maintain drainage corridors and ensure that indigenous species that would naturally occur on site establish
Avoid the use of exotic plants in drainage areas and landscaped areas on site
Alien vegetation control measures must take place throughout the site for the lifetime of the project, especially in aquatic areas and stormwater management corridors. This should be done in the greater area in collaboration with neighbouring property owners and relevant authorities to increase/extend the positive impact of alien vegetation management.
The stormwater management plan must be implemented, and attenuation facilities maintained for the lifetime of the project to ensure effective attenuation of accelerated runoff, and filtration of any land-based contaminants.
OEMPr: George Airport Support Zone 16
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A wetland and watercourse management plan must be developed by an accredited specialist before operations commence. The plan must, amongst other aspects, guide management and maintenance of the stormwater system to prevent impacts on natural aquatic systems downstream of the site. This should be done in collaboration with neighbouring property owners and relevant authorities to facilitate collective and integrated management of the Gwayang River corridor and wetland systems
Targets Stormwater runoff from the facility is adequately attenuated before leaving site
Runoff from the site does not result in erosion of downstream areas
The development does not reduce the quality, integrity or functioning of downstream aquatic environment
Drainage systems and attenuation facilities on the site are maintained to be representative of natural systems
Wetland and watercourse management plan developed and implemented in collaboration with neighbours and relevant authorities. The net result is an improvement in the status of the Gwayang River and wetland system.
Waste management
Objectives Responsible production, handling, storage and re-use/disposal of waste to prevent environmental impacts on the surrounding area; and reduce pressure on landfill sites.
Aspects Hazardous waste: e.g. oily rags, oil containers, grease containers, material collected from spills (e.g. fuel and oils), old personal protective equipment, fluorescent light tubes and globes, chemicals, empty hazardous substance containers etc..
General waste: e.g. plastic, glass, cans, note and copier paper, general office waste, left-over food, food wrappings, cigarette boxes and butts, untreated wood and wooden pallets etc.
OEMPr: George Airport Support Zone 17
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Electronic waste: e.g. computers, peripherals (including printers, scanners, fax machines) mice, keyboards, and cell phones)
Procedure
The requirements of the Waste Act (Act 59 of 2008), Health Act (Act 50 of 1992) and the Environmental Conservation Act (Act 73 of 1989) are applicable to waste management.
A complete materials mass balance and waste inventory must be developed for wastes produced in operational phase. The inventory must set targets for waste reduction.
A system for identifying, classifying and disposing of solid waste must be devised. Waste should be classified as general, hazardous, or recyclable.
Plans must be put in place to minimise the amount of waste produced at the site, and disposed of at landfill. Targets must be set for the amount of waste that is to be created, disposed of and recycled; with the intention of minimizing waste generation and increasing recycling of waste rather than disposal. The amount of waste produced, disposed of or recycled must be recorded, and trends monitored over time.
All waste storage areas on site to be designed according to the Minimum Requirements for waste storage facilities as contained in GN 926 of 29 November 2013 published in terms of the NEM:Waste Act, as well as the Eden District Municipality’s Integrated Waste Management Plan.
Waste disposal facilities shall be appropriately labelled and signage erected as applicable.
All waste must be suitably contained. Loose waste and organic waste shall be kept in enclosed weather proof containers with lids that are not accessible to mammalian (e.g. monkeys) or avian (e.g. crows) scavengers. Containers must be stable so as not to be blown or knocked over
Waste storage and disposal facilities shall be positioned:
o To prevent problem animals (e.g. monkeys) from accessing buildings
o To reduce visual impact
o In sheltered areas to prevent wind-blown waste
OEMPr: George Airport Support Zone 18
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Waste materials (e.g. paper and glass) must be sorted and sent for recycling, where the quantity allows this and if the facilities are available. Recyclable materials must be stored in separate containers.
No littering is permitted on site.
No waste may be buried or burnt on site
All solid waste that cannot be recycled must be disposed of off-site at suitably permitted waste facilities. This includes any building rubble left after construction.
Hazardous waste must be removed to a registered disposal site that is certified to accept hazardous waste. Hazardous waste shall be stored in suitable separate, labelled, enclosed, stable (to wind and collision impacts), weatherproof and scavenger proof containers. Disposal records shall be kept for a minimum of 5 years
Liquid waste and hazardous waste containers shall be placed in a bunded area capable of containing spills and leaks
Used oil and grease shall be taken to an approved oil recycling company for recycling
A register of waste disposal and sorting records must be retained by the SHE manager.
The premises must be kept clean and free of litter. Regularly monitoring (at least weekly) of waste disposal facilities and the general cleanliness of the area must be done by the SHE manager
Targets
Materials Mass Balance and Waste Inventory developed and reviewed on an annual basis
Waste appropriately stored on site as per the norms and standards published in terms of the NEM: Waste Act and in accordance with the Waste Management Plan
Waste volumes produced, disposed of and recycled within waste targets set for the facility
Waste responsibly disposed of
Sustainable use of resources – Energy and Water
Ob jective To promote the sustainable utilization of resources required for operations (e.g. water, energy) and minimise wastage Aspects
OEMPr: George Airport Support Zone 19
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Electrical energy requirements
Water requirements (potable water for ablution and process use, irrigation, fire control)
Procedure
Opportunities to reduce consumption of and re-use of water must be adopted wherever possible.
Methods must be employed to ensure that water is not wasted.
Rainwater harvesting to be implemented
Landscaped areas must be designed to absorb rainwater runoff, rather than having to send it off-site in stormwater systems
Indigenous vegetation that would naturally occur on the site must be used in landscaping to reduce watering requirements
Cleaning methods used for example to clean vehicles, floors etc. must aim to minimise water use
Pressure within fire water systems must be maintained to reduce water use
Regular audits of water systems must be done to identify any leaks
Environmental awareness training must ensure that staff is aware of the need to conserve water and energy.
Measures to reduce energy consumption must be introduced to the extent possible (e.g. energy saving light-bulbs, solar geysers).
The facility must develop a target for water and energy use with the aim of efficiency.
Targets
Measured water and energy consumption is within identified quotas/targets
Fires and Explosions
Ob jective To prevent fires and explosions from happening
OEMPr: George Airport Support Zone 20
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To control fires and explosions, should they occur
Aspects
Storage of flammable substances
Cooking at restaurants/convenience shop
Electrical issues
Procedure A Fire Management Plan developed, approved and implemented.
Firefighting / response equipment available and in good order
Important contact numbers displayed (fire department, farm house, neighbours, etc.)
Staff member(s) to be assigned to fire safety and response at the facility.
Fuel storage vessels must meet safety requirements and comply with relevant standards
The fuel storage area should not have any sources of ignition (e.g. litter, dead or dry vegetation) and none should be brought into the area (e.g. compressors, electrical switching)
The condition of the fuel storage and reticulation system regularly checked, and repaired to prevent leakages
Equipment regularly inspected and maintained.
Targets
No fires and explosions
OEMPr: George Airport Support Zone 21
Environmental Incidence Plan
What is an ‘environmental incident’?
An environmental incident is an uncontrolled event that has or could have had an impact on the receiving environment. Types of environmental incidents that could occur at the facility are: Hydrocarbon and oil spills from fuel receiving, transfer, and storage
Fuel spills from vehicles, plant and equipment operating at the facility
Spills or leaks of hazardous chemicals stored at the facility
Malfunction / break-down of the sewer pumpstation, and sewage overflow
Fires and explosions
Environmental Incident Classification
Based on the type of environmental incidents anticipated at the CEMZA facility, the following classification is suggested: Category 1 incident: A polluting incident that causes environmental impact beyond the site boundary and/or residual impact within the site boundary that cannot be immediately and easily remedied
Category 2 incident: A polluting incident that does not cause environmental impact beyond the site boundary or residual impacts within the site, and where the damage can easily and quickly be remedied following stipulated procedures. These incidents may result in temporary on-site environmental harm that can be rectified to pre-existing conditions
Category 3 incident: An incident that occurs beyond the scope of reasonable environmental controls and mitigation measures. The event would generally have not been reasonably foreseen, and occurs despite implementation of procedures and mitigation measures
Table 2: Potential Environmental Incidents that could take place at the facility in operational phase
Possible incident Detection measures Control measures Hydrocarbon/oil spill • SHE daily site inspection of all areas where plant / equipment that Fuel/oil/and other hazardous chemicals/substances: uses fuel is operating to determine if any visible leaks or fumes • A SHE manager to be appointed to oversee environmental health and safety noted aspects of the facility • • Visual observation and checks during re-fuelling operations at the SHE manager, together with various facility managers, to ensure control measures are implemented filling station to check for any obvious leaks/spills • • Filling of storage tanks and collection of fuel by trucks at the filling station Routine inspection of the fuel transfer, reticulation and storage must only take place on the containment pad system at the filling station • Fuel storage tank overfill prevention system in place • Monitoring of fuel tank levels, and comparison with discharge • Control and management of stormwater system at the forecourt to separate volumes clean and dirty water runoff, where dirty runoff is sent to an oil chamber and • Regular inspection of oil chambers to determine efficient oil and the constructed wetland water separation • Staff trained to conduct their work according to design specifications at the • Inspection of the stormwater management system at the forecourt filling station area • Staff trained to recognise, and immediately respond to a spill • Inspection of the constructed wetland to determine if operating • An inventory of hazardous materials on site with an indication of effectively approximate volumes, must be developed and maintained. • Material Safety Data Sheets (MSDS) of each hazardous material must Hazardous substances • SHE daily site inspection to include hazardous substance storage be kept on site. spill areas to determine if containment measures are in place, and if any • Manuals and training regarding the correct handling of materials and visible leaks or fumes noted packages should be in place and updated as new or updated material safety data sheets becomes available • Personnel to be adequately trained in the use, handling and disposal of hazardous substances and actions to be taken in the case of a spill or emergency • Procedures must be in place to immediately contain, clean-up and recover spilled hazardous substances and to undertake remediation and rehabilitation • Reporting procedure for spills established, and communicated to all staff. SHE and facility managers to determine severity of spill, and reporting to authorities if required • Appropriate types and quantities of materials and equipment shall be available on site to deal with leaks and spills (e.g. spill kit). If a spill or leak happens that is beyond the capacity of site personnel to deal with on site, the y must immediately contract an approved service provider
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to assist • Hazardous substances shall be stored in appropriate bunded containment areas with an impervious base that are secure, sheltered from the sun, wind and rain • Appropriate signage on the containment vessel or store shall indicate the nature of substances stored. • Appropriate methods of dispensing hazardous substances shall be employed to prevent the risk of spillages e.g. within a bundled area or other suitably designed area, or on a drip tray. • Liquids and solid materials lying within the bundled areas shall be treated as hazardous waste • Drip trays shall be used under stationary plant and /or equipment where there is a risk of hydrocarbon leaks • Hazardous materials storage (including fuel stores) areas must comply with relevant SANS codes for handling and storage of hazardous substances, including adequate bunding to contain any spills • Equipment and machinery shall be adequately maintained and regularly inspected • Servicing and maintenance of vehicles and equipment must only take place in designated areas • Suitable procedures and preventative measures must be in place if it is necessary for portable equipment (e.g. generators, lawnmowers) to be re-fuelled on site. As a minimum, drip trays must be used, a suitable leak-proof method of re-fuelling employed and a fire extinguisher and spill kit must be available • Re-fuelling shall only be undertaken by trained personnel • Monitoring/inspections must be done on a regular basis and a record must be kept of all incidence s
OEMPr: George Airport Support Zone 24
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• No hazardous materials in terms of the Hazardous Substances Act (Act No. 15 of 1973) may be stored in the warehouses without prior written consent from the Western Cape Government Health Department • Should a polluting incident occur, this must be reported to the Western Cape Government Health Department and the Municipal Health Department of Garden Route District Municipality (George Office) Sewage spill from • Via a telemetric system fitted with a remote monitoring function. In the • Recommendations in the operations and maintenance plan for the sewer pumpstation event of abnormal conditions the alarm system will notify the operators / system developed by Studio 19 must be implemented to prevent sewage 24 hour response team at George Municipality spills / leaks, and to respond to malfunctions and incidences timeously • Pumpstation fitted with two pumps – duty and standby • Routine and corrective maintenance on the pump station equipment to ensure both pumps are always available for operation • In the event of both pumps simultaneously not being available, a 24 hour response team will have a portable pump available • Pumpstation automatically controlled via a telemetric system fitted with a remote monitoring function. In the event of abnormal conditions the alarm system will notify the operators / 24 hour response team at George Municipality • Pumps controls enable manual override of automation electronics, to allow • start-up of pumps independently electronics • Both pumps and the control systems will be connected to a back-up power supply (i.e. generator or battery system) to allow operation of the system in the event of the power failures • Routine and corrective maintenance of the generator will ensure the generator is available at all times • Emergency or accidental spills from the pump station will be discharged into an underground conservancy tank with a 48 hour storage capacity • Should a polluting incident occur, this must be reported to the Western Cape Government Health Department and the Municipal Health Department of Garden Route District Municipality (George Office) Fire/explosion Fire: visible to staff or detected via smoke detectors and alarm system • Approved Fire Management Plan to be implemented • No smoking in the vicinity of hazardous material stores or near flammable
OEMPr: George Airport Support Zone 25
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materials. • Fuel storage area must not have any sources of ignition (e.g. litter, dead or dry vegetation) and none should be brought into the area (e.g. compressors, electrical switching) • Appropriate firefighting equipment shall be available in the vicinity of hazardous material stores and where flammable materials are used • Emergency contact numbers displayed in visible areas • Evacuation plan established, and responsible staff trained how to execute evacuation when required • Emergency alarms and other alert systems in place • Reporting procedure developed
OEMPr: George Airport Support Zone 26
Responsibilities
Storage of fuel and hazardous substances, and response to spills/leaks
The facility manager(s) and SHE manager are responsible for
o overseeing that design specifications, and standard operating procedures at the facility are implemented on a daily basis
o overseeing storage, handling, transfer etc. of hazardous substances
o for ensuring systems are in place and equipment is available to prevent and respond to spills
o ensuring all staff have received the necessary training to undertake their work in a responsible manner, and recognize and respond to environmental incidents
o setting a schedule for required inspections and maintenance of the fuel system at the filling station
o checking records and inspection reports, and taking necessary remedial/repair action where required
o developing reporting procedures for all staff to follow
o ensuring that major incidents are reported to the relevant authorities
o ensuring that all spills are timeously contained and cleaned, and that any environmental damage is remediated
Fires/Explosions
The facility manager(s) and SHE manager are responsible for
o ensuring that a trained fire safety officer is available on site at all times
o for ensuring that firefighting equipment is available on site and in good order, and that systems are in place should a fire occur
o the necessary reporting procedures are developed, and communicated to all staff
o emergency contacts are communicated, and displayed in visible areas
o implementing the Fire Management Plan
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o developing an emergency evacuation plan, and doing emergency drills to test effectiveness and readiness of staff to respond
Spills from the sewer pump station
Maintenance and servicing of the pump station, equipment and ancillaries will be done by the George Municipality
George Municipality staff will monitor the alarm on the telemetric system, and determine what response is needed
Repair and remedial work will be done by the George Municipality
Planning for Environmental Incidents
An emergency contacts list must be compiled and communicated to all staff so that they know who to contact and notify in the event of an environmental incident. As a minimum, contact details should be provided for: Persons to contact on site: site manager, first aid officer, SHE manager, maintenance manager, fire officer
Emergency Services: fire department, police services, ambulance, local medical centre/hospital
Regulatory Authorities: DEA&DP, BGCMA, Western Cape Government Health Department
Service providers: waste removal contractors, materials suppliers
George Airport: site manager, environmental manager, health and safety officer
Quarry operator: site manager
The SHE manager must maintain a list of pollution prevention equipment, including maintenance records and their location on site. The SHE manager is responsible to ensure that relevant staff have the required training and skills to respond to environmental incidents. Records must be kept of all training undertaken.
Emergency equipment to have on site to clean spills includes: Spill kit Pumps and hoses for removing the spilled material Drums and containers for handling the spilled material Hand tools, mops, buckets, squeegees and bins
OEMPr: George Airport Support Zone 28
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Absorbent material such as pads, sawdust and ‘kitty litter’ Protective clothing to protect the health and safety involved in the spill
Spills Response and Clean-Up Procedure
If a spill occurs, operations must cease immediately
An alarm must be sounded, and the relevant person in charge of the operation notified
The location and nature of the spill must be communicated to the full operations team
Do a preliminary classification of the incident (1 to 3) to assist with determining the way forward
Only staff that are trained to respond to an incident must do so
Identify what has been spilt and assess the risks to health and the environment using MSDS’s.
The source of the spill must be identified, and the matter rectified immediately to prevent further spills/leaks
Decide if the incident can be handled by trained employees at the facility or if external specialized services are required – e.g. Emergency Services and Environmental Authorities
If required, evacuate the site.
Move people a safe distance away from any fumes etc.
Seal off the area to prevent further exposure of people and to prevent further spreading of the spill.
Help any injured or exposed people and summon medical help.
The first step is to contain the spill. Spilt fuel/oil/sewage that is not contained must not be allowed to spread into surrounding areas, especially stormwater systems and the aquatic environment. Contain spills by absorbing with a suitable inert solid (sand, earth) or cover powders and/or by using barriers.
Spilt material/effluent in the immediate area must be cleaned using the emergency spills kit. The residue must be removed to a hazardous waste disposal site. The situation must be evaluated by the operations manager to determine
OEMPr: George Airport Support Zone 29
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if the spill has been adequately cleaned and the situation remediated to prevent impacts on the receiving environment, or if further remedial action is needed
If the spill is as a result of a leak from fixed equipment, or a vehicle, place a container under the leak (if possible) to capture drips until repairs can be made. Stop the leak or spill at source
Spills of dry materials must be swept or vacuumed up and not washed to drain. Wash any equipment or floors so that no traces of the chemical remain.
Place the contaminated absorbent material and PPE in a container suitable for storage and transportation off-site by a specialist company to a registered hazardous waste disposal site
Absorb any contaminated wash water and place it in the same container with the contaminated absorbent materials. Label the container as containing hazardous material.
Store all contaminated material on site in the designated hazardous waste area until it is removed by a registered waste removal company to a hazardous waste disposal site
If the spill has spread into the natural environment, there are various ways in which it can be contained and remedied. A risk assessment should be done to inform the most suitable measure to be implemented based on the location and size of the spill, as well as weather conditions. The risk assessment must be done as soon as possible after the spill is reported to avoid further spread and impacts on the natural environment. It is important that the Health Department at the George Municipality and the Breede-Gouritz Catchment Management Agency be consulted in this process and that they have input on the final decision.
Mechanical containment measures can be put in place to capture and store the spill. This includes barriers and skimmers, as well as sorbents. Suction skimmers can be used to remove oil that has accumulated against a barrier. Sorbents are insoluble materials or mixtures of materials used to recover liquids through the mechanism of absorption, or adsorption, or both. Sorbents are often used to clean up small spills, but are also useful in removing final traces of the spill that cannot be reached by skimmers.
Biological Methods can be used in conjunction with mechanical means for containing and cleaning up spills. These are generally used to assist in recovery in sensitive environments, and would be useful if spills occurred to soils and/or the groundwater environment
Dispersing agents should not be used on diesel spills.
OEMPr: George Airport Support Zone 30
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The spill and follow-up actions must be recorded in a spills register to be maintained by the facility manager.
Training
Staff must be aware of the types of environmental incidents that may occur on site, and who to notify and what emergency procedures to employ
Staff must be trained in evacuation procedures.
Staff must be trained in the use of spill kits, and other pollution control equipment and the operation of pollution control devices.
The SHE manager must maintain records of training.
Identify any special methods to deal with substances posing particular health or environmental risks.
Identify procedures for recovering spilled product and the safe handling and legal disposal of any waste associated with the incident.
Review, Auditing and Reporting
A record must be kept by the SHE manager of all environmental incidents and what action was taken. An environmental incident report must be compiled within 24 hours of the incident occurring. Category 1 and 3 incidents must be reported to the relevant authority within 24 hours of it taking place. If required, the incident plan must be reviewed should the existing measures be ineffective to prevent further incidences. Any changes must be communicated to all staff.
Quarterly internal audit reports must be done by the SHE manager that report on any environmental incidents that took place in the reporting period.
External annual audit reports must be done by an independent environmental specialist. The external audit report must report on environmental incidences reflected in internal audit reports. If necessary, a review of management systems and mitigation measures may be required.
A suggested template for incident reporting is given below:
OEMPr: George Airport Support Zone 31
CEN Integrated Environmental Management Unit
Nature and classification of incidence: Date and time of incidence: Incidence identified and reported by: Incidence reported to: Area where incidence occurred: Reason for incidence: Was the activity stopped immediately: Measures used to contain spill: Clean up measures used: Incidence resolved and work commenced Date and time by: Signature of facility manager:
OEMPr: George Airport Support Zone 32
Applicable Legislation, Guidelines and Policy
The following list of environmental legislation, guidelines, licences and permits have relevance to operational phase of the project. A file of applicable legislation must be kept in an Environmental File and maintained by the SHE Manager. This must include all permits / licences obtained for the facility. Table 3: Legislation, policy, guidelines, permits and licences that need to be considered in operational phase
Relevant Environmental Issue Legislation/Policy/Guideline/Licence/Permit Authority Risk/Aspect
• General environmental management of operational activities – duty of care 1. The South African Constitution (Act 108 of Department of Environmental principle applicable to all Environmental management – 1996) – Section 24 Affairs (DEA) and the Provincial activities that have the principles, management, duty 2. National Environmental Management Act (Act Department of Environmental potential to create of care 107 of 1998) and amendments Affairs and Development Planning environmental impact 3. Environmental Authorisation (xxx) (DEA&DP) • Compliance with conditions of licences and permits (EA, WUL ) • Surface and groundwater pollution Department of Water and 1. National Water Act (Act 36 of 1998) • Resource use and Water Use and Water Quality Sanitation (DWS) – Breede- 2. Water Use Licence management Gouritz Management Agency • Waste management and disposal
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Relevant Environmental Issue Legislation/Policy/Guideline/Licence/Permit Authority Risk/Aspect
• Management and disposal of Department of Economic process and non-process Waste management, storage, 1. National Environmental Management: Waste Development, DEA&DP, DEFF, waste disposal Act (Act 59 of 2008) Western Cape Government Health • Soil, surface and groundwater Department, George Municipality pollution • Alien vegetation management • Rehabilitation of disturbed National Environmental Management: areas Biodiversity Act (Act No 10 of 2004) • Landscaping National Red Data List of threatened and Biodiversity DEA&DP, DEFF • Disturbance/persecution of protected flora and fauna fauna / flora in surrounding Western Cape Biodiversity Sector Plan areas and sensitive marine
environments • Pollution prevention 1. Hazardous Substances Act (Act 15 of 1973) • Pollution prevention and Toxic and hazardous 2. National Environmental Management: Waste response to polluting incidents DEFF, DWS substances Act (Act 59 of 2008) • Waste storage, handling and 3. National Water Act disposal
OEMPr: George Airport Support Zone 34
CEN Integrated Environmental Management Unit
Relevant Environmental Issue Legislation/Policy/Guideline/Licence/Permit Authority Risk/Aspect
• Management of alien 1. Conservation of Agricultural Resources Act vegetation on site and along 2. NEM: Biodiversity Act: list of alien and invasive the boundary Alien Vegetation DEFF species, and Alien and Invasive Species • Responsible disposal of Regulations cleared alien vegetation on site
OEMPr: George Airport Support Zone 35
This document remains the property of CEN Integrated Environmental Management Unit, subject to its use by the client for the particular project to which this appointment relates.
Document Printed September 2019