Basic Assessment for the Proposed Improvement of the N7, Section 3 Between Piketberg (Km 31.53) and Piekenierskloof Pass (Km 65.30)

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BASIC ASSESSMENT FOR THE PROPOSED IMPROVEMENT OF THE N7, SECTION 3 BETWEEN PIKETBERG (KM 31.53) AND PIEKENIERSKLOOF PASS (KM 65.30)

Prepared for: JG Afrika (Pty) Ltd on behalf of the South African National Roads Agency SOC Ltd

Authority Ref No: 14/12/16/3/3/1/2083

SLR Project No: 720.10018.00002 Report No: 1 Revision No: 1 January 2020

DOCUMENT INFORMATION Title Basic Assessment Report for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and Piekenierskloof pass (km 65.30) Project Manager Conroy van der Riet Project Manager e-mail [email protected] Author Conroy van der Riet Reviewer Fuad Fredericks Keywords SANRAL, N7, Road Improvement, Basic Assessment Status Final Authority Reference No 14/12/16/3/3/1/2083 SLR Project No 720.10018.00002 Report No 1

DOCUMENT REVISION RECORD Rev No. Issue Date Description Issued By

0 01 November Draft issued for I&AP Review Conroy van der Riet 2019

1 January 2020 Final submitted for decision-making Conroy van der Riet

BASIS OF REPORT This document has been prepared by an SLR Group company with reasonable skill, care and diligence, and taking account of the manpower, timescales and resources devoted to it by agreement with JG Afrika (Pty) Ltd on behalf of the South African National Roads Agency SOC Ltd (the Client) as part or all of the services it has been appointed by the Client to carry out. It is subject to the terms and conditions of that appointment.

SLR shall not be liable for the use of or reliance on any information, advice, recommendations and opinions in this document for any purpose by any person other than the Client. Reliance may be granted to a third party only in the event that SLR and the third party have executed a reliance agreement or collateral warranty.

Information reported herein may be based on the interpretation of public domain data collected by SLR, and/or information supplied by the Client and/or its other advisors and associates. These data have been accepted in good faith as being accurate and valid.

SLR disclaims any responsibility to the Client and others in respect of any matters outside the agreed scope of the work.

The copyright and intellectual property in all drawings, reports, specifications, bills of quantities, calculations and other information set out in this report remain vested in SLR unless the terms of appointment state otherwise.

This document may contain information of a specialised and/or highly technical nature and the Client is advised to seek clarification on any elements which may be unclear to it.

Information, advice, recommendations and opinions in this document should only be relied upon in the context of the whole document and any documents referenced explicitly herein and should then only be used within the context of the appointment.

EXECUTIVE SUMMARY

INTRODUCTION

The South African National Roads Agency SOC Limited (SANRAL) is proposing to improve 33.77 km of the National Route 7 (N7), Section 3 between Piketberg (km 31.53) and Piekenierskloof pass (km 65.30) located within the Bergrivier Local Municipality, Western Cape (see Figure 1).

JG Afrika (Pty) Ltd was appointed by SANRAL (under Contract No. NRA N.007-030-2020/2F) to provide consulting engineering services for the proposed project. SLR Consulting (South Africa) Pty Ltd (SLR) in turn, was appointed by JG Afrika (Pty) Ltd to complete a Basic Assessment (BA) process as part of an Application for Environmental Authorisation in terms of Chapter 5 of the National Environmental Management Act, 1998 (No. 107 of 1998) (NEMA), as amended.

OVERVIEW OF THE PROPOSED PROJECT

The proposed project mainly entails the provision of additional climbing / passing lanes and widening the road and associated infrastructure in certain areas. The existing carriageway would be widened to the following cross-sections: • Where no climbing lanes are provided: two 3.7 m-wide lanes and two 3.5 m-wide shoulders; • Where a climbing lane is provided on one side only: a 1.5 m-wide shoulder (1.0 m surfaced) with 3.5m- wide slow lane and 3.7 m-wide fast lane. The side without the climbing lane would have a 3.7 m-wide lane and a 3.5 m-wide shoulder (3.0 m surfaced); and • In instances where climbing lanes are provided on both sides: each side would have a 1.5 m-wide shoulder (1.0 m surfaced) with a 3.5 m-wide slow lane and a 3.7 m-wide fast lane.

Two bridge structures and fifteen major culverts would need widening along the route, and accesses which do not meet the SANRAL standards for sight distance will be further investigated during the final engineering design stage in order to determine how the sight distance could be improved. Ancillary works mainly include the following: • Installation of concrete-lined side drains with subsoil drains; • Replacement of minor culverts; and • Resurfacing of intersections with provincial roads and major farm accesses.

This final Basic Assessment Report (BAR) provides a description of the proposed project, the affected environment and the BA process followed, and an assessment of the identified potential impacts on the environment. The compilation of this report has, where applicable, been informed by comments received from interested and affected parties (I&APs) and authorities during the pre-application notification period and on the draft BAR. It should be noted that all significant changes to the draft report are underlined and in a different font (Times New Roman) to the rest of the text.

This report is submitted to the Department of Environment, Forestry and Fisheries (DEFF) for consideration as part of an application for Environmental Authorisation in terms NEMA.

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and Piekenierskloof Pass (km 65.30) January 2020

FIGURE 1: LOCATION OF THE N7, SECTION 3 BETWEEN PIKETBERG AND PIEKENIERSKLOOF PASS

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NEED AND DESIRABILITY

The road forms part of the national road network of South Africa and carries regional and national traffic. The relevant section of road carries approximately 3 908 vehicles per day (both directions), of which 21% are heavy vehicles. A Stage 1 (Feasibility/Preliminary Design Stage) Road Safety Audit highlighted some safety concerns related to this section. As a result of the increased traffic and the findings of the Road Safety Audit, Section 2 of the N7 needs to be improved in order to conform to the Geometric Design (G2) Standards.

SUMMARY OF AUTHORISATION REQUIREMENTS

The proposed project triggers the need for a BA process to be undertaken in order for the DEFF to consider granting or refusing Environmental Authorisation.

Section 38 of the National Heritage Resources Act, 1999 (NHRA) requires a Notice of Intent to Develop (NID) to be submitted to Heritage Western Cape (HWC).

AFFECTED ENVIRONMENT Land Use and Character of the Surrounding Area The terrain is relatively flat in relation to the hills and deeper valleys of the larger rivers that lie to the west (Piketberg Mountains) and east (the Winterhoek Mountains) of the road. Much of the area has been transformed for many decades by agricultural development and by the N7 road itself. As a result, most of the natural vegetation cover and aquatic features have been significantly modified. The nearest urban areas are the towns of Piketberg located at the southern start point of the route, and Citrusdal, which is located approximately 10 km north of the northern end point of the route.

Climate Generally, the area has a Mediterranean climate with an average annual rainfall of approximately 305 mm and an average temperature of 18.6°C. The summer months typically have lower rainfall, higher temperatures and higher evaporation. During winter the area experiences high rainfall and lower temperatures with subsequent lower evaporation.

Topography The terrain along this section of road can be defined as flat and occasionally broken up by hills with grades varying between 1.5% and 4%. The elevation of the study area varies between 120 m and 340 m above mean sea level.

Geology and Geohydrology The geology of the area is dominated by Phyllitic shale, schist, greywacke with limestone, sporadic quartzitic sandstone and conglomerate beds of the Porterville Formation, Malmesbury Group. A part of the southern

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) section of the route traverses Feldspathic grit, greywacke, quartz schist, conglomerate and limestone beds with lenses of phyllite of the Piketberg Formation (Malmesbury Group). Boreholes within the study area potentially yield between 0.6 – 0.8 litres/second with a maximum volume of 15 000 – 25 000 m3/km2/annum being abstracted while preserving sustained abstraction within the aquifer system.

Freshwater Ecosystems The study area is located within the G10H and G30B quaternary catchments. These catchments are drained by the Pyls/Krom Tributary of the Berg River and the Soutkloof/Kruismans Tributary of the Verlorevlei River respectively. A number of smaller seasonal to ephemeral tributaries of these rivers occur along the road section. The larger watercourses also have associated valley bottom wetland habitats. There are a number of isolated depression wetland areas (or wetland flats) within the wide valley floor located adjacent to the road.

Vegetation Most of the study area is part of the West Coast Renosterveld bioregion, located in the northern part of the study area known as the Swartland. This bioregion has a fairly distinct flora and is particularly rich in locally and regionally endemic plant species, as well as exceptionally rich in plant Species of Conservation Concern (SCCs), largely due to the large-scale habitat loss that has taken place historically, mainly due to agriculture.

Biodiversity and Terrestrial Ecosystem Status There are various areas along the route which cross Critical Biodiversity Area (CBA) 1 (terrestrial), CBA 2 (terrestrial), CBA 2 (river) and Ecological Support Area (ESA) 2 (Restore from other land use) habitats. The entire route falls within a Critically Endangered (CR) (A1 & D1) area. Various SCCs were identified along the route, especially between km 64.20 and km 65.30 (along the last 1-2 km of the northern end of the route).

Socio-Economic Aspects In 2001 the population figure for the Bergrivier Municipality was 46 327, This figure increased substantially to 61 897 in 2011, which was indicative of extensive migration into the municipal area and translates to a population growth of 2.8 % per annum. The predominant language in the Municipal Area remains Afrikaans which is spoken by 91 % of the population followed by isiXhosa and English.

Education and training opportunities are limited by the absence of any tertiary (or technical) education facilities in the Municipal Area. Skills development is a challenge, with 58,6 % of the Bergrivier population considered to be “low-skilled”.

Bergrivier employed 16,1 % of the West Coast labour force in 2015 and employment growth remained stagnant with an average of 0,2 % per annum since 2005. The agriculture, forestry and fishing sectors remain in decline. Mining, power, water and general government sectors have also declined. The construction, wholesale and retail trade, catering and accommodation, transport, storage and communication, finance, insurance, real estate and business, services and community, social and personal services sectors have experienced some growth.

Cultural Heritage The surrounding Swartland area has been transformed into farmland over several centuries, with a focus on dryland wheat and small stock production. There are many heritage structures in the Swartland area, but only one farm complex was noted to be reasonably close to the N7 between km 53.13 – 56.68 (western side). This farm complex had its nearest building located approximately 60 m from the edge of the road, and is far enough from the road to not be impacted by the proposed project. A small brick and cement reservoir is located immediately alongside the fence at km 39 (eastern side), at least 10 m away from the proposed new road edge. Although the reservoir may be 60 years of age it is essentially modern and is disused. An Early Stone Age hand axe was found alongside a minor drainage line close to the base of the Piekenierskloof Pass, but this was located in an exposed area of soil and gravel well beyond the limit of the proposed project footprint. There are some stands of mature gum trees at km 51.89 – 54.44 southbound, and at km 53.13 – 56.68 northbound, as well as a beefwood windrow at km 61.17 – 65.72 northbound which may be affected by the proposed project.

IMPACT ASSESSMENT CONCLUSIONS

The majority of potential impacts are expected to occur during the construction phase of the proposed project. All potential negative impacts related to the proposed project (during both construction and operation) are rated as VERY LOW to LOW significance after mitigation, except for impacts on vegetation, aquatic habitats, biodiversity and terrestrial ecosystems which are rated as MEDIUM significance after mitigation. Socio- economic benefits related to employment opportunities are rated as VERY LOW (POSITIVE) significance after enhancement, while the improvement in road user safety and traffic accommodation is rated as HIGH (POSITIVE) significance.

Implementation of the No-Go option would mean that the proposed road improvement would not proceed. Implementation of the No-Go alternative would not make provision for the anticipated increase in future traffic along the road section and the related improvement of road user safety would not be realised.

A summary of the assessment of potential environmental impacts associated with the proposed project is provided in the table below:

ISSUE / POTENTIAL IMPACT IMPACT SIGNIFICANCE WITHOUT MITIGATION WITH MITIGATION CONSTRUCTION PHASE LAND USE Impacts on land use MEDIUM VERY LOW GENERAL CONSTRUCTION-RELATED IMPACTS Air quality, dust and noise nuisance VERY LOW VERY LOW FRESHWATER ECOSYSTEMS Impacts on Aquatic Habitats HIGH MEDIUM Impacts on Surface Water Quality MEDIUM LOW VEGETATION Impacts on Very High sensitivity vegetation VERY HIGH MEDIUM Impacts on High sensitivity vegetation VERY HIGH MEDIUM

ISSUE / POTENTIAL IMPACT IMPACT SIGNIFICANCE WITHOUT MITIGATION WITH MITIGATION Impacts on Medium sensitivity vegetation MEDIUM MEDIUM BIODIVERSITY AND ECOSYSTEMS Impacts on Biodiversity and Terrestrial Ecosystems VERY HIGH MEDIUM SOCIO-ECONOMIC ASPECTS Employment VERY LOW (POSITIVE) VERY LOW (POSITIVE) Inconvenience to Road Users LOW VERY LOW Land Acquisition MEDIUM VERY LOW CULTURAL HERITAGE Cultural Heritage Impacts LOW LOW OPERATIONAL PHASE FRESHWATER ECOSYSTEMS Impacts on Aquatic Habitats and Surface Water Quality LOW VERY LOW VEGETATION Impacts on Vegetation MEDIUM LOW BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS Impacts on Biodiversity and Terrestrial Ecosystems MEDIUM LOW SOCIO-ECONOMIC ASPECTS Road Use Safety and Traffic MEDIUM (POSITIVE) HIGH (POSITIVE)

RECOMMENDATIONS

In light of the above, this study recommends that the proposed Improvement of the N7, Section 3 between Piketberg (km 31.53) and Piekenierskloof pass (km 65.30), if authorised, be implemented with due consideration of the recommendations outlined in this report. These mitigation measures are all considered to be feasible and have been included in the Environmental Management Programme for the proposed project.

The key recommendations are set out below:

Construction Phase Land Use • Avoid as much land acquisition outside the road reserve as possible during the design. • Avoid acquiring prime agricultural land (i.e. land currently under cultivation) as far as possible.

General Construction-Related Impacts • Ensure that the generation of dust is minimised by implementing a dust control programme (with due consideration to conserving water). • Ensure vehicles and equipment are adequately maintained and in good working order. • Ensure that the exposed soil and material stockpiles are adequately protected against the wind. • Ensure that vegetation clearance is kept to a minimum.

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• Limit activities resulting in high noise levels (e.g. pile driving, grinding, road material loading/unloading, hammering, excavating, etc.) to the daytime.

Freshwater Ecosystems • Ensure the identified location-specific mitigation measures are implemented during construction in addition to the general mitigation measures as outlined below. • Limit work within the watercourses and wetland areas as far as possible. • Ensure disturbed areas are rehabilitated as soon as possible. • Ensure construction adjacent to the watercourses and wetlands are undertaken during the drier months of the year as far as possible. • Ensure construction within the watercourses takes place during the no flow period (November to March) as far as possible. • Remove excess spoil material and solid waste and ensure it is disposed of at approved disposal waste sites. • Once construction is complete, rehabilitate the area to resemble that of the surrounding natural landscape (using suitable local indigenous plants as occur at that particular area). • Ensure that culvert and bridge structures do not concentrate the flow or alter the current watercourse channel shape and bed level from that upstream and downstream of the point where the road crosses the watercourse. • Ensure that stormwater runoff from the road, particularly where there are steeper gradients, do not lead to erosion and sedimentation of the watercourses and wetland areas. • Ensure invasive alien plants within the road reserve are monitored, removed and disposed on an ongoing basis according to appropriate methods. These include Acacia saligna, Maireana brevifolia Eucalyptus spp., Prosopis glandulosa and Artiplex nummularia. • Prevent the direct discharge of potentially contaminated runoff into the watercourses and wetland areas. • Store and handle all hazardous materials and waste in a suitable manner, and at least 32 m outside of the watercourses and wetlands. • Do not place laydown areas or stockpiles within 32 m of the watercourses and wetlands.

Vegetation • For Very High sensitivity vegetation areas: o Implement the revised layout (as shown in Figure 18 of the report) in order to avoid the Very High sensitive vegetation located within the eastern road reserve between km 64.20 – km 65.30. o A Plant Search and Rescue plan/programme and restoration/rehabilitation plan/programme must be developed by a suitably qualified botanist (i.e. someone with proven experience with restoration using this type of vegetation). o Implement a Plant Search and Rescue at km 61.0 for Limonium sp nov. o A plant nursery (or suitable secure receiving area) at a suitable location must be established to assist with restoration/rehabilitation. This requirement must be included in the restoration/rehabilitation plan/programme.

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o The restoration/rehabilitation plan/programme for Very High, High and Medium sensitivity vegetation areas must include experiments with rooted cuttings of the shrubby SCCs from this area (Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. nov.) prior to commencement of construction. o Clearly demarcate and prevent access at the eastern edge of the existing informal pull-off, located east of the road, between km 64.34 – km 64.46, as Critically Endangered plants occur very close to the current road edge (Very High sensitivity vegetation area). If safe and possible, provide a standard crash barrier along this eastern edge of this section in order to prevent/limit vehicular access. The exact placement of such a barrier must be done in consultation with a suitably qualified botanist. • For High sensitivity vegetation areas: o Avoid at least 50% of the High sensitivity vegetation areas. o Implement a Plant Search and Rescue programme for Aspalathus wurmbeana in all areas to be impacted. o All Plant Search and Rescue plans/programmes and any restoration/rehabilitation plan/programme must be developed by a suitably qualified botanist (i.e. someone with proven experience with restoration using this type of vegetation). o A sensitive hardpan/soil pan area (containing Endangered Lachenalia bachmanii) is located east of the road between km 47.98 – km 48.19. The road reserve must be widened to the east by 20 m at this point to include a section of the sensitive pan habitat for conservation within the new road reserve (as indicated in Figure 8 of the Botanical Impact Assessment Report). o A plant nursery (or suitable secure receiving area) at a suitable location must be established to assist with restoration/rehabilitation. This requirement must be included in the restoration/rehabilitation plan/programme. o The restoration/rehabilitation plan/programme must include experiments with replanting (from rooted cuttings) and germinating seeds of Aspalathus wurmbeana. • For Medium sensitivity vegetation areas: o Avoid at least 50% of the Medium sensitivity vegetation areas. o Rehabilitate the road reserve using as many indigenous species as possible, including at least 60 plants of Aspalathus wurmbeana (from rooted cuttings and seed following successful experiments as referred to above). • General mitigation (all areas): o Replanting must be done in suitable habitats either in new road reserve areas (after completion of construction) or nearby areas of secure, similar habitat. These translocation areas must be identified by a suitably qualified botanist in consultation with CapeNature and landowners prior to commencement of construction. These areas should ideally be located within 10 km of the road, and ideally within already formally protected areas, or a process carried out whereby the identified landowners agree to conserve the receiving area in perpetuity (by means of a signed Contract Reserve status with CapeNature). The receiving areas may need to be fenced off and clearly demarcated as conservation areas to prevent accidental future losses. o The entire restoration/rehabilitation process should be completed within three years after completion of construction.

o At least 10% of the cuttings and seedlings, if rooted successfully, must be replanted into suitable road cuttings once construction has been completed. Replanting should be undertaken in early winter, after good rains. o Conserve shrubby vegetation (excluding alien invasive plant species) along the route where possible. This would include Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. nov.

Biodiversity and Terrestrial Ecosystems • Ensure that the above-mentioned recommendations for freshwater ecosystems and vegetation, as well as those listed below, are implemented effectively. • Implement the following: o Avoid construction work during the night-time where possible. o Instruct staff not to disturb, injure, capture or hunt any fauna. o Ensure that collection of wood (for fire) from areas with indigenous vegetation does not take place. o Ensure that vegetation clearance is kept to a minimum.

Socio-Economic Aspects • Ensure that the “willing buyer, willing seller” model is pursued for the proposed land acquisition as far as possible. • Provide fair and timely compensation to landowners affected by land acquisition. • Ensure that safe and effective traffic control is implemented during construction. • Provide sufficient signage to warn road users of the presence of construction works and of traffic arrangements. • Establish a Project Liaison Committee (PLC), comprising of representatives of SANRAL, the main contractor and members of the local community (as elected by the community). • Ensure that procurement specifications as stipulated in the SANRAL Procurement Policy is implemented, with a focus on project area-specific local employment.

Cultural Heritage • If possible, avoid removing or damaging the other mature Eucalyptus trees along the route. • The Contractor should develop and implement a cultural heritage Chance Find Procedure (with particular focus on excavations) prior to commencement of construction. This procedure shall contain steps on who to notify, and what to do in the event of discovering archaeological or heritage resources (including burial grounds/graves).

Operational Phase Freshwater Ecosystems • Conduct maintenance works in accordance with an approved Routine Road Maintenance Programme. • Implement the following as part of the Routine Road Maintenance Programme: o Minimise the spatial extent of disturbance. o Minimise the frequency of (or requirement for) maintenance activities.

o Do not impede the movement of aquatic and riparian biota. o Minimise alterations to flow- and sediment-capacity. o Rehabilitate and re-vegetate disturbed areas as soon as possible. o Clear alien invasive plant species. o Restrict maintenance activities to the dry season where possible. o Prevent erosion and rehabilitate eroded areas. o Use existing access routes as far as possible. o Store and handle all hazardous materials and waste in a suitable manner, and at least 32 m outside of the watercourses and wetlands. o Remove excess spoil material and solid waste and ensure it is disposed of at approved waste disposal sites. o Ensure maintenance activities do not lead to channelization or canalisation of the watercourses. o Remove cleared woody material from the areas adjacent to the watercourse and wetlands to prevent it being washed into the watercourses or wetlands.

Vegetation • The Routine Road Maintenance Programme for this route shall include specifications to avoid unnecessary vegetation removal, particularly at the High and Very High sensitivity vegetation areas. • Vegetation control measures of the Routine Road Maintenance Programme shall be informed by a suitably qualified botanist, and shall cover all Medium, High and Very High sensitivity vegetation areas. • The Routine Road Maintenance Programme shall include specifications for alien vegetation control. Specific measures for the effective control of Acacia saligna and Maireana brevifolia must be included in the programme. • Alien vegetation control measures shall be based on suitable guidelines.

Biodiversity and Terrestrial Ecosystems • Ensure that steps are implemented during routine road maintenance to avoid blanket vegetation clearance at Medium, High and Very High sensitivity vegetation areas along the route. • Ensure that the above-mentioned operational phase mitigation measures for freshwater ecosystems and vegetation, as well as those listed below, are implemented effectively. • Implement the following during the routine road maintenance periods: o Avoid maintenance work during the night-time where possible. o Instruct staff not to disturb, injure, capture or hunt any fauna. o Ensure that collection of wood (for fire) from areas with indigenous vegetation does not take place. o Ensure that vegetation clearance is kept to a minimum. o Limit work within the watercourses and wetland areas as far as possible. o Ensure invasive alien plants within the road reserve are monitored, removed and disposed on an on-going basis in accordance with appropriate methods. o Once maintenance work is complete, rehabilitate the area to resemble that of the surrounding natural landscape (using suitable local indigenous plants as occur at that particular area). o Prevent the direct discharge of potentially contaminated runoff into the watercourses and wetland areas.

o Conserve shrubby vegetation (excluding alien invasive plant species) along the route where possible. This would include Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. Nov.

Socio-Economic Aspects • Other than the implementation of the safety and traffic accommodation measures as indicated in the proposed project design, no other enhancement measures have been identified for the operational phase.

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CONTENTS

1 INTRODUCTION ...... 1 1.1 PURPOSE OF THIS REPORT ...... 1 1.2 PROJECT BACKGROUND, NEED AND DESIRABILITY ...... 1 1.3 SUMMARY OF AUTHORISATION REQUIREMENTS ...... 3 1.4 ASSUMPTIONS AND LIMITATIONS ...... 3 1.5 STRUCTURE OF THIS REPORT ...... 4

2 APPROACH AND METHODOLOGY ...... 6 2.1 LEGISLATIVE REQUIREMENTS ...... 6 2.1.1 NATIONAL ENVIRONMENTAL MANAGEMENT ACT, 1998 ...... 6 2.1.2 ENVIRONMENTAL IMPACT ASSESSMENT REGULATIONS, 2014 (AS AMENDED) ...... 6 2.1.3 NATIONAL ENVIRONMENTAL MANAGEMENT: BIODIVERSITY ACT, 2004 ...... 8 2.1.4 NATIONAL WATER ACT, 1998 ...... 8 2.1.5 NATIONAL HERITAGE RESOURCES ACT, 1999 ...... 9 2.1.6 NATIONAL ENVIRONMENTAL MANAGEMENT: AIR QUALITY ACT, 2004 – NATIONAL DUST CONTROL REGULATIONS ...... 9 2.2 GUIDELINES ...... 9 2.3 DETAILS OF ENVIRONMENTAL ASSESSMENT PRACTITIONER ...... 10 2.3.1 DETAILS OF THE PROJECT TEAM ...... 10 2.3.2 QUALIFICATIONS AND EXPERIENCE OF THE EAPS ...... 10 2.4 BASIC ASSESSMENT PROCESS ...... 11 2.4.1 OBJECTIVES ...... 11 2.4.2 PRE-APPLICATION PUBLIC CONSULTATION AND NOTIFICATION ...... 11 2.4.3 SPECIALIST STUDIES ...... 13 2.4.4 COMPILATION OF BAR FOR REVIEW ...... 14 2.4.5 COMPLETION OF BASIC ASSESSMENT PROCESS ...... 17

3 PROJECT DESCRIPTION ...... 18 3.1 APPLICANT DETAILS ...... 18 3.2 DESCRIPTION OF THE PROPOSED PROJECT ...... 18 3.3 AFFECTED PROPERTIES ...... 21 3.4 PROJECT ALTERNATIVES ...... 21 3.4.1 LOCATION ALTERNATIVES ...... 21 3.4.2 MATERIAL SOURCE ALTERNATIVES ...... 22 3.4.3 DESIGN ALTERNATIVES ...... 22 3.4.4 NO-GO ALTERNATIVE ...... 23 3.4.5 SUMMARY OF ALTERNATIVES ...... 23

4 DESCRIPTION OF THE AFFECTED ENVIRONMENT ...... 24 4.1 LAND USE AND CHARACTER OF THE SURROUNDING AREA ...... 24 4.2 CLIMATE...... 25 4.3 TOPOGRAPHY ...... 25 4.4 GEOLOGY AND GEOHYDROLOGY ...... 26

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4.5 FRESHWATER ECOSYSTEMS ...... 27 4.5.1 TRIBUTARIES OF THE PYLS RIVER AND ASSOCIATED VALLEY BOTTOM WETLANDS ...... 29 4.5.2 KRUISMANS RIVER AND ITS TRIBUTARIES AND ASSOCIATED VALLEY BOTTOM WETLANDS ...... 30 4.5.3 DEPRESSION WETLANDS ADJACENT TO THE ROAD ...... 31 4.6 VEGETATION ...... 32 4.7 BIODIVERSITY AND TERRESTRIAL ECOSYSTEM STATUS ...... 34 4.8 SOCIO-ECONOMIC ASPECTS ...... 38 4.8.1 DEMOGRAPHICS ...... 38 4.8.2 EDUCATION ...... 38 4.8.3 HEALTH ...... 38 4.8.4 POVERTY ...... 38 4.8.5 ACCESS TO SERVICES ...... 39 4.8.6 THE ECONOMY AND EMPLOYMENT ...... 39 4.9 CULTURAL HERITAGE ...... 40 4.10 PLANNING CONSIDERATIONS ...... 41 4.10.1 NATIONAL DEVELOPMENT PLAN 2030 ...... 41 4.10.2 WESTERN CAPE PROVINCIAL SPATIAL DEVELOPMENT FRAMEWORK ...... 41 4.10.3 BERGRIVIER MUNICIPAL SPATIAL DEVELOPMENT FRAMEWORK (2019 – 2022) ...... 41 4.10.4 BERGRIVIER MUNICIPALITY IDP 2017 - 2022 ...... 42

5 DESCRIPTION AND ASSESSMENT OF IMPACTS ...... 43 5.1 CONSTRUCTION PHASE...... 43 5.1.1 LAND USE ...... 43 5.1.2 GENERAL CONSTRUCTION-RELATED IMPACTS ...... 44 5.1.3 FRESHWATER ECOSYSTEMS ...... 45 5.1.4 VEGETATION ...... 50 5.1.5 BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS ...... 57 5.1.6 SOCIO-ECONOMIC ASPECTS ...... 59 5.1.7 CULTURAL HERITAGE ...... 61 5.2 OPERATIONAL PHASE ...... 62 5.2.1 FRESHWATER ECOSYSTEMS ...... 62 5.2.2 VEGETATION ...... 64 5.2.3 BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS ...... 65 5.2.4 SOCIO-ECONOMIC ASPECTS ...... 66 5.3 NO-GO OPTION ...... 67

6 CONCLUSIONS AND RECOMMENDATIONS ...... 69 6.1 CONCLUSIONS ...... 69 6.2 RECOMMENDATIONS ...... 71 6.2.1 CONSTRUCTION PHASE ...... 71 6.2.2 OPERATIONAL PHASE ...... 74 6.3 OPINION OF ENVIRONMENTAL ASSESSMENT PRACTITIONER ...... 76

7 REFERENCES ...... 78

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LIST OF TABLES TABLE 1: LISTED ACTIVITIES TRIGGERED AND BEING APPLIED FOR AS PER LISTING NOTICE 1 ...... 7 TABLE 2: LISTED ACTIVITIES TRIGGERED AND BEING APPLIED FOR AS PER LISTING NOTICE 3 ...... 7 TABLE 3: GUIDELINES ...... 9 TABLE 4: DETAILS OF SLR PROJECT TEAM ...... 10 TABLE 5: LIST OF SPECIALIST STUDIES AND ASSOCIATED SPECIALISTS ...... 13 TABLE 6: REQUIREMENTS OF A BASIC ASSESSMENT REPORT IN TERMS OF THE EIA REGULATIONS, 2014 ...... 14 TABLE 7: APPLICANT DETAILS ...... 18 TABLE 8: PROJECT CO-ORDINATES ...... 18 TABLE 9: AFFECTED PROPERTIES ...... 21 TABLE 10: ROAD DESIGN OPTIONS ...... 22 TABLE 11: SPECIES OF CONSERVATION CONCERN OCCURING ALONG THE N7, SECTION 3 ...... 34 TABLE 12: IMPACTS ON LAND USE ...... 43 TABLE 13: GENERAL CONSTRUCTION-RELATED IMPACTS (AIR QUALITY, DUST AND NOISE NUISANCE) ...... 44 TABLE 14: IMPACTS ON AQUATIC HABITATS ...... 46 TABLE 15: IMPACTS ON SURFACE WATER QUALITY ...... 46 TABLE 16: FRESHWATER ECOSYSTEMS – LOCATION SPECIFIC MITIGATION MEASURES ...... 47 TABLE 17: IMPACT ON VERY HIGH SENSITIVITY VEGETATION AREAS ...... 53 TABLE 18: IMPACT ON HIGH SENSITIVITY VEGETATION AREAS ...... 54 TABLE 19: IMPACT ON MEDIUM SENSITIVITY VEGETATION AREAS ...... 55 TABLE 20: IMPACTS ON BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS ...... 58 TABLE 21: SOCIO-ECONOMIC IMPACTS - EMPLOYMENT ...... 59 TABLE 22: SOCIO-ECONOMIC IMPACTS - INCONVENIENCE TO ROAD USERS ...... 60 TABLE 23: SOCIO-ECONOMIC IMPACTS - LAND ACQUISITION ...... 60 TABLE 24: CULTURAL HERITAGE IMPACTS ...... 62 TABLE 25: IMPACTS ON AQUATIC HABITATS AND SURFACE WATER QUALITY ...... 63 TABLE 26: IMPACT ON VEGETATION ...... 64 TABLE 27: IMPACTS ON BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS ...... 65 TABLE 28: SOCIO-ECONOMIC IMPACTS – ROAD USE SAFETY AND TRAFFIC ...... 67 TABLE 29: OVERALL SUMMARY OF THE ASSESSMENT OF POTENTIAL IMPACTS ASSOCIATED WITH THE PROPOSED PROJECT ...... 70

LIST OF FIGURES FIGURE 1: LOCATION OF THE N7 SECTION 3 BETWEEN PIKETBERG AND PIEKENIERSKLOOF PASS ...... 2 FIGURE 2: AERIAL VIEW OF THE N7, SECTION 3 BETWEEN PIKETBERG AND PIEKENIERSKLOOF PASS ...... 20 FIGURE 3: LAND USES AROUND THE STUDY AREA ...... 24 FIGURE 4: PROTECTED AREA ALONG NORTHERN END OF THE ROUTE ...... 25 FIGURE 5: TOPOGRAPHY OF THE STUDY AREA ...... 26 FIGURE 6: SOILS OF THE STUDY AREA ...... 27 FIGURE 7: THE MAPPED WETLANDS AND RIVERS IN THE STUDY AREA ...... 28 FIGURE 8: FRESHWATER ECOSYSTEM PROTECTED AREAS MAP FOR THE AREA ...... 29

FIGURE 9: VIEW OF THE WATERKLOOF RIVER WITH ITS ASSOCIATED VALLEY BOTTOM WETLAND ...... 30 FIGURE 10: VIEW OF THE SOUTKLOOF RIVER AND ASSOCIATED VALLEY BOTTOM WETLANDS ...... 31 FIGURE 11: VIEW OF ONE OF THE BAVIAANSKLOOF TRIBUTARIES OF THE KRUISMANS RIVER ...... 31 FIGURE 12: VIEW OF ONE OF THE DEPRESSION WETLANDS WITHIN THE VALLEY FLOOR...... 32 FIGURE 13: GENERAL VEGETATION ...... 33 FIGURE 14: BIODIVERSITY MAP OF THE STUDY AREA ...... 35 FIGURE 15: ECOSYSTEM THREAT STATUS OF THE STUDY AREA ...... 36 FIGURE 16: SENSITIVITY OVERLAY MAP FOR THE N7 SECTION 3 ...... 37 FIGURE 17: VEGETATION SENSITIVITIES ALONG THE PROJECT ROUTE ...... 51 FIGURE 18: REVISED LAYOUT FOR THE SECTION FROM KM 64.2 – KM 65.3, SHOWING AVOIDANCE OF THE VERY HIGH SENSITIVITY VEGETATION LOCATED EAST OF THE CURRENT ROADWAY ...... 53

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ACRONYMS AND ABBREVIATIONS Acronym / Abbreviation Definition BA Basic Assessment BAR Basic Assessment Report CEAPSA Certified Environmental Practitioner of South Africa CBA Critical Biodiversity Area CR Critically Endangered DEA&DP Department of Environmental Affairs & Development Planning DEFF Department of Environment, Forestry and Fisheries DHSWS Department of Human Settlements, Water and Sanitation EAP Environmental Assessment Practitioner EA Environmental Authorisation EIA Environmental Impact Assessment EMF Environmental Management Framework EMP Environmental Management Programme EN Endangered ESA Ecological Support Area FEPAs Freshwater Ecosystem Protected Areas GDPR Gross Domestic Product Per Region GN Government Notice ha Hectares HWC Heritage Western Cape IAIAsa The International Association for Impact Assessment – South Africa I&AP Interested and Affected Party IDP Integrated Development Plan IUCN International Union for Conservation of Nature N7 National Route 7 N/A Not Applicable NEMA National Environmental Management Act, 1998 (No. 107 of 1998) NEM: BA National Environmental Management: Biodiversity Act, 2004 (No. 10 of 2004) NEM: WA National Environmental Management: Waste Act, 2008 (No. 59 of 2008) NDP National Development Plan NHRA National Heritage Resources Act, 1999 (Act 25 of 1999) NID Notice of Intent to Develop NWA National Water Act, 1998 (No. 36 of 1998) PLC Project Liaison Committee Pr.Sci.Nat. Professional Natural Scientist

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Acronym / Abbreviation Definition PSDF Provincial Spatial Development Framework RMA Rational Method Alternative SAHRIS South African Heritage Resource Information System SANRAL South African National Roads Agency SOC Limited SDFM Standard Design Flood Method SDF Spatial Development Framework SCCs Species of Conservation Concern SG Surveyor General SLR SLR Consulting (South Africa) (Pty) Ltd VU Vulnerable WCBSP Western Cape Biodiversity Spatial Plan

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1 INTRODUCTION

This chapter describes the purpose of this report, provides a brief background to the proposed project and its need and desirability, summarises the authorisation requirements, outlines the assumptions and limitations and describes the structure of the report.

1.11.11.1 PPURPOSEURPOSE OF THIS REPORTREPORTRTRT This Final BAR has been compiled as part of a Basic Assessment (BA) that is being undertaken for the proposal by the South African National Roads Agency SOC Ltd (SANRAL) to improve 33.77 km of the National Route 7 (N7), Section 3 between Piketberg (km 31.53) and Piekenierskloof Pass (km 65.30) (see Figure 1).

This report provides a description of the proposed project, the affected environment and the BA process followed, and an assessment of the identified potential project-related impacts on the environment.

The compilation of this report has, where applicable, been informed by comments received from interested and affected parties (I&APs) and authorities during the pre-application notification period and on the draft BAR. It should be noted that all significant changes to the draft report are underlined and in a different font (Times New Roman) to the rest of the text.

This final version of the BAR is submitted to the Department of Environment, Forestry and Fisheries (DEFF) for consideration as part of an Application for Environmental Authorisation in terms of Chapter 5 of the National Environmental Management Act, 1998 (No. 107 of 1998) (NEMA), as amended.

1.21.21.2 PPROJECTROJECT BACKGROUND, NEED AND DESIRABILITDESIRABILITYYYY JG Afrika (Pty) Ltd was appointed by SANRAL (under Contract No. NRA N.007-030-2020/2F) to provide consulting engineering services for the proposed project. SLR Consulting (South Africa) Pty Ltd (SLR) in turn, was appointed by JG Afrika (Pty) Ltd to complete a Basic Assessment (BA) process as part of the Application for Environmental Authorisation.

The proposed project mainly entail the provision of additional climbing / passing lanes and widening the road and associated infrastructure in certain areas. The existing carriageway would be widened to the following cross-sections: • Where no climbing lanes are provided: two 3.7 m-wide lanes and two 3.5 m-wide shoulders; • Where a climbing lane is provided on one side only: a 1.5 m-wide shoulder (1.0 m surfaced) with 3.5m- wide slow lane and 3.7 m-wide fast lane. The side without the climbing lane would have a 3.7 m-wide lane and a 3.5 m-wide shoulder (3.0 m surfaced); and • In instances where climbing lanes are provided on both sides: each side would have a 1.5 m-wide shoulder (1.0 m surfaced) with a 3.5 m-wide slow lane and a 3.7 m-wide fast lane.

FIGURE 1: LOCATION OF THE N7 SECTION 3 BETWEEN PIKETBERG AND PIEKENIERSKLOOF PASS

A Stage 1 (Feasibility/Preliminary Design Stage) Road Safety Audit highlighted some safety concerns related to this road section. Due to the increased traffic and findings of the Road Safety Audit, improvement of Section 3 of the N7 is required in order to conform to the Geometric Design (G2) Standards.

1.31.31.3 SSUMMARYUMMARY OF AUTHORISAAUTHORISATIONTION REQUIREMENTS

The Environmental Impact Assessment (EIA) Regulations, 2014 (as amended), promulgated in terms of Chapter 5 of NEMA, provide for the control of certain listed activities. Such activities are prohibited from commencing until written authorisation is obtained from the competent authority, which in this case is the DEFF. The proposed project triggers the need for a BA process to be undertaken in order for the DEFF to consider granting or refusing Environmental Authorisation (EA).

Registration of water uses in terms of the National Water Act, 1998 (No. 36 of 1998; NWA) is also required where the proposed works cross drainage lines, and if water supply is required from a water resource other than municipal supply. The supply of water for construction is unconfirmed at this stage. If boreholes or surface water sources with lawful rights or municipal water supply cannot be obtained then an application in terms of Section 21(a) of the NWA must be submitted to the Department of Human Settlements, Water and Sanitation (DHSWS) by the appointed construction contractor. Applications for Section 21(c) and Section 21(i) water uses have been submitted to the DHSWS on behalf of SANRAL for “impeding or diverting the flow of water in a watercourse” and “altering the bed, banks, course or characteristics of a watercourse”.

Section 38 of the National Heritage Resources Act, 1999 (NHRA) requires a Notice of Intent to Develop (NID) to be submitted to Heritage Western Cape (HWC). On receipt of the NID submission, HWC responded that there is no reason to believe that the proposed development would impact on heritage resources, thus no further action under Section 38 of the NHRA is required.

1.41.41.4 AASSUMPTIONSSSUMPTIONS AND LLIMITATIONSIMITATIONSIMITATIONSIMITATIONS

The assumptions and limitations for this study are as follows: • The BA process assumes that SLR has been provided with all relevant project description information and that it was correct and valid at the time it was provided;

• There will be no significant changes to the project description or surrounding environment between the completion of the report and implementation of the proposed project that could substantially influence findings, recommendations with respect to mitigation and management, etc.; • The BA process assumes that all recommended mitigation measures would be implemented as proposed; and • Specialists have been provided with the relevant information in order to produce accurate and unbiased assessments.

1.51.51.5 SSTRUCTURETRUCTURE OF THIS REREPORTPORTPORTPORT

This BAR has been prepared in compliance with Appendix 1 of the EIA Regulations, 2014 (as amended) and is divided into various chapters and appendices, the contents of which are outlined below.

Section Contents

Executive Summary Provides a comprehensive synopsis of the outcomes of the Basic Assessment process. Chapter 1 Introduction Describes the purpose of this report, provides a brief background to the proposed project and its need and desirability, summarises the legislative authorisation requirements, outlines the assumptions and limitations, describes the structure of the report and sets out the opportunity for comment. Chapter 2 Approach and Methodology Outlines the key legislative requirements applicable to the BA process, describes the objectives of the study, presents details of the BA process undertaken and describes the way forward. Chapter 3 Project description Provides details of the applicant, presents a description of the proposed project and the affected properties, and provides information on the project alternatives considered. Chapter 4 Description of the Affected Environment Describes the existing biophysical and social environment that could potentially be affected by the proposed project. Chapter 5 Impact description and assessment Describes and assesses the potential impacts of the proposed project on the biophysical and socio-economic environment. It also presents mitigation or enhancement measures that should be implemented to reduce the significance of any negative impacts or enhance any benefits, respectively. Chapter 6 Conclusions and recommendations Provides conclusions to the study and summarises the recommendations for the proposed project. Appendices Appendix A: EAP undertaking Appendix B: Curricula Vitae (including registrations) of the Project Team Appendix C: Site Photographs Appendix D: Public Participation Process Appendix D1: I&AP Database Appendix D2: Authority/Key I&AP Notifications Appendix D3: Landowner Notifications Appendix D4: Site and Newspaper Notices Appendix D5: Comments and Responses Report (including written submissions) Appendix E: Specialist Studies Appendix E1: Botanical Impact Assessment

Section Contents

Appendix E2: Freshwater Impact Assessment Appendix E3: Heritage Impact Assessment (NID) Appendix F: Convention for Assigning Significance Ratings to Impacts Appendix G: Environmental Management Programme Appendix H: Preliminary Design Drawings

2 APPROACH AND METHODOLOGY

This chapter outlines the key legislative requirements applicable to the BA process, describes the objectives of the study, presents details of the BA process undertaken and describes the way forward.

2.12.12.1 LLEGISLATIVEEGISLATIVE REQUIREMENTSREQUIREMENTSENTSENTS 2.1.1 National Environmental Management Act, 1998 Section 2 of NEMA sets out a range of environmental principles that must be applied by all organs of state when taking decisions that significantly affect the environment. Included amongst the key principles is that all developments must be socially, economically and environmentally sustainable and that environmental management must place people and their needs at the forefront of its concern, and serve their physical, psychological, developmental, cultural and social interests equitably. NEMA also provides for the participation of I&APs and stipulates that decisions must take into account the interests, needs and values of all I&APs.

Chapter 5 of NEMA outlines the general objectives and implementation of Integrated Environmental Management (IEM), which provides a framework for the integration of environmental issues into the planning, design, decision-making and implementation of plans and development proposals. Section 24 provides a framework for granting of EAs. In order to give effect to the general objectives of IEM, the potential impacts on the environment of listed activities must be considered, investigated, assessed and reported on to the competent authority. Section 24(4) provides the minimum requirements for procedures for the investigation, assessment and communication of the potential impacts of activities.

2.1.2 Environmental Impact Assessment Regulations, 2014 (as amended) The EIA Regulations, 2014 (as amended) promulgated in terms of Chapter 5 of NEMA, and published in Government Notice (GN) No. R 982 (as amended by GN No. 326 of 7 April 2017) controls certain listed activities. These activities are listed in GN No. R 983 (Listing Notice 1; as amended by GN No. 327 of 7 April 2017), R 984 (Listing Notice 2; as amended by GN No. 325 of 7 April 2017) and R 985 (Listing Notice 3; as amended by GN No. 324 of 7 April 2017), and are prohibited until EA has been obtained from the competent authority. Such EA, which may be granted subject to conditions, will only be considered once there has been compliance with the EIA Regulations, 2014 (as amended).

GN No. R 983 (as amended) sets out the procedures and documentation that need to be complied with when applying for EA. A BA process must be applied to an application if the authorisation applied for is in respect of an activity or activities listed in Listing Notices 1 and/or 3. A full Scoping and EIA process is required for activities listed in Listing Notice 2.

The proposed project triggers activities 12, 19, 48 and 56 contained in Listing Notice 1 (Table 1), and activities 12, 18 and 23 of Listing Notice 3 (Table 2), thus a BA process must be undertaken in order for the DEFF to consider the application in terms of NEMA and make a decision to grant or refuse EA.

TABLE 1: LISTED ACTIVITIES TRIGGERED AND BEING APPLIED FOR AS PER LISTING NOTICE 1 Listed Activity Description Relation to the applicable Activity Listed Activity 12 The development of - The construction of the road would require the (ii) infrastructure or structures with a physical development of infrastructure with a combined footprint of 100 square metres or more; footprint greater than 100 m2 within watercourses where such development occurs - along the route, including widening of existing (a) within a watercourse. bridges and culverts. 19 The infilling or depositing of any material of Some infilling of more than 10m3 of soil and/or more than 10 cubic metres into, or the concrete would be required for the widening of dredging, excavation, removal or moving of existing bridges and culverts. soil, sand, shells, shell grit, pebbles or rock of more than 10 cubic metres from a watercourse. 48 The expansion of - Existing bridges and culverts would need to be (i) infrastructure or structures where the widened to accommodate the wider road design. physical footprint is expanded by 100 square This would exceed 100 m2 when considering the metres or more; combined footprint along the entire route. where such expansion occurs - (a) within a watercourse; 56 The widening of a road by more than 6 metres, The proposed project would require road widening or the lengthening of a road by more than 1 of more than 6 metres (i.e. 3 meters on either side) kilometre - at intersections and climbing lanes. (i) where the existing reserve is wider than 13,5 meters

TABLE 2: LISTED ACTIVITIES TRIGGERED AND BEING APPLIED FOR AS PER LISTING NOTICE 3 Listed Activity Description Relation to the applicable Activity Listed Activity 12 The clearance of an area of 300 square metres Road construction would require clearance of or more of indigenous vegetation except where 300 m2 or more of indigenous vegetation in an such clearance of indigenous vegetation is area mapped as Swartland Shale Renosterveld, required for maintenance purposes undertaken which is listed as a critically endangered ecosystem in accordance with a maintenance in terms of Section 52 of NEMBA. management plan: i) Western Cape: i. Within any critically endangered or endangered ecosystem listed in terms of section 52 of the NEMBA or prior to the publication of such a list, within an area that has been identified as critically endangered in the National Spatial Biodiversity Assessment 2004 18 The widening of a road by more than 4 metres, The proposed project would require road widening or the lengthening of a road by more than 1 of more than 4 metres (i.e. 2 meters on either side) kilometre. at intersections and climbing lanes. Indigenous i. Western Cape vegetation is present within the proposed project ii. All areas outside urban areas: footprint.

Listed Activity Description Relation to the applicable Activity Listed Activity (aa) Areas containing indigenous vegetation. 23 The expansion of - Existing bridges and culverts would need to be (ii) infrastructure or structures where the widened to accommodate the wider road design. physical footprint is expanded by 10 square This would exceed 10 m2 when considering the metres or more combined footprint along the entire route. where such expansion occurs - (a) within a watercourse; (c) if no development setback has been adopted, within 32 metres of a watercourse , measured from the edge of a watercourse: i. Western Cape i. Outside urban areas.

2.1.3 National Environmental Management: Biodiversity Act, 2004

The National Environmental Management: Biodiversity Act, 2004 (No. 10 of 2004) (NEM:BA) provides for the management and conservation of South Africa’s biodiversity and the protection of species and ecosystems that warrant national protection. NEM:BA regulates the carrying out of restricted activities, without a permit, that may harm listed threatened or protected species or activities that encourage the spread of alien or invasive species.

A national list of threatened terrestrial ecosystems was published in terms of NEM:BA in December 2011 (GN 1002). The listed ecosystems are regarded as threatened and in need of protection. Also, some sections of the route fall within CBAs and ESAs according to the Western Cape Biodiversity Spatial Plan.

In addition, the Alien and Invasive Species Regulations, 2014 published under the NEM:BA provides for the requirement for control of Listed Invasive Species. These species have been categorised, and each category requires specific control measures depending on the species and location. Some listed alien or invasive species would need to be managed during the construction and maintenance phases of the proposed project.

2.1.4 National Water Act, 1998

The NWA, as amended, provides a legal framework for the effective and sustainable management of water resources in South Africa. It serves to protect, use, develop, conserve, manage and control water resources as a whole, promoting the integrated management of water resources with the participation of all stakeholders. This Act also provides national norms and standards, and the requirement for authorisation (either a Water Use Licence or General Authorisation) of certain water uses listed under Section 21, including: • Section 21 (a): Taking water from a water resource; • Section 21(c): Impeding or diverting the flow of water in a watercourse; and • Section 21(i): Altering the bed, banks, course or characteristics of a watercourse.

The supply of water for construction is unconfirmed at this stage. If boreholes or surface water sources with lawful rights or municipal water supply cannot be obtained then an application in terms of Section 21(a) of the NWA must be submitted to the DHSWS.

The activities within or adjacent to river channels or their associated wetland areas are likely to change the characteristics of the associated freshwater ecosystems and will therefore require authorisation from the DHSWS. Applications for Section 21(c) and Section 21(i) water uses have thus been submitted to the DHSWS on behalf of SANRAL for “impeding or diverting the flow of water in a watercourse” and “altering the bed, banks, course or characteristics of a watercourse”.

2.1.5 National Heritage Resources Act, 1999

The requirements stipulated in Section 38 of the NHRA were considered as part of the BA process. A NID was submitted to Heritage Western Cape (HWC) on 25 March 2019. In correspondence dated 04 April 2019, HWC responded that there is no reason to believe that the proposed development would impact on heritage resources, thus no further action under Section 38 of the NHRA is required.

2.1.6 National Environmental Management: Air Quality Act, 2004 – National Dust Control Regulations

The purpose of these Regulations is to prescribe general measures for the control of dust in all areas. These Regulations will be applicable to the construction phase of the proposed project when dust generation is expected, and sets out the standards for acceptable dustfall rates for Residential and Non-Residential areas. The Regulations also sets out the methods to be used for measuring dustfall rates.

2.22.22.2 GGUIDELINESUIDELINES

The Guidelines which been taken into account during this Basic Assessment process are listed in Table 3 below.

TABLE 3: GUIDELINES Governing Guideline Relevance body Guideline on Public Participation (March 2013) DEA&DP The purpose of these guidelines is to ensure that an Updated Integrated Environmental Management DEFF adequate public participation process was undertaken Guideline - Public Participation guideline in terms during the Basic Assessment process. of NEMA (March 2017) EIA Guideline and Information Document Series: DEA&DP This guideline informs the consideration of Guideline on Alternatives (March 2013) alternatives. Updated Integrated Environmental Management DEA&DP These guidelines inform the consideration of the need Guideline - Guideline on Need and Desirability and desirability aspects of the proposed project. (2017) Guideline on need and desirability in terms of the DEFF EIA Regulations (2014) Guideline on Specialist Studies (October 2011) DEA&DP This guideline provides information regarding specialist study requirements.

Governing Guideline Relevance body Guideline Involving a Biodiversity Specialist in an DEA&DP This guideline deals with specialist input on EIA Process (2005) biodiversity to the EIA process. Guideline Involving a Heritage Specialist in an EIA DEA&DP This guideline focuses on the involvement of heritage Process (2005) specialists in EIA processes. Guideline for the Review of Specialist Input in an DEA&DP The purpose of this guideline is to improve the quality EIA Process (2005) of specialist contributions to EIA processes by improving the robustness of all reviews of specialist inputs. Guideline on Environmental Management Plans DEA&DP The overall purpose of the guideline is to inform and (EMP) (2005) guide the preparation and implementation of EMPs in a manner that promotes the effectiveness of EMPs.

2.32.32.3 DDETAILSETAILS OF ENVIRONMENTALENVIRONMENTAL ASSESSMENT PRACPRACTITIONERTITIONERTITIONERTITIONER

2.3.1 Details of the Project Team The details of the SLR Project team involved in the preparation of this BAR are provided in Table 4.

SLR has no vested interest in the proposed project other than fair remuneration for consulting services rendered as part of the BA process and has declared its independence as required by the EIA Regulations 2014 (as amended). An undertaking by the Environmental Assessment Practitioners (EAPs) is provided in Appendix A.

TABLE 4: DETAILS OF SLR PROJECT TEAM General Organisation SLR Consulting (South Africa) (Pty) Ltd Postal address PO Box 10145, CALEDON SQUARE, 7905 Tel No. +27 (0)21 461 1118 / 9 Fax No. +27 (0)21 461 1120 Professional Experience Name Qualifications Tasks and roles registrations (Years) Pr.Sci.Nat., Fuad Fredericks M.Sc. (Botany) 20 Report and process reviewer. Member IAIAsa Management of the BA and public B.Sc. (Hons) Pr.Sci.Nat., participation process, including Conroy van der Riet (Environmental 12 Member IAIAsa authority liaison, I&AP liaison, specialist Geography) study review and report compilation.

2.3.2 Qualifications and Experience of the EAPs

Fuad Fredericks is a Director of SLR. He holds a Master’s Degree in Botany and has 20 years of relevant experience. He has expertise in a wide range of environmental disciplines, including EIAs, EMPs, Environmental Planning and Review, and Public Consultation. He has been responsible for management and quality control of

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) environmental assessments dealing with a number of highly complex and controversial projects, such as the proposed toll roads on the national routes in the Western Cape and Eastern Cape/KwaZulu-Natal provinces of South Africa and in Mauritius. He also has extensive experience in the environmental assessment, monitoring and auditing of projects related to railway facilities, landfill sites, wastewater treatment facilities, and water and sewage pipelines. Fuad is a Registered Professional Natural Scientist (Pr.Sci.Nat.), Environmental Science.

Conroy has more than twelve years of experience as an Environmental, Health and Safety (EHS) consultant in the following areas: Environmental & Social Management Systems (IFC Performance Standards), ISO 14001 and ISO 45001 management systems, Environmental and Social Due Diligence assessments (ESDDs), EHS auditing and compliance support, Environmental and Social Impact Assessments (ESIAs), Environmental Site Assessments (ESAs), Management Plans/Programmes and project management across a wide range of projects, with focus on the renewable energy, agricultural, oil & gas, mining, power, food & beverage and manufacturing sectors. Conroy has formed part of and led multi-disciplinary teams on projects across Sub- Saharan Africa, including South Africa, Angola, Botswana, Burundi, Egypt, Ghana, Kenya, Mali, Malawi, Mauritius, Mozambique, Namibia, Nigeria, Swaziland, Tanzania, Uganda, Zambia and Zimbabwe. Conroy is a Registered Professional Natural Scientist (Pr.Sci.Nat.), Environmental Science.

Relevant curricula vitae are attached in Appendix B.

2.42.42.4 BBASICASIC ASSESSMENT PROPROCESSCESSCESSCESS

2.4.1 Objectives

In accordance with Appendix 1 of the EIA Regulations, 2014 (as amended), the objectives of the BA process are to: • Identify the relevant policies and legislation relevant to the activity and determine how the activity complies with and responds to the policy and legislative context; • Present the need and desirability of the proposed activity, including the need and desirability of the activity in the context of the preferred location; • Identify and confirm the preferred activity, technology and sites related to the project proposal; • Undertake an impact assessment, inclusive of cumulative impacts, to determine the biophysical and socio-economic sensitivity of the project sites and assess the nature, significance, consequence, extent, duration and probability of impacts occurring; • Assess the degree to which impacts can be reversed, may cause irreplaceable loss of resources and can be avoided, managed or mitigated; and • Identify suitable measures to avoid, manage or mitigate identified impacts and to determine the extent of residual risks that need to be managed and monitored.

The BA process consists of a series of steps to ensure compliance with these objectives and the EIA Regulations, 2014, as set out in GN No. R 982 (as amended by GN No. 326). The process involves an open, participatory approach to ensure that all potential impacts are identified and that decision-making takes place in an informed, transparent and accountable manner.

2.4.2 Pre-Application Public Consultation and Notification

The pre-application public participation process provided an opportunity for the general public and identified stakeholders to be notified about the proposed project, and for them to raise any initial issues or concerns

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) regarding the proposed project. An I&AP Database and public participation information are contained in Appendix D. Steps undertaken during the pre-application public participation process are summarised below. I&AP identification The I&AP Database was developed during January 2019 (and updated after the Public Open Day described below). This list includes the landowners and lawful occupiers of the affected properties, landowners/lawful occupiers of neighbouring properties and other key I&APs as listed below: • Department of Environment, Forestry and Fisheries; • Department of Human Settlements, Water and Sanitation; • Heritage Western Cape; • Western Cape Government: Department of Agriculture; • Western Cape Government: Department of Environmental Affairs and Development Planning (DEA&DP); • CapeNature; • Western Cape Government: DEA&DP – Biodiversity and Coastal Management; • Western Cape Government: Department of Transport and Public Works; • West Coast District Municipality; and • Bergrivier Local Municipality.

Site Notices Site notices were placed at three points along the route (at areas vehicles can pull over) during February 2019, in order to notify the general public of the BA process. These notices were placed near the start, middle point and end of the project route.

Background Information Document (BID) All identified I&APs were notified of the proposed project, BA process and Water Use Authorisation application by means of a letter or email and BID on 30 April 2019. The purpose of the letter and BID was to convey relevant project-related information, as well as to invite I&APs to provide initial comment. The BID comment period extended from 30 April to 03 June 2019 (30 days).

Advertisements Press advertisements providing notification of the proposed project, BA process, Public Open Day and availability of the BID were placed in Die Courant (in English) on 01 May 2019 and Die Weslander (in English) on 02 May 2019.

Public Open Day SLR presented the preliminary project information at the Public Open Day, held at the Piketberg Public Library on 21 May 2019. All attendees were provided the opportunity to raise any comments or concerns regarding the proposed project.

The issues raised during the Public Open Day relate to the following:

• Local employment and small to medium enterprise (SME) involvement in the project. it was indicated that other, historic road construction projects have not involved local employment suitably (i.e. people from other areas work on local contracts); • The need for SANRAL/Contractor to engage with the local community and West Coast District Business Development Centre regarding local employment and other economic opportunities; • Level of assistance from the local municipality to promote/assist in local employment on these types of projects; • The planning and approval process through SANRAL for the tenders; and • The project timeframe (estimated start and duration).

Comments Received during the pre-Application period The written comments received include the following: • A query from Transnet Freight Rail related to impacts on railway infrastructure; • Confirmation from HWC that no further action under Section 38 of the NHRA is required; and • A request from the West Coast District Business Development Centre to engage them as they have more than 260 members on their database. The Center indicated that engagement with their office in Piketberg would allow for more SMEs to become involved in the project.

The written comments received and the responses given were included in the Comments and Responses Report (see Appendix D5).

The draft BAR was duly informed by comments received during the pre-application public participation process.

2.4.3 Specialist Studies

Three specialist studies were commissioned to address the key issues that required further investigation and detailed assessment (see specialist reports in Appendix E). Details of these specialists are provided in Table 5.

TABLE 5: LIST OF SPECIALIST STUDIES AND ASSOCIATED SPECIALISTS No. Name and Organisation Qualifications Specialist Input 1 Nick Helme – B.Sc. Hons. (Botany) Botanical Impact Assessment Nick Helme Botanical Pr.Sci.Nat. (see Appendix E1) Surveys 2 Toni Belcher – M.Sc. (Environmental Management) Freshwater Impact Assessment BlueScience Pr.Sci.Nat. (see Appendix E2) 3 Jayson Orton – D.Phil (Archaeology) Heritage Impact Assessment ASHA Consulting (Pty) Ltd Association of the Southern African (see Appendix E3) Professional Archaeologists (ASAPA) member

The specialist studies involved the gathering of data (desktop and site visits) relevant to identifying and assessing environmental impacts that may occur as a result of the proposed project. These impacts were then assessed according to pre-defined rating scales (see Appendix F). Specialists also recommended appropriate

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) mitigation or enhancement measures to minimise potential impacts or enhance potential benefits, respectively.

2.4.4 Compilation of the BAR

The specialist findings and other relevant information were integrated into this BAR, which includes an Environmental Management Programme (EMPr) - see Appendix G. This BAR has been prepared in compliance with Appendix 1 of the EIA Regulations, 2014 (as amended) and has been informed by comments received on the draft version of the BAR. The required steps and location of relevant information within this report are set out in Table 6.

This report aims to present all information in a clear and understandable format suitable for easy interpretation by I&APs and authorities of all aspects of the proposed project and the findings of the impact assessment.

TABLE 6: REQUIREMENTS OF A BASIC ASSESSMENT REPORT IN TERMS OF THE EIA REGULATIONS, 2014 Completed Appendix 1 Content of Basic Assessment Report Location in report (Y/N or N/A) 3(1)(a) (i & ii) Details and expertise of the Environmental Assessment Sections 2.3.1 and Y Practitioner (EAP) who prepared the report, including a CV. 2.3.2, and Appendix B (b) The location of the activity, including: (i) the 21 digit Surveyor General code of each cadastral land parcel; or Y Section 3.3, Table 9 (ii) where available, the physical address and farm name (iii) where the required information in items (i) and (ii) is not available, the coordinates of the boundary of the property or N/A N/A properties; (c) A plan which locates the proposed activity or activities applied for at Y Figure 1 an appropriate scale, or, if it is: (i) a linear activity, a description and coordinates of the corridor in Y Section 3.2 which the proposed activity or activities is to be undertaken; or (ii) on land where the property has not been defined, the N/A N/A coordinates within which the activity is to be undertaken. (d) A description of the scope of the proposed activity, including: (i) all listed and specified activities triggered; Section 2.1.2, Tables 1 Y and 2 (ii) a description of the activities to be undertaken, including Y Section 3.2 associated structures and infrastructure. (e) (I & ii) A description of the policy and legislative context within which the development is proposed including an identification of all legislation, policies, plans, guidelines, spatial tools, municipal development planning frameworks and instruments that are Y Sections 2.1 and 4.10 applicable to this activity and that have been considered in the preparation of the report and how the proposed activity complies with these. (f) A motivation for the need and desirability for the proposed development including the need and desirability of the activity in the Y Sections 1.3 and 3.4 context of the preferred location.

Completed Appendix 1 Content of Basic Assessment Report Location in report (Y/N or N/A) (g) A motivation for the preferred site, activity and technology alternative. Y Section 3.4 (h) A full description of the process followed to reach the proposed

preferred activity, site and location within the site, including: (i) details of all the alternatives considered; Y Section 3.4 (ii) details of the public participation process undertaken in terms of Section 2.4.2 and Regulation 41 of the Regulations, including copies of the Y Appendix D supporting documents and inputs; (iii) a summary of the issues raised by interested and affected parties, and an indication of the manner in which the issues Y Section 2.4.2 were incorporated, or the reasons for not including them; (iv) the environmental attributes associated with the alternatives focusing on the geographical, physical, biological, social, Y Chapter 4 economic, heritage and cultural aspects; (v) the impacts and risks identified for each alternative, including the nature, significance, consequence, extent, duration and probability of the impacts, including the degree to which these impacts Y Chapter 5 (aa) can be reversed; (bb) may cause irreplaceable loss of resources; and (cc) can be avoided, managed or mitigated. (vi) the methodology used in determining and ranking the nature, significance, consequences, extent, duration and probability of Y Appendix F potential environmental impacts and risks associated with the alternatives; (vii) positive and negative impacts that the proposed activity and alternatives will have on the environment and on the community Y Chapter 5 that may be affected focusing on the geographical, physical, biological, social, economic, heritage and cultural aspects; (viii) the possible mitigation measures that could be applied and level Chapter 5, Chapter 6 Y of residual risk; and Appendix G (ix) the outcome of the site selection matrix; Y Section 3.4 (x) if no alternatives, including alternative locations for the activity Y Section 3.4 were investigated, the motivation for not considering such; and (xi) a concluding statement indicating the preferred alternatives, Y Section 3.4.5 including preferred location of the activity. (i) A full description of the process undertaken to identify, assess and rank the impacts the activity will impose on the preferred location through the life of the activity, including: (i) a description of all environmental issues and risks that were identified during the environmental impact assessment process; and Y Chapters 5 and 6 (ii) an assessment of the significance of each issue and risk and an indication of the extent to which the issue and risk could be avoided or addressed by the adoption of mitigation measures.

Completed Appendix 1 Content of Basic Assessment Report Location in report (Y/N or N/A) (j) An assessment of each identified potentially significant impact and risk, including: (i) cumulative impacts; (ii) the nature, significance and consequences of the impact and risk; (iii) the extent and duration of the impact and risk; Y Chapter 5 (iv) the probability of the impact and risk occurring; (v) the degree to which the impact and risk can be reversed; (vi) the degree to which the impact and risk may cause irreplaceable loss of resources; and (vii) the degree to which the impact and risk can be avoided, managed or mitigated. (k) Where applicable, a summary of the findings and impact management measures identified in any specialist report complying with Appendix 6 Y Chapters 5 and 6 to the EIA Regulations 2014 and an indication as to how these findings and recommendations have been included in the final report. (l) An environmental impact statement which contains: (i) a summary of key findings of the environmental impact Y Chapter 6 assessment; (ii) a map at an appropriate scale which superimposes the proposed activity and its associated structures and infrastructure on the Y Chapter 5 environmental sensitivities of the preferred site indicating any areas that should be avoided, including buffers; and (iii) a summary of the positive and negative impacts and risks of the Y Chapter 6 proposed activity and identified alternatives. (m) Based on the assessment, and where applicable, impact management Chapter 5, Chapter 6 measures from specialist reports, the recording of the proposed impact Y and Appendix G management outcomes for the development for inclusion in the EMPr; (n) Any aspects which were conditional to the findings of the assessment either by the EAP or specialist which are to be included as conditions of Y Chapter 6 authorisation. (o) A description of any assumptions, uncertainties, and gaps in knowledge which relate to the assessment and mitigation measures Y Section 1.5, Appendix E proposed. (p) A reasoned opinion as to whether the proposed activity should or should not be authorised, and if the opinion is that it should be Y Chapter 6 authorised, any conditions that should be made in respect of that authorisation. (q) Where the proposed activity does not include operational aspects, the The activity will have an period for which the environmental authorisation is required, the date N/A operational on which the activity will be concluded, and the post construction component. monitoring requirements once finalised. (r) An undertaking under oath or affirmation by the EAP in relation to: (i) the correctness of the information provided in the reports; (ii) the inclusion of comments and inputs from stakeholders and I&APs; (iii) the inclusion of inputs and recommendations from the specialist Y Appendix A reports where relevant; and (iv) any information provided by the EAP to interested and affected parties and any responses by the EAP to comments or inputs made by interested and affected parties. (s) Where applicable, details of any financial provision for the N/A

Completed Appendix 1 Content of Basic Assessment Report Location in report (Y/N or N/A) rehabilitation, closure, and ongoing post decommissioning management of negative environmental impacts. (t) Any specific information that may be required by the competent N/A authority. (u) Any other matter required in terms of Section 24(4)(a) and (b) of the N/A Act.

2.4.5 Review of the draft BAR A draft version of the BAR was distributed for a 30-day review and comment period from 01 November to 02 December 2019. Copies of the draft BAR were made available on the SLR website and at the Piketberg Public Library for the duration of the review and comment period. A notification letter was sent to all I&APs registered on the project database. The letter informed them of the release of the draft BAR and where the report could be reviewed. Copies of the full report were also distributed to the following government departments: • Department of Environment, Forestry and Fisheries; • Western Cape Government: Department of Environmental Affairs and Development Planning; • Department of Agriculture; • Department of Human Settlements, Water and Sanitation; • Western Cape Government: Department of Transport and Public Works; and • CapeNature.

Four written submissions were received during the formal review and comment period. Comments related to legislative requirements, the project extent, biophysical and socio-economic impacts, construction-related impacts and general support for the project. All written comments received were collated, and responded to, in a Comments and Responses Report (see Appendix D5). Copies of the written submissions are also included in Appendix D5.

2.4.6 Completion of Basic Assessment Process The draft version of the BAR has been updated to this final version and submitted to DEFF for consideration and decision-making. After DEFF has reached a decision, all I&APs on the project database will be notified of the outcome of the application and the reasons for the decision.

A statutory appeal period in terms of the National Appeal Regulations, 2014 (GN No. R993) will follow the issuing of the decision. In terms of Regulation 4(1)(a), an appellant must submit an appeal to the appeal administrator, and a copy of the appeal to the applicant, any registered I&AP and any organ of state with an interest in the matter within 20 days from the date that the notification of the DEFF decision was sent to the registered I&APs by the applicant.

3 PROJECT DESCRIPTION

This chapter provides details of the applicant, presents a description of the proposed project and the affected properties, and provides information on the project alternatives considered.

3.13.13.1 AAPPLICANTPPLICANT DETAILS The applicant details are provided in Table 7 below.

TABLE 7: APPLICANT DETAILS Applicant: South African National Roads Agency SOC Limited (SANRAL) Address: Private Bag X19, Bellville, 7530 Responsible person: Mr. Randall Cable Tel: 021 957 4600 Email: [email protected]

3.23.23.2 DDESCRIPTIONESCRIPTION OF THE PROPOSEPROPOSEROPOSEROPOSEDDDD PROJECTPROJECTPROJECT

The proposed project is located in the Bergrivier Municipality, between Piketberg and Piekenierskloof Pass (refer to Figure 1). The length of the proposed road improvement is 33.77 km while the width is up to 14.5 m in some areas. See Figure 2 for an aerial view of the proposed project.

The co-ordinates of the start, middle and end points of the route as well as bridge structures and major culvert locations are presented in Table 8 below: TABLE 8: PROJECT CO-ORDINATES Latitude (South) Longitude (East) Coordinates of the Project (degrees; minutes; seconds) (degrees; minutes; seconds) Start 32° 54' 18.23" 18° 45' 59.37" Middle 32° 44' 36.22" 18° 53' 56.99" End 32° 39' 14.01" 18° 57' 19.38" Bridge Structures Road over Rail B4173 32° 48' 10.96" 18° 51' 11.95" Krom River Bridge B4975 32° 44' 11.29" 18° 54' 15.71" Major Culverts C10200 (km32.02) 32° 54' 01.52" 18° 46' 10.90" C00100 (km32.62) 32° 53' 44.77" 18° 46' 22.04" C10201 (km34.18) 32° 53' 04.17" 18° 46' 48.60" C10202 (km34.78) 32° 52' 45.31" 18° 46' 55.42" C10203 (km36.10) 32° 52' 19.47" 18° 47' 30.21" C10204 (km37.66) 32° 51' 56.06" 18° 48' 24.86" C1002 (km37.84) 32° 51' 51.08" 18° 48' 34.35" C10205 (km41.58) 32° 50' 18.28" 18° 49' 52.05" C10206 (km42.20) 32° 50' 00.18" 18° 50' 03.11" C10006 (km53.32) 32° 44' 51.21" 18° 53' 45.12" C10007 (km59.53) 32° 42' 02.91" 18° 55' 53.86" C10008 (km60.02) 32° 41' 49.79" 18° 56' 03.84"

Latitude (South) Longitude (East) Coordinates of the Project (degrees; minutes; seconds) (degrees; minutes; seconds) C10207 (km62.62) 32° 40' 39.61" 18° 56' 57.51" C10208 (km63.55) 32° 40' 14.61" 18° 57' 16.22" No name (km64.6) 32° 39' 42.18" 18° 57' 18.06"

The proposed project mainly entails the provision of additional climbing / passing lanes and widening the road and associated infrastructure in certain areas. The existing carriageway would be widened to the following cross-sections: • Where no climbing lanes are provided: two 3.7 m-wide lanes and two 3.5 m-wide shoulders; • Where a climbing lane is provided on one side only: a 1.5 m-wide shoulder (1.0 m surfaced) with a 3.5m-wide slow lane and a 3.7 m-wide fast lane. The side without the climbing lane would have a 3.7 m-wide lane and a 3.5 m-wide shoulder (3.0 m surfaced); and • In instances where climbing lanes are provided on both sides: each side would have a 1.5 m-wide shoulder (1.0 m surfaced) with a 3.5 m-wide slow lane and a 3.7 m-wide fast lane.

The road section currently consists of a single carriageway with surfaced lanes and shoulders. There are four road portions with climbing lanes on the route. The road’s total surfaced width is 12.4 m with 3.7 m-wide lanes and 2.5 m-wide surfaced shoulders.

Three major intersections occur along the route while the remaining junctions consist of 96 minor farm accesses and two major access roads. The existing intersections on this section of road have been classified as either T-junctions and intersections with surfaced roads or gravel Type 2 roads, or farm road accesses. It is considered that most of the accesses have sufficient sight distance.

Two bridge structures are located along this section. It is proposed that solid reinforced concrete deck widening be undertaken to match the existing geometry at the bridge structures. The proposed works would include the replacement of the existing barriers, the installation of new guardrails and the demolition of existing wingwalls, as appropriate.

Furthermore, fifteen major culverts would be lengthened by means of cast in-situ reinforced concrete barrel extensions. The proposed works would include the replacement of the existing wingwalls and the installation of new guardrails.

Various ancillary works would also be undertaken as part of the proposed project, as appropriate. These include, amongst other ancillary works, the following: • Installation of concrete-lined side drains with subsoil drains; • Replacement of minor culverts; and • Resurfacing of intersections with provincial roads and major farm accesses.

Refer to Appendix H for the Preliminary Design Drawings for this project.

FIGURE 2: AERIAL VIEW OF THE N7, SECTION 3 BETWEEN PIKETBERG AND PIEKENIERSKLOOF PASS

3.33.33.3 AAFFECTEDFFECTED PROPERTIES A list of the affected properties, with associated 21-digit Surveyor General (SG) codes, is presented in Table 9 below. The physical size of the proposed development together with its associated infrastructure is approximately 40 hectares.

TABLE 9: AFFECTED PROPERTIES Property Portion Property Owner SG Code number ERF 2136 N/A PIKETBERG GHOLFKLUB C05800060000213600000 ERF 241 Remainder MUN BERGRIVIER C05800000000024100000 FARM 150 Portion 2 MELKBOSFONTEIN TRUST C05800000000015000002 FARM 150 Portion 3 WITVLEI TRUST C05800000000015000003 FARM 150 Portion 1 NUWERUS TRUST C05800000000015000001 FARM 151 Portion 27 D J ROSSOUW FAMILIETRUST C05800000000015100027 FARM 178 Portion 16 GROOT RIVIER TRUST C05800000000017800016 FARM 178 Portion 7 GROOT RIVIER TRUST C05800000000017800007 FARM 178 Portion 20 VISSER MICHIEL ADRIAAN JACOBUS C05800000000017800020 FARM 178 Portion 9 A J S RICHTER PANORAMA FAMILIETRUST C05800000000017800009 FARM 156 Portion 1 P A M TRUST C05800000000015600001 FARM 156 Portion 12 X T 1 TRUST C05800000000015600012 FARM 70 Portion 0 SANDFONTEIN TRUST C05800000000007000000 FARM 70 Portion 7 A J S RICHTER PANORAMA FAMILIETRUST C05800000000007000007 FARM 70 Portion 10 A J S RICHTER PANORAMA FAMILIETRUST C05800000000007000010 FARM 70 Portion 17 Rassie De Beer C05800000000007000017 FARM 70 Portion 4 FANTASTIC INV 52 CC C05800000000007000004 FARM 281 Remainder OLIENE FAMILIE TRUST C05800000000028100000 FARM 70 Portion 13 LANGEVELDT PAUL JOACHIM C05800000000007000013 FARM 70 Portion 12 LANGEVELDT JOHANNES CORNELIUS C05800000000007000012 FARM 293 Remainder KORINGKLOOF TRUST C05800000000029300000 FARM 64 Portion 8 EXCODOR 171 CC C05800000000006400008 FARM 263 Remainder P J SMIT TRUST C05800000000026300000 FARM 63 Portion 7 BUSHBELL 168 CC C05800000000006300007

3.43.43.4 PPROJECTROJECTPROJECT ALTERNATIVES 3.4.1 Location Alternatives As previously mentioned, the proposed project entails the improvement of an existing road, with associated infrastructure, along its current alignment. No location/site alternatives could thus be considered. In effect, this would result in less impact on the environment when compared to the construction of a new road outside the current footprint.

Based on recommendations from the vegetation specialist, the originally proposed alignment was, however, revised from km 64.2 to km 65.3 in order to avoid impacting on very high sensitivity vegetation located along the eastern side of the road.

3.4.2 Material Source Alternatives Alternatives for material for construction of the road base were considered. This entailed the use of borrow pits or the use of materials from road cuttings. Engineering investigations concluded that additional widening at cuttings would be sufficient to source the required road-construction materials. This would result in less impact on the environment when compared to the development of new borrow pits.

3.4.3 Design Alternatives Alternatives for the bridge designs, culvert designs, road designs and approach were considered by the project design engineers. An economic analysis was also undertaken in order to inform the final decisions.

The Standard Design Flood Method (SDFM), Rational Method Alternative 3 (RMA 3) as well as the Rational Method Alternative 2 (RMA 2) were used in determining the bridge and culvert design flows, based on the relevant catchment areas; with the primary input being based on estimated design rainfall depths. Site-specific design rainfall values were used rather than generic regional equations for the RMA 3.

The road improvement and widening (design) options which were considered for the proposed project are indicated in Table 10. The economic analysis confirmed that the long-term rehabilitation option (i.e. Option 3) using a Long Term Option G1 base would yield the greatest economic return in terms of both Net Present Value and Internal Rate of Return. As such Option 3 was considered the preferred alternative.

TABLE 10: ROAD DESIGN OPTIONS Option Overview Option 1 Short-term A typical structural design period for a short-term action is 4 to 6 years from implementation. The design traffic loading for this period would be in the order of 1.3 – 2.4 million E80’s. The short-term rehabilitation option that has been considered is to upgrade the road by widening the existing shoulders to the standard SANRAL cross-section (3.7m lanes and 3.0m shoulders), provide additional climbing lanes, and patch and reseal of the existing road. Option 2 Medium-term A typical structural design period for a medium-term rehabilitation option is in the order of 8 – 12 years from implementation depending on the current condition of the road and the traffic volumes. The design traffic loading for this period would be in the order of 2.7 – 4.4 million E80’s. The medium-term rehabilitation option that has been considered is to upgrade the road by widening the existing shoulders to the standard SANRAL cross-section (3.7m lanes and 3.0m shoulders), provide additional climbing lanes, and patch and reseal of the existing road. Option 3 Long-term (G1 base and Seal surfacing) A typical structural design period for a long-term rehabilitation option is 20 – 25 years. The design traffic loading for this period is in the order of 5.9 – 12.3 million E80’s. The long-term design would include upgrading the existing pavement, widening the shoulders and adding additional climbing and passing lanes.

Option Overview Option 4 Long-term (G2 base and 50 mm asphalt surfacing) Option 4 would be an additional long-term option which utilises a G2 material for the base instead of a G1. The pavement analysis in this instance requires the application of a 50 mm thick asphalt surfacing layer to achieve the required structural design period of 20 to 25 years. The mechanistic analysis of the pavement yielded a low Safety Factor in the middle of the base layer due to the inferior shear strength of the G2 material (compared to a G1). This would require additional cover (viz. asphalt layer), which would subsequently increase the Safety Factor in the G2 layer and would result in adequate structural strength.

3.4.4 No-Go Alternative

The No-Go Alternative, i.e. the option of not proceeding with the proposed project, would result in the status quo remaining. The negative impacts associated with the proposed project would not be realised (in particular removal of vegetation and potential impacts on watercourses). However, the current road configuration would not be able to adequately accommodate the anticipated future traffic volumes and would compromise the safety of road users. This option was thus not deemed to be feasible/reasonable.

3.4.5 Summary of Alternatives The outcome of the alternatives investigated above can be summarised as follows: • No feasible site/location alternatives have been identified as the proposed project entails the improvement of an existing road section; • A revised layout for the section from km 64.2 to km 65.3 was, however, included in the preferred project proposal in order to avoid very high sensitivity vegetation along the eastern side of the current roadway;

• No reasonable or feasible activity alternatives exist as the need for the proposed project was identified as being to enhance the capacity and safety of an existing road section; • Engineering investigations concluded that additional widening at cuttings would be sufficient to source the required road-construction materials (instead of the development of new borrow pits);

• With respect to design alternatives, four possible design options were considered. Option 3 (Long- term rehabilitation - G1 base and Cape seal surfacing) was deemed to be the preferred alternative in terms of cost, safety risk and capacity to accommodate anticipated increases in traffic volumes over the next 20-25 years;

• No operational alternatives were identified for the proposed project; and

• The No-Go Alternative is not deemed to be environmentally or socially feasible/reasonable in the long- term due to the fact that the current road configuration would not be able to adequately accommodate the anticipated future traffic volumes and would compromise the safety of road users.

4 DESCRIPTION OF THE AFFECTED ENVIRONMENT

This chapter describes the existing biophysical and social environment that could potentially be affected by the proposed project.

4.14.14.1 LANDLAND USE AND CHARACTER OF THE SURSURROUNDINGROUNDING AREA

The terrain is relatively flat in relation to the hills and deeper valleys of the larger rivers that lie to the west (Piketberg Mountains) and east (Winterhoek Mountains) of the road. Much of the area has been transformed for many decades by agricultural development and by the N7 road itself. As a result, most of the natural vegetation cover and aquatic features have been significantly modified. The nearest urban areas are the towns of Piketberg, located at the southern starting point of the route, and Citrusdal, which is located approximately 10 km north of the northern end point of the route.

The surrounding areas are mapped as cultivated areas with natural vegetation cover occurring along the watercourses (see Figure 3). The town of Piketberg is located at the southern extent of the route. The Winterhoek Mountain Catchment Area, which is a protected area, is located directly east of the road over the last 1-2 km of the northern end of the route (see Figure 4).

FIGURE 3: LAND USES AROUND THE STUDY AREA

FIGURE 4: PROTECTED AREA ALONG NORTHERN END OF THE ROUTE

4.24.24.2 CCLIMATELIMATECLIMATE

Generally, the area has a Mediterranean climate with an average annual rainfall of approximately 305 mm and an average temperature of 18.6°C. The summer months typically have lower rainfall, higher temperatures and higher evaporation. During winter the area experiences high rainfall and lower temperatures with subsequent lower evaporation.

The N7, Section 3 is situated within a dry to semi-arid area, with warm summers and cool winters. Mean maximum temperatures are 30.9°C in February and 17.4°C in July, with average minimum temperatures for these months being 16.8°C and 7.8°C respectively. The average annual rainfall recorded at the Langgewens weather station (located between Malmesbury and Moorreesburg) for the period between 1960 and 2016 is 396 mm.

4.34.34.3 TOPOGRAPHYTTOPOPTOPOGRAPHYOGRAPHYOGRAPHY The terrain along this section of road can be defined as flat and occasionally broken up by hills with grades varying between 1.5% and 4% (Figure 5). The elevation of the study area varies between 120 m and 340 m above mean sea level. The Piekenierskloof Pass, at the northern end of the route, is located on the steeper slopes of the Winterhoek Mountains.

FIGURE 5: TOPOGRAPHY OF THE STUDY AREA

4.44.44.4 GGEOLOGYEOLOGYGEOLOGY AND GEOHYDROLOGY The geology of the study area is dominated by Phyllitic shale, schist, greywacke with limestone, sporadic quartzitic sandstone and conglomerate beds of the Porterville Formation, Malmesbury Group. A part of the southern section of the route traverses Feldspathic grit, greywacke, quartz schist, conglomerate and limestone beds with lenses of phyllite of the Piketberg Formation (Malmesbury Group). Soils are predominantly prismacutanic and/or pedocutanic diagnostic horizons dominant, mainly red B horizons as well as red-yellow apedal, freely drained soils (Figure 6).

According to the 1:3 000 000 hydrogeological map, boreholes within the study area potentially yield between 0.6 – 0.8 litres/second with a maximum volume of 15 000 – 25 000 m3/km2/annum being abstracted while preserving sustained abstraction within the aquifer system.

FIGURE 6: SOILS OF THE STUDY AREA

4.54.54.5 FFRESHWATERRESHWATER ECOSYSTEMSECOSYSTEMSSS

The study area is located within the G10H and G30B quaternary catchments. These catchments are drained by the Pyls/Krom tributary of the Berg River and the Soutkloof/Kruismans tributary of the Verlorevlei River, respectively. A number of smaller seasonal to ephemeral tributaries of these rivers occur along the road section (see Figure 7). The larger watercourses also have associated valley bottom wetland habitats. There are a number of isolated depression wetland areas (or wetland flats) within the wide valley floor located adjacent to the road section, and these are mapped as National Freshwater Ecosystem Priority Areas (NFEPAs).

FIGURE 7: THE MAPPED WETLANDS AND RIVERS IN THE STUDY AREA

There are two freshwater biodiversity conservation mapping initiatives of relevance to the study area, i.e. the NFEPA mapping and the 2017 Western Cape Biodiversity Spatial Plan (WCBSP). The latter provides a map of the areas of biodiversity importance for the entire province (covering terrestrial, freshwater, coastal and estuarine ecosystems). The WCBSP maps are the product of a provincial-wide systematic biodiversity plan that delineates CBAs (Terrestrial and Aquatic), ESAs (Critical and Other) and Other Natural Remaining Areas for each local authority within the province. These are areas that require safeguarding to ensure the continued existence and functioning of species and ecosystems, including the delivery of ecosystem services. Of note within the WCBSP from an aquatic perspective, are aquatic CBAs that are associated with wetland habitat along the road section at the following locations:

• km 32.72 north of Piketberg, associated with a tributary of the Pyls River; • km 45.61 to km 45.86: near the Pools Railway stop, associated with depression wetlands; • km 47.04: near Elandsvlei, associated with depression wetlands; and • km 48.0 to 48.16: near Spes Bona, associated with depression wetlands.

All remaining watercourse habitats have been mapped as aquatic ESAs that provide valuable ecological services as corridors for the movement of water and biota within the transformed landscape.

NFEPAs are intended to provide strategic spatial priorities for conserving South Africa’s freshwater ecosystems and supporting sustainable use of water resources. The upper Kruismans River Catchment has been mapped as a NFEPA River sub-catchment while the Soutkloof River Catchment has been mapped as an Upstream Catchment due to the fact that it feeds into the Kruismans River. The Kruismans River is recognised as a fish

sanctuary area for indigenous Cape kurper (Sandelia capensis) and Verlorevlei redfin minnows (Pseudobarbus verloreni). The Pyls River Catchment has not been identified as a River NFEPA (Figure 8).

FIGURE 8: FRESHWATER ECOSYSTEM PROTECTED AREAS MAP FOR THE AREA

4.5.1 Tributaries of the Pyls River and associated valley bottom wetlands The tributaries of the Pyls River (Grootfontein, Witvlei, Biesiesfontein, Smitsvlei and Waterkloof) drain the eastern slopes of the Piketberg. The N7 intersects these tributaries north of Piketberg up to approximately km 45.0. They are all relatively small seasonal foothill streams. Most of the streams consist of a shallow modified sandy channel. Much of the associated riparian vegetation along the streams has been removed, and the surrounding areas cultivated.

The indigenous vegetation which still remains along the watercourses consist mostly of the rush (Juncus kraussii) and common reed (Phragmites australis), together with kraalbos (Galenia africana), the restio (Elegia tectorum and kweek grass (Cynodon dactylon). Invasive alien plants such as Eucalyptus spp., Prosopis glandulosa and Artiplex nummularia occur along the watercourses. The larger watercourses associated with the Grootfontein, Biesiesfontein, Smitsvlei and Waterkloof rivers have associated valley bottom wetlands which tend to be dominated by Juncus kraussii (see Figure 9).

FIGURE 9: VIEW OF THE WATERKLOOF RIVER WITH ITS ASSOCIATED VALLEY BOTTOM WETLAND

4.5.2 Kruismans River and its tributaries and associated valley bottom wetlands Most of the watercourses crossed along the northern portion of the N7, Section 3 are located within the upper Soutkloof River Catchment (Blindefontein and Soutkloof) and other smaller tributaries of the Kruismans River which join the Kruismans River at Eendekuil (Palvieskloof). While the Kruismans River originates on the Piketberg Mountain and flows directly northwards, away from the N7, the Soutkloof and adjacent tributary to the north both arise on the Olifantsrivier Mountains and flow in a north-westerly direction to cross the valley floor before joining the Kruismans River.

As for the Pyls River tributaries, most of the natural vegetation surrounding these watercourses has largely been removed and replaced by cultivated areas, with the exception of the tributaries on the foot slopes of the Olifantsrivier Mountains (and the northern extent of the N7, Section 3 which have not been significantly modified by cultivation. The tributaries mostly consist of a shallow sandy or gravel channel where only a narrow strip of riparian vegetation remains, if at all. The vegetation associated with the streams on the valley floor resembles that of the Pyls River tributaries described above.

The tributaries which drain the foothills of the Olifantsrivier Mountains (tributaries of the Palvieskloof River) contain a slightly less impacted natural vegetation that differs from that of those on the valley floor. The riparian vegetation comprise of Searsia lucida, S. incisa, Dodonaea angustifolia, Euclea racemosa and Passerina corymbosa while within the watercourse channels, Phragmites australis reeds and the restio Elegia tectorum, rushes Juncus kraussii, J. acutus and Schoenoplectus scirpoideus occur. Also similar to the Pyls River tributaries described above, the larger watercourses associated with the Soutkloof and Palvieskloof Rivers have associated valley bottom wetlands which tend to be dominated by Juncus kraussii and patches of Phragmites reeds.

FIGURE 10: VIEW OF THE SOUTKLOOF RIVER AND ASSOCIATED VALLEY BOTTOM WETLANDS

FIGURE 11: VIEW OF ONE OF THE BAVIAANSKLOOF TRIBUTARIES OF THE KRUISMANS RIVER

4.5.3 Depression wetlands adjacent to the road A cluster of depression wetlands or hardpans/soil pans occur on the valley floor both east and west of the N7, Section 3 (see Figure 12). These depressions differ in extent from being about 2 000 m2 to being about 2 ha in extent. They also differ in condition from some still containing some natural vegetation to being used for cultivation, or modified for the storage of water. These aquatic features tend to be saline due to the underlying shale and their high evaporation rates and are typified by salinity-tolerant Sarcocornia spp., with little other vegetation present.

FIGURE 12: VIEW OF ONE OF THE DEPRESSION WETLANDS WITHIN THE VALLEY FLOOR

4.64.64.6 VVEGETATIONEGETATION

Most of the study area is part of the West Coast Renosterveld bioregion, and is located in the northern area known as the Swartland. This bioregion has a fairly distinct flora and is particularly rich in locally and regionally endemic plant species, as well as exceptionally rich in plant Species of Conservation Concern (SCCs), largely due to the large-scale habitat loss that has taken place historically, mainly due to agriculture.

The study area is also part of the Fynbos Biome and falls within the Greater Cape Floristic Region (GCFR). The GCFR is one of only six Floristic Regions in the world and is the only one largely confined to a single country (the Succulent Karoo component extends into southern Namibia). It is also by far the smallest floristic region, occupying only 0.2% of the world’s land surface, and supports about 11 500 plant species, which equates to over half of all the plant species in South Africa (on 12% of the land area). At least 70% of all the species in the Cape region do not occur elsewhere, and many have very small home ranges (these are known as narrow endemics). Many of the lowland habitats are under pressure from agriculture, urbanisation and alien invasive plants, and thus many of the range-restricted species are also under severe threat of extinction. Data from the nation-wide plant Red List process undertaken indicates that 67% of the threatened plant species in the country occur only in the south-western Cape. The south-western Cape is therefore of major national and global conservation priority.

The SA Vegetation map (see Figure 13) indicates that 95% of the original vegetation along the route is classified as Swartland Shale Renosterveld, with 3% being Leipoldtville Sand Fynbos and 2% being Swartland Silcrete Renosterveld.

Further details on the vegetation along the route are presented in the Botanical Impact Assessment (Appendix E1).

FIGURE 13: GENERAL VEGETATION

As mentioned above, there is very little remaining natural vegetation along the route, mainly due to intensive agriculture, and often the only remaining natural vegetation is within the road reserve (typically on steep cuttings). It is estimated that a total linear distance of only 8 000 – 9 000 m (26%) of the 34 000 m project route supports any significant natural vegetation, with negligible or no natural vegetation in the remainder of the study area along the route. Brushcutting (through roadside maintenance) continues to negatively impact many of the indigenous vegetation remnants, and about 70% of the road reserve is cut with “bossieslaners” on tractors (the rest with weedeaters).

Swartland Shale Renosterveld is listed as a Critically Endangered vegetation type on a national basis. Less than 8% of this vegetation type remains, less than 1% is conserved and the national conservation target is 26%. As previously noted, the primary driver of habitat loss has been agriculture. Given the Critically Endangered status of this vegetation type, all remaining example of this habitat, even where fairly degraded, should ideally be conserved.

SCCs identified along the proposed project route are listed in Table 11 below.

TABLE 11: SPECIES OF CONSERVATION CONCERN OCCURING ALONG THE N7, SECTION 3 Route Section Species Conservation Status km 33.40 – km 33.70 Aspalathus wurmbeana Endangered km 33.75 – km 34.32 Aspalathus wurmbeana Endangered km 39.36 – km 39.68 Aspalathus wurmbeana Endangered km 40.50 – km 40.60 Aspalathus wurmbeana Endangered km 42.60 – km 42.77 Aspalathus wurmbeana Endangered km 43.20 – km 43.42 Aspalathus wurmbeana Endangered km 48.00 – km 48.19 Lachenalia bachmanii Endangered km 57.85 Leucadendron brunioides var. flumenlupinum Critically Endangered km 59.60 – km 59.90 Aspalathus wurmbeana Endangered km 60.90 - km 61.00 Limonium sp. nov. Unknown (undescribed species known only from clays in the (assumed Critically northern Swartland around Eendekuil (Prof. L. Mucina Endangered) – pers. comm.)) km 64.20 – km 64.50 Marasmodes oubinae Critically Endangered (eastern side) Oxalis pallens Endangered Oedera viscosa Near Threatened Lampranthus aduncus Data Deficient Annesorhiza refracta Endangered km 64.50 – km 65.30 Oxalis pallens Endangered (eastern side) Oedera viscosa Near Threatened Lampranthus aduncus Data Deficient Annesorhiza refracta Endangered Hesperantha pallescens Critically Endangered

4.74.74.7 BBIODIVERSITYIODIVERSITY AND TERRESTRIAL ECOSYSTEM STATUS As previously mentioned, the WCBSP provides a map of the areas of biodiversity importance for the entire province, covering terrestrial, freshwater, coastal and estuarine ecosystems. According to CapeFarmMapper (ver 2.2.1) there are various areas along the route which crosses CBA 2 (terrestrial), CBA 2 (river) and ESA 2 (restore from other land use) areas. The last 1-2 km of the northern end of the route traverses a CBA 1 (terrestrial) area (see Figure 14).

The NEM:BA provides for listing of threatened or protected ecosystems, in one of four categories: Critically Endangered (CR), Endangered (EN), Vulnerable (VU) or Protected. The purpose of listing threatened ecosystems is primarily to reduce the rate of ecosystem and species extinction. This includes preventing further degradation and loss of structure, function and composition of threatened ecosystems. The purpose of listing protected ecosystems is primarily to preserve witness sites of exceptionally high conservation value.

According to CapeFarmMapper (ver 2.2.1) the entire route falls within a Critically Endangered (A1 & D1) area (see Figure 15). “A1” indicates irreversible loss of natural habitat, where the remaining natural habitat is less than the biodiversity target for CR areas, while “D1” indicates threatened plant species associations, with more than 80% constituting threatened Red Data List species for CR areas.

Essentially, all the undisturbed natural vegetation along the route can be considered a terrestrial Critical Biodiversity Area (CBA1), as the underlying vegetation type (Swartland Shale Renosterveld) is Critically Endangered on a national basis.

Very High Sensitivity Areas from a botanical perspective were identified at the following locations: • km 61.00 (both sides); and • km 64.20 – Km 65.30 (eastern side) (see Figure 16).

As noted above, aquatic CBAs that are associated with wetland habitats are located at the following locations: • km 32.72 north of Piketberg, associated with a tributary of the Pyls River; • km 45.61 to km 45.86: near the Pools Railway stop, associated with depression wetlands; • km 47.04: near Elandsvlei, associated with depression wetlands; and • km 48.0 to 48.16: near Spes Bona, associated with depression wetlands.

The remaining watercourse habitats have been mapped as aquatic ESAs that provide valuable ecological services as corridors for the movement of water and biota within the transformed landscape. The upper Kruismans River Catchment has been mapped as a NFEPA River sub-catchment while the Soutkloof River Catchment has been mapped as a NFEPA Upstream Catchment due to the fact that it feeds into the Kruismans River.

FIGURE 14: BIODIVERSITY MAP OF THE STUDY AREA

FIGURE 15: ECOSYSTEM THREAT STATUS OF THE STUDY AREA

km 65.3

Winterhoek Mountain Catchment Area

km 64.2

Very high sensitivity

FIGURE 16: SENSITIVITY OVERLAY MAP FOR THE N7 SECTION 3

4.84.84.8 SOCIO-SSOCIOOCIOSOCIO---ECONOMICECONOMIC ASPECTS The Bergrivier Local Municipality is situated in the West Coast District Municipality in the Western Cape Province. The majority of the municipal area consists of farmlands, natural areas and coastal areas.

The information below was obtained from the Bergrivier Local Municipality Integrated Development Plan for 2017 – 2022, and is mostly based on the 2011 Census and 2016 Community Survey.

4.8.1 Demographics The population figure of the municipality increased from 46 327 in 2001 to 61 897 in 2011. This translates to a population growth of 2.8 % per annum. The main urban centres of Piketberg, Velddrif and Porterville have grown at 30 %, 50 % and 20 % respectively from 2001 to 2011.

The predominant language in the municipal area remains Afrikaans, which is spoken by 91 % of the population, followed by isiXhosa and English.

4.8.2 Education The literacy rate, which is an indicator of the levels of education and skill in the economy, is calculated as the proportion of persons 14 years and older who have successfully completed a minimum of 7 years of formal education. According to the Western Cape Government: Provincial Treasury: Municipal Economic Review and Outlook (MERO) 2015, the Municipality’s literacy level was 76.4 % in 2011 which is significantly lower than the Provincial and District norms of 87.2 % and 79.1 %, respectively. This constitutes an increase of 6 % since 2001.

4.8.3 Health Bergrivier local municipality has a high percentage of households with no access to private healthcare institutions and are dependent on the availability and access to public health care facilities. The municipality has 14 health care facilities in the municipal area, including 3 clinics, 5 satellite clinics, 4 mobile clinics, and 2 district hospitals. The Municipality has the lowest number of health facilities in the District.

Critical health issues in the Bergrivier municipal area have been identified as: • Migration and the influx of seasonal workers which result in a higher cases of diarrhoea and an increase in TB and other infectious diseases; • Health care facilities have difficulty in treating diseases such as HIV/AIDS and TB, because migrates move on without completing treatment courses; • Child health; • Maternal health; • Oral Health, especially high cases amongst young children; and • Increase in violence-related injuries, most of which arise as a result of substance abuse.

4.8.4 Poverty The intensity of poverty is measured by calculating the Poverty Gap Index, which is the average poverty gap in the population as a proportion of the poverty line. The Poverty Gap Index estimates the depth of poverty by

considering how far, on the average, the poor are from that poverty line. The Poverty Gap Index is a percentage between 0 and 100 %. A higher poverty gap index means that poverty is more severe.

The proportion of poor people in Bergrivier has increased from 1 % (2011) to 1,6 % (2016). The intensity of poverty, i.e. the proportion of poor people that are below the poverty line within the Bergrivier area, decreased from 43,7 % in 2011 to 41,5 % in 2016.

An estimated 48,9 % of households in Bergrivier fall within the low income bracket, of which 9,4 % have no income, while 44,9 % of the households fall in the middle income group (with 6,1 % in the higher income group).

The Bergrivier area experienced a slight decrease in the number of indigent households between 2014 and 2015.

4.8.5 Access to services The Bergrivier Local Municipality is a Water Services Provider and provides water services to all towns in its area of jurisdiction with the exception of Goedverwacht, Wittewater and De Hoek which are private towns. Water is provided to Wittewater and De Hoek at cost when so requested. All urban households have access to minimum standards of water and all indigent households receive their first 6 kl of water free.

Access to minimum sanitation services is defined as a ventilated pit latrine. The Bergriver Municipality provides sanitation services to all towns in its area of jurisdiction with the exception of Goedverwacht, Wittewater and De Hoek. Indigent households receive free basic sanitation. All urban households have access to minimum standards of sanitation.

Access to minimum electricity standards is defined as an electricity connection at the dwelling. National policy also requires that poor households should receive 50 kWh of free basic electricity per month. The municipality is responsible for the distribution of electricity in all urban areas with the exception of Goedverwacht, Wittewater and De Hoek. The Municipality only distributes electricity to a small portion of Eendekuil where the low cost houses are situated (162 households). Eskom distributes electricity to the areas not serviced by the municipality.

All households in urban areas, including Goedverwacht and Wittewater, have access to weekly refuse removal services. Business and other waste is removed by order. Refuse is taken to refuse transfer stations at Piketberg, Porterville and Aurora from where it is transported to the Highlands landfill site near Malmesbury in accordance with an agreement concluded with Swartland Municipality.

4.8.6 The economy and employment Bergrivier Local Municipality employed 16,1 % of the West Coast labour force in 2015 and employment growth remained stagnant with an average of 0,2 % per annum since 2005. The majority of the formally employed workforce operate within the low-skill sector (45,9 %). The semi-skilled sector employed 2,6 % of the workforce and declined by 0,4 % per annum since 2005. The informal sector employs 19,1 % of the workforce and grew substantially.

The wholesale and retail trade, catering and accommodation sectors are the most significant contributors to the economy, followed by the manufacturing, agriculture, forestry and fishing sectors. The wholesale and retail trade sector includes the tourism sub sector, which has been identified as a sector for future economic growth in the municipal area. Between 2000 and 2011, a total of 11 277 jobs were lost in the agriculture, forestry and fishing sectors. Agriculture nevertheless remains a very important economic driver of the Bergrivier economy.

4.94.94.9 CCULTURALULTURAL HERITAGE

The surrounding Swartland has been farmland for several centuries with a focus on dryland wheat and small stock production.

There are many heritage structures in the Swartland area, but only one farm complex was noted to be reasonably close to the N7 between km 53.13 – 56.68 (western side). This farm complex has its nearest building located approximately 60 m from the edge of the road, and is far enough from the road to not be impacted by the proposed project. A small brick and cement reservoir was found to occur immediately alongside the fence at km 39 (eastern side), but is located at least 10 m away from the proposed new road edge. Although it may be 60 years of age, it is essentially modern and disused.

Previous surveys and experience have shown that the Swartland typically does not contain archaeological materials. Nevertheless, rare isolated artefacts could be present in places. One area close to the Piekenierskloof Pass was specifically investigated because quartzite was more likely to be available. One Early Stone Age hand axe was found alongside a minor drainage line close to the base of the Piekenierskloof Pass, but this was located in an exposed area of soil and gravel well beyond the limit of the proposed project footprint.

The SAHRIS palaeosensitivity map showed the study area to be of zero (in the south of the route) and low (in the middle and north of the route) palaeontological sensitivity. Almond and Pether (2008 HWC technical report) report that, while it is theoretically possible that fossils may be present in the Malmesbury Group sediments of the area, none have yet been found.

Aside from rare archaeological artefacts that may be damaged or destroyed, and the small brick and cement reservoir that has little or no heritage value, the only impacts likely to occur relate to the removal of mature gum trees at km 51.89 – 54.44 southbound, km 51.89 – 54.44 southbound, and at km 53.13 – 56.68 northbound, and part of a beefwood windrow at km 61.17 – 65.72 northbound. These trees could be considered as being cultural features of the Swartland cultural landscape.

As the proposed project would trigger Section 38 (1)(a) of the NHRA, a NID was submitted to HWC on 25 March 2019. In correspondence dated 04 April 2019, HWC responded that there is no reason to believe that the proposed development would impact on heritage resources, thus no further action under Section 38 of the NHRA is required (see Appendix D5).

4.104.104.10 PPLANNINGLANNING CONSIDERATIONSCONSIDERATIONSONSONS 4.10.1 National Development Plan 2030

The National Development Plan (NDP) 2030 provides the context for all growth in South Africa, with the overarching aim of eradicating poverty and inequality between people in South Africa through the promotion of development. The NDP provides a broad strategic framework, setting out an overarching approach to confronting poverty and inequality based on the six focused and interlinked priorities. One of the key priorities is “More efficient and competitive infrastructure”. As noted in the NDP, infrastructure development is imperative to facilitate economic activity and it is conducive to growth and job creation. The NDP’s approach to enabling more efficient and competitive infrastructure is to strengthen and develop key services which, among other things, include commercial transport infrastructure. National and Provincial roads are the prime means of connecting people and moving cargo from small settlements and secondary towns to the centres of economic activity. The preservation, maintenance and expansion thereof are considered a priority.

4.10.2 Western Cape Provincial Spatial Development Framework

The Western Cape Provincial Spatial Development Framework sets out the policy framework within which the Western Cape Government can carry out its spatial planning responsibilities. The framework covers three interrelated themes and each theme contributes to the achievement of environmental preservation, social justice and economic efficiency. The themes relevant to the project are highlighted below:

Theme 2: Opening-up opportunities in the Provincial space-economy The Western Cape space economy is made up of the diverse economic activities in the Province’s urban and rural centres and the relationship of these places and spaces to the infrastructure that connects and supports them. Government can contribute to business success through the provision and maintenance of regional infrastructure. How infrastructure is organised in the space-economy fundamentally impacts on their viability, opens up livelihood and income earning opportunities, attracts private investment and promotes inclusive growth.

Theme 3: Developing Integrated and Sustainable Settlements The integrated and sustainable settlements agenda is holistic and covers five interrelated spatial themes namely, sense of place, access, land use and density, facilities and social services and housing. The provision of transport infrastructure will assist in reducing the space across the Province and within municipalities, hereby improving the access to, and consequently, affordability to services.

The proposed road improvement is aimed at improving an existing road corridor.

4.10.3 Bergrivier Municipal Spatial Development Framework (2019 – 2022)

The Bergrivier Municipal Spatial Development Framework seeks to provide guidance on how best to manage land use and plan to meet current and future needs for settlement growth and spatial development, and where best to direct scarce resources in order to achieve outcomes that are in line with the development principles

set out in the applicable national and provincial spatial planning legislation, namely Spatial Justice, Spatial Sustainability, Efficiency, Spatial Resilience and Good Administration.

Main access routes to and through the area are the north-south aligned N7 and the coastal R27 route. The east-west movement is mainly routed on the R399 and R44 routes with links from Velddrif via Piketberg to Porterville. The R44 offers a strategic link southward to Wellington and Paarl as well as a south-westerly link to Worcester and the N1 transportation corridor to the inland areas of South Africa and up to Gauteng.

The movement of freight within and through the municipal area largely occurs along the N7 north-south route, with major origin and destination points being the Greater Cape Metro, the Northern Cape and Namibia. Piketberg is located on the N7 Cape Town - Namibia corridor and functions as the “northern regional gateway”, linking Namibian, Northern Cape and northern West Coast markets to the Greater Saldanha and Greater Cape Metropolitan regions.

Industrial development has been targeted on the eastern side of the N7 within Piketberg. The proposed project is aligned with the Bergrivier Municipal Spatial Development Framework as the road improvement would take place largely within the existing road reserve, and there are no parcels of land targeted for acquisition within Piketberg on the eastern side of the N7. A parcel of land targeted for acquisition on the eastern side of the N7 is located north of Piketberg (between km 32.53 and km 32.62). There is a 20 m wide parcel of land targeted in the north-eastern corner of the current Piketberg Golf Course property in order to provide a layby, but this is not expected to significantly impact the golf course as the targeted parcel of land does not appear to cross any of the existing fairways.

4.10.4 Bergrivier Municipality IDP 2017 - 2022 The Bergrivier Municipality IDP indicates that the municipality’s mission is: “Commitment to sustainable development and the delivery of services that are responsive to the developmental needs of all communities within Bergrivier Municipality”.

Furthermore, the following is an overview of the strategic goals of the Bergrivier IDP: • Strategic Goal 2: Sustainable service delivery – Ensure all inhabitants have equal access to a high level of basic services, infrastructure development and sustainable maintenance that will contribute to the socio-economic growth of the municipal area; and • Strategic Goal 3: Facilitate an enabling environment for economic growth to alleviate poverty – Create an enabling environmental conducive to economic growth, the creation of local jobs and the attraction of investment

A key outcome of the proposed project is to ensure the safety and capacity of the road to accommodate future traffic volumes are improved, and in so doing to avoid hindering any associated economic growth in the region. This proposed project is thus in line with the overall objectives of the municipality’s IDP.

5 DESCRIPTION AND ASSESSMENT OF IMPACTS

This chapter provides a description and assessment of the identified key potential impacts that would result from the construction and operational phases of the project. Recommendations are also made to avoid, reduce, remediate or compensate for potential negative impacts and enhance potential benefits. The significance of potential impacts without and with mitigation (or enhancement) is provided. The methodology used to determine the significance of potential impacts is presented in Appendix F. The impacts which remain following mitigation are assessed and presented as residual impacts. The status of all impacts should be considered to be negative unless otherwise indicated.

5.15.15.1 CCONSTRUCTIONONSTRUCTION PHASE 5.1.1 Land Use

Description of the impact Strips of land ranging between 1 m and 25 m from the existing road reserve boundary, and mainly used for agricultural purposes, would need to be acquired in certain areas along the route in order to accommodate the road improvement. This land use would thus change from “agriculture” to “road reserve”.

Assessment In total approximately 21.8 ha of land would need to be acquired to accommodate the road improvement. Although the land use change would be permanent, the potential impact is expected to be of low intensity when considering the regional extent of potential impact, and would thus be of very low significance (after mitigation).

TABLE 12: IMPACTS ON LAND USE Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Permanent Permanent Intensity Low Very Low Probability Definite Definite Confidence Medium Very Low Consequence High High Significance MEDIUM VERY LOW

Reversibility Partially reversible Loss of resource Medium Mitigation potential Medium

Mitigation

• Avoid as much land acquisition outside the road reserve as possible during the design. • Avoid acquiring prime agricultural land (i.e. land currently under cultivation) as far as possible.

Cumulative impacts

As the proposed project would have very limited impacts on the land use, it is likely that the potential residual cumulative impacts of the proposed project, particularly in the context of the entire N7 route, would also be of LOW to VERY LOW negative significance. With the effective implementation of the recommended mitigation measures, the cumulative impacts on the land use would be maintained at an acceptable level.

5.1.2 General Construction-Related Impacts

Description of the impact Construction activities such as vegetation clearing, earth moving, widening of road cuttings, road bed preparation, movement of vehicles, batching and soil stockpiling could lead to dust generation which may have an impact on local air quality, especially during the dry summer season. Exhaust emissions from construction equipment and vehicles could also have an impact on local air quality, although to a much lesser extent than the dust generation described above. Given the rural nature of majority of the route, local receptors are generally located along urban areas and farm dwellings, and would thus not likely be materially affected. Other possible receptors would be users of the road when travelling past/through the site.

Some construction activities (e.g. pile driving, grinding, road material loading/unloading, hammering, excavating, material transport/storage, etc.) could lead to increased noise and dust generation that may affect nearby residents.

Assessment The extent of potential impacts on air quality during the construction phase is expected to be localised (i.e. limited to the construction areas) over the short term. After mitigation the intensity of the potential impacts on air quality, and the potential impacts as a result of noise and dust generation, is expected to be low, thus resulting in very low overall impact significance.

TABLE 13: GENERAL CONSTRUCTION-RELATED IMPACTS (AIR QUALITY, DUST AND NOISE NUISANCE) Criteria Without Mitigation With Mitigation Extent Local Local Duration Short Term Short Term Intensity Medium Low Probability Definite Probable Confidence Very Low Very Low Consequence High Medium Significance VERY LOW VERY LOW

Reversibility Fully reversible Loss of resource Low Mitigation potential Low

Mitigation • Ensure that the generation of dust is minimised by implementing a dust control programme (with due consideration to conserving water). • Ensure vehicles and equipment are adequately maintained and in good working order. • Ensure that the exposed soil and material stockpiles are adequately protected against the wind. • Ensure that vegetation clearance is kept to a minimum. • Limit activities resulting in high noise levels (e.g. pile driving, grinding, road material loading/unloading, hammering, excavating, etc.) to the daytime.

Cumulative impacts

As the proposed project would have very limited general construction-related impacts it is likely that the potential residual cumulative impacts of the proposed project, particularly in the context of the entire road section, would also be of LOW to VERY LOW negative significance. With the effective implementation of the recommended mitigation measures the cumulative impacts would be maintained at an acceptable level.

5.1.3 Freshwater Ecosystems

Description of impact

The activities associated with the proposed project would need to take place within or adjacent to watercourses and wetland habitats (particularly at bridge and culvert expansion sites), and would therefore have impact on the aquatic habitats and surface water quality.

There are approximately 22 watercourse crossings and two depression wetlands along this proposed project route. Two bridge structures and fifteen major culverts would need widening along the route. The potential loss of wetland habitat is limited and comprises largely of degraded wetland fringe areas as many of the aquatic features have been impacted by agriculture and invasive alien plants. However, the watercourse habitats along the route have been mapped as aquatic ESAs that provide valuable ecological services as corridors for the movement of water and biota within the transformed landscape, in particular the tributaries that drain the foothills of the Olifantsrivier Mountains.

Potential contamination of watercourses from activities such as fuel storage and refuelling, oil storage and handling, equipment/vehicle breakdowns, hazardous substance storage and handling, waste management, etc. could have an impact on surface water quality due to the proposed project activities. Most of the smaller tributaries along the route are seasonal to ephemeral.

Assessment

The road and associated structures (e.g. bridges and culverts) are already in existence adjacent to, or within, the freshwater features which have been significantly disturbed in most areas. The road, together the surrounding agricultural activities and with some other physical modifications to the freshwater features have resulted in the current ecological condition of the watercourses and wetland areas. It is expected that the potential impacts of the proposed project on aquatic habitats and surface water quality would be regional in extent (when considering the entire road section) but will take place over the short term (water quality) to long

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) terms (aquatic habitat). After mitigation the resultant significance ratings are thus assessed to be Low (for water quality) and Medium (for aquatic habitats).

TABLE 14: IMPACTS ON AQUATIC HABITATS Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Long Term Long Term Intensity Medium Low Probability Definite Probable Confidence High Medium Consequence High Medium Significance HIGH MEDIUM

Reversibility Partially reversible Loss of resource Medium Mitigation potential Low

TABLE 15: IMPACTS ON SURFACE WATER QUALITY Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Short Term Short Term Intensity High Medium Probability Definite Probable Confidence Medium Low Consequence High Medium Significance MEDIUM LOW

Reversibility Partially reversible Loss of resource Low Mitigation potential Low

TABLE 16: FRESHWATER ECOSYSTEMS – LOCATION SPECIFIC MITIGATION MEASURES Location Mitigation measures Grootfontein, Witvlei and • Ensure the watercourse channels at the crossings remain open and are not constricted as a result of the works (i.e. the Biesiesfontein Rivers conveyance capacity of the channels must not be reduced). (km 31.53 to km 38.7) • Do not raise or deepen the base level of the watercourses. • Should significant areas of cover vegetation be removed in the watercourse channels and associated wetland areas, ensure that these areas are revegetated with indigenous vegetation occurring within watercourse and wetland areas. • To minimise the impact thereof on the adjacent wetland areas, ensure that stormwater runoff from the road, particularly where there are steeper gradients, do not lead to erosion and sedimentation of the watercourses and wetland areas. • Do not place laydown areas or stockpiles within 32 m of the watercourses and wetlands. Smitsvlei and Waterkloof Rivers • Ensure the watercourse channels at the crossings remain open and not be constricted as a result of the works (i.e. the (km 38.7 to km 44.4) conveyance capacity of the channels must not be reduced). • Do not raise or deepen the base level of the watercourses. • Should significant areas of cover vegetation be removed in the floodplain, ensure that these areas are revegetated with indigenous vegetation occurring within the downstream wetlands. • To minimise the impact thereof on the adjacent wetland areas, ensure that stormwater runoff from the road, particularly where there are steeper gradients, do not lead to erosion and sedimentation of the watercourses and wetland areas. Depression wetlands (km 44.4 to • Any impacts to the depression wetlands as a result of the proposed works should be limited as far as possible and the km 50.6) areas rehabilitated afterwards. • Do not place spoil material in the wetlands. • Ensure that infilling of wetland habitats is avoided. • Should significant areas of cover vegetation be removed in the watercourses and wetland areas, ensure that these areas are revegetated with indigenous vegetation occurring within the downstream wetland/watercourse (such as Sarcocornia). • Ensure invasive alien plants within the road reserve are monitored and removed on an ongoing basis according to suitable methods. • Undertake regular monitoring of the culverts to ensure that they do not become blocked or eroded. • Flow feeding the wetlands at the road must not be altered by the proposed road works. Blindefontein and Soutkloof Rivers • Ensure the watercourse channels at the crossings remain open and not be constricted as a result of the works (i.e. the (km 50.6 to km 59) conveyance capacity of the channels must not be reduced). • Limit work within the watercourses and wetland areas as far as possible and the areas shall be rehabilitated as soon as

Location Mitigation measures possible afterwards. • Do not place spoil material in the watercourses. • Do not raise or deepen the base level of the watercourses. • Prevent disturbed sediment from the works in the watercourses from impacting on the aquatic habitats downstream. • Should significant areas of cover vegetation be removed in the floodplain, ensure that these areas are revegetated with indigenous vegetation occurring within the wetland/watercourse. • Ensure invasive alien plants within the road reserve are monitored and removed on an ongoing basis according to suitable methods. • Undertake regular monitoring of the culverts to ensure that they do not become blocked or eroded. Palvieskloof and Baviaanskloof • Should significant areas of cover vegetation be removed in the floodplain, ensure that these areas are revegetated with Rivers (km 59 to km 65.3) indigenous vegetation occurring within the wetland/watercourse (such as Juncus kraussii). • Ensure invasive alien plants within the road reserve are monitored and removed on an on-going basis according to suitable methods. • Undertake regular monitoring of the culverts to ensure that they do not become blocked or eroded. • Do not raise or deepen the base level of the watercourses.

Mitigation

• Ensure the identified location-specific mitigation measures as indicated in Table 16 are above are implemented during construction in addition to the general mitigation measures as outlined below. • Limit work within the watercourses and wetland areas as far as possible. • Ensure disturbed areas are rehabilitated as soon as possible. • Ensure construction adjacent to the watercourses and wetlands are undertaken during the drier months of the year as far as possible. • Ensure construction within the watercourses takes place during the no flow period (November to March) as far as possible. • Remove excess spoil material and solid waste and ensure it is disposed of at approved disposal waste sites. • Once construction is complete, rehabilitate the area to resemble that of the surrounding natural landscape (using suitable local indigenous plants as occur at that particular area). • Ensure that culvert and bridge structures do not concentrate the flow or alter the current watercourse channel shape and bed level from that upstream and downstream of the point where the road crosses the watercourse. • Ensure that stormwater runoff from the road, particularly where there are steeper gradients, do not lead to erosion and sedimentation of the watercourses and wetland areas. • Ensure invasive alien plants within the road reserve are monitored, removed and disposed on an ongoing basis according to appropriate methods. These include Acacia saligna, Maireana brevifolia Eucalyptus spp., Prosopis glandulosa and Artiplex nummularia. • Prevent the direct discharge of potentially contaminated runoff into the watercourses and wetland areas. • Store and handle all hazardous materials and waste in a suitable manner, and at least 32 m outside of the watercourses and wetlands. • Do not place laydown areas or stockpiles within 32 m of the watercourses and wetlands.

Cumulative impacts

The watercourses and wetland areas associated with the Pyls Tributaries within the Berg River Catchment, and the Kruismans Tributaries in the Verlorevlei Catchment, have already been modified as a result of the current road, surrounding land use and ongoing road maintenance activities. Considering that the proposed project is an improvement of the existing road, with intended improvements to the hydraulic capacity of the structures along the road section, and have limited widening at the aquatic features, it is expected the potential cumulative residual impact of the proposed project on aquatic habitats and surface water quality would be of LOW to VERY LOW significance.

5.1.4 Vegetation

Description of impact The project activities would potentially have an impact on the vegetation in the form of vegetation clearing and potential spread of alien invasive plant species. However, the vegetation along the route has been significantly disturbed and alien invasive species were located at various areas along the route.

Construction activities such as earth moving, widening of road cuttings, road bed preparation, movement of vehicles, batching and soil stockpiling could lead to dust generation which may affect vegetation (including crop fields) located immediately adjacent to the road.

The primary potential impact of concern is the loss of habitat, which would lead to a loss of Critically Endangered vegetation remnants, which often contain Species of Conservation Concern (SCCs). For annuals most disturbance can be regarded as temporary (as the seeds are highly mobile), but for shrubs, succulents and bulbs it can be permanent.

Assessment

For the purpose of the botanical assessment the vegetation units were categorised as follows: • Very High sensitivity vegetation; • High sensitivity vegetation; and • Medium sensitivity vegetation.

These sensitivity areas are shown in Figure 17 below. All remaining areas were considered to be of low botanical sensitivity.

The extent of the potential impacts can be regarded as mostly local (immediate site), but with the qualifier that the vegetation type concerned is Critically Endangered on a national basis, and many of the threatened plant species are found nowhere else in the world. Further assessment of the Very Hugh, High and Medium sensitivity vegetation is presented below.

FIGURE 17: VEGETATION SENSITIVITIES ALONG THE PROJECT ROUTE

Impacts on Very High sensitivity vegetation A linear total of approximately 1 220 m of Very High sensitivity vegetation (all Critically Endangered) is likely to impacted by the proposed construction (prior to mitigation), in two stretches. The actual total area of the loss is likely to be at least three times this (3m lateral expansion of road and cuttings), and would therefore be about 0.4 ha. This would directly impact on an undescribed Limonium sp. at km 61.0 and at least five other SCCs are located within the eastern road reserve between km 64.20 – km 65.30, including at least one Critically Endangered species (Marasmodes oubinae) known from here (approx. 20% of known total population) and only 3 other subpopulations.

The mitigation potential of the shrubby SCCs from this area (Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. nov.) is not currently known. As there is so little remaining natural habitat in the northern Swartland region securing a suitable conservation area for these transplants is likely to be difficult.

Prior to mitigation the intensity of the potential impacts on Very High sensitivity vegetation is expected to be high, of regional extent and permanent. As such the significance is deemed to be very high. As such the only acceptable mitigation here would be avoidance. Due to the identification of the Very High sensitivity area on the east side of the route between km 64.20 and km 65.30 a revised layout was requested in order to avoid impacts on these area by expanding the road to the west instead of expansion to the east . The layout was subsequently revised and is presented in Figure 18.

After mitigation the intensity of the potential impacts on Very High sensitivity vegetation is expected to be medium, of regional extent and medium term. As such the significance is deemed to be medium.

FIGURE 18: REVISED LAYOUT FOR THE SECTION FROM KM 64.2 – KM 65.3, SHOWING AVOIDANCE OF THE VERY HIGH SENSITIVITY VEGETATION LOCATED EAST OF THE CURRENT ROADWAY

TABLE 17: IMPACT ON VERY HIGH SENSITIVITY VEGETATION AREAS Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Permanent Medium Term Intensity High Medium Probability Definite Definite Confidence High High Consequence Very High Medium Significance VERY HIGH MEDIUM

Reversibility Irreversible Loss of resource High Mitigation potential High

Impacts on High sensitivity vegetation A linear total of approximately 3 338 m of High sensitivity vegetation is within the study area, but only about 2 375 m is likely to be impacted upon during the construction phase (i.e. not all portions will be impacted). The actual total area of the loss is likely to be at least three times this (3 m lateral expansion of road and cuttings), and would therefore be around 0.7 ha in total.

The only plant SCCs known to occur within the High sensitivity sections to be impacted is Aspalathus wurmbeana (Endangered), and it is estimated that about 50 plants occur in these sections, which constitutes about 75% of the population along this section of the N7.

The primary mitigation here would be avoidance of at least 50 % all High sensitivity vegetation areas, including a Search and Rescue programme for Aspalathus wurmbeana in all areas to be impacted.

After mitigation the intensity of the potential impacts on High sensitivity vegetation is expected to be medium, of regional extent and medium term. As such the significance is deemed to be medium.

TABLE 18: IMPACT ON HIGH SENSITIVITY VEGETATION AREAS Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Permanent Medium Term Intensity High Medium Probability Definite Definite Confidence High High Consequence Very High Medium Significance VERY HIGH MEDIUM

Reversibility Irreversible Loss of resource High Mitigation potential High

Impacts on Medium sensitivity vegetation A linear total of approximately 4 120 m of Medium sensitivity vegetation is located along the project route; however, only 3 420 m is likely to impacted upon during the construction phase (i.e. not all portions will be impacted). The actual total area of the loss is likely to be at least three times this (3m lateral expansion of road and cuttings), and would therefore be around 1.0 ha.

No plant SCCs are known or likely to occur in viable or significant numbers within the Medium sensitivity vegetation areas, although in some of these areas limited numbers (generally five plants or less) of Aspalathus wurmbeana (Endangered) are present.

The primary mitigation here would be avoidance of 50% of Medium sensitivity areas, and rehabilitation of the road reserve using as many locally indigenous plant species as possible.

After mitigation the intensity of the potential impacts on Medium sensitivity vegetation is expected to be medium, of local extent and long term. As such the significance is deemed to be Low.

TABLE 19: IMPACT ON MEDIUM SENSITIVITY VEGETATION AREAS Criteria Without Mitigation With Mitigation Extent Local Local Duration Permanent Medium Term Intensity Medium Medium Probability Definite Probable Confidence High Medium Consequence Medium Medium Significance MEDIUM MEDIUM

Reversibility Partially reversible Loss of resource Medium Mitigation potential Low

Mitigation

• For Very High sensitivity vegetation areas: o Implement the revised layout (as shown in Figure 18 of the report) in order to avoid the Very High sensitive vegetation located within the eastern road reserve between km 64.20 – km 65.30. o A Plant Search and Rescue plan/programme and restoration/rehabilitation plan/programme must be developed by a suitably qualified botanist (i.e. someone with proven experience with restoration using this type of vegetation). o Implement a Plant Search and Rescue at km 61.0 for Limonium sp nov. o A plant nursery (or suitable secure receiving area) at a suitable location must be established to assist with restoration/rehabilitation. This requirement must be included in the restoration/rehabilitation plan/programme. o The restoration/rehabilitation plan/programme for Very High, High and Medium sensitivity vegetation areas must include experiments with rooted cuttings of the shrubby SCCs from this area (Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. nov.) prior to commencement of construction. o Clearly demarcate and prevent access at the eastern edge of the existing informal pull-off, located east of the road, between km 64.34 – km 64.46, as Critically Endangered plants occur very close to the current road edge (Very High sensitivity vegetation area). If safe and possible, provide a standard crash barrier along this eastern edge of this section in order to prevent/limit vehicular access. The exact placement of such a barrier must be done in consultation with a suitably qualified botanist. • For High sensitivity vegetation areas: o Avoid at least 50% of the High sensitivity vegetation areas. o Implement a Plant Search and Rescue programme for Aspalathus wurmbeana in all areas to be impacted.

o All Plant Search and Rescue plans/programmes and any restoration/rehabilitation plan/programme must be developed by a suitably qualified botanist (i.e. someone with proven experience with restoration using this type of vegetation). o A sensitive hardpan/soil pan area (containing Endangered Lachenalia bachmanii) is located east of the road between km 47.98 – km 48.19. The road reserve must be widened to the east by 20 m at this point to include a section of the sensitive pan habitat for conservation within the new road reserve (as indicated in Figure 8 of the Botanical Impact Assessment Report). o A plant nursery (or suitable secure receiving area) at a suitable location must be established to assist with restoration/rehabilitation. This requirement must be included in the restoration/rehabilitation plan/programme. o The restoration/rehabilitation plan/programme must include experiments with replanting (from rooted cuttings) and germinating seeds of Aspalathus wurmbeana. • For Medium sensitivity vegetation areas: o Avoid at least 50% of the Medium sensitivity vegetation areas. o Rehabilitate the road reserve using as many indigenous species as possible, including at least 60 plants of Aspalathus wurmbeana (from rooted cuttings and seed following successful experiments as referred to above). • General mitigation (all areas): o Replanting must be done in suitable habitats either in new road reserve areas (after completion of construction) or nearby areas of secure, similar habitat. These translocation areas must be identified by a suitably qualified botanist in consultation with CapeNature and landowners prior to commencement of construction. Areas should ideally be located within 10 km of the road, and ideally within already formally protected areas, or a process carried out whereby the identified landowners agree to conserve the receiving area in perpetuity (by means of a signed Contract Reserve status with CapeNature). The receiving areas may need to be fenced off and clearly demarcated as conservation areas to prevent accidental future losses. o The entire restoration/rehabilitation process should be completed within three years after completion of construction. o At least 10% of the cuttings and seedlings, if rooted successfully, must be replanted into suitable road cuttings once construction has been completed. Replanting should be undertaken in early winter, after good rains. o Conserve shrubby vegetation (excluding alien invasive plant species) along the route where possible. This would include Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. nov.

Cumulative impacts No significant botanical constraints are present along the majority of the proposed project route. The original layout was amended to avoid the Very High sensitivity area on the east side of the route between km 64.20 and km 65.30 (at the base of the Piekenierskloof Pass). In addition, not all the identified High and Medium sensitivity vegetation areas will be impacted as the expansions will take place mostly on the western side of the road, and within the existing road reserve. Plant species diversity is low to very low in the High and Medium sensitivity vegetation areas. Search and Rescue of the SCCs, restoration/rehabilitation, restricting access to

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) certain areas, and the proposed formal conservation of the additional receiving areas should adequately mitigate the potential cumulative impacts to an acceptable level.

5.1.5 Biodiversity and Terrestrial Ecosystems

Description of impact Potential impacts on biodiversity and ecosystems could be expected as a result of construction activities such as vegetation clearance, disturbance of watercourse and wetland areas, dust generation, generation of noise and hunting/trapping of animals, etc. Potential spreading of alien invasive plant species as result of construction activities would also have an impact on biodiversity and ecosystems.

Assessment There are various areas along the route which crosses CBA 1 (terrestrial), CBA 2 (terrestrial), CBA 2 (river) and ESA 2 the entire route falls within a Critically Endangered (A1 & D1) area. Based on the botanical assessment various SCCs were identified, especially in the Very High sensitivity vegetation area located at km 61, and between km 64.20 and km 65.30. The layout has been revised to avoid the Very High sensitivity vegetation area between km 64.20 and km 65.30 and search and rescue has been recommended for the area located at km 61. In addition, not all the identified High and Medium sensitivity vegetation areas will be impacted as the expansions will take place mostly on the western side of the road, and within the existing road reserve. Plant species diversity is low to very low in the High and Medium sensitivity vegetation areas.

The smaller watercourses along the N7 road within the study area are in general of low ecological importance and sensitivity (EIS) with the larger watercourses being of moderate to low EIS. The Soutkloof River is considered of moderate EIS due to the fact that it is a larger river that feeds the Kruismans River in the upper Verlorevlei Catchment. Due to the seasonal nature of the flow within the watercourses and the fact that the N7 road crosses the upper reaches of the streams, it is unlikely that there are any indigenous fish present in the streams; however, the Kruismans River is recognised as a fish sanctuary area for indigenous fish species. The Kruisman river runs between 3 and 4 km west of the N7; however strict mitigation will be required at all bridge and culvert construction areas, in particular the four aquatic CBA sections. These aquatic CBA sections are as follows: • km 32.72 (associated with a tributary of the Pyls River); • km 45.61 to km 45.86 (associated with the depression wetlands); • km 47.04 (associated with the depression wetlands); and • km 48.0 to 48.16 (associated with the depression wetlands).

In general, the depression wetland areas are considered to be in a largely modified (D category) ecological state and the valley bottom wetland areas in a moderately modified (C category) ecological state with impacts being as a result of habitat modification associated with cultivation activities within the wetland areas. Nonetheless, the valley bottom wetlands are linked in terms of the ecological value to the watercourses in which they occur, and even though the depressions are degraded they contain a unique aquatic habitat and specific associated biota.

In light of the above the potential impacts on biodiversity and ecosystems is assessed to be regional in extent over the long term. After mitigation the intensity of the potential impacts on biodiversity and ecosystems is expected to be medium, resulting in a residual impact of medium significance.

TABLE 20: IMPACTS ON BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Permanent Medium Term Intensity High Medium Probability Probable Probable Confidence Medium Low Consequence Very High Medium Significance VERY HIGH MEDIUM

Reversibility Partially reversible Loss of resource Medium Mitigation potential Medium

Mitigation • Ensure that the above-mentioned recommendations for freshwater ecosystems and vegetation, as well as those listed below, are implemented effectively. • Implement the following: o Avoid construction work during the night-time where possible. o Instruct staff not to disturb, injure, capture or hunt any fauna. o Ensure that collection of wood (for fire) from areas with indigenous vegetation does not take place. o Ensure that vegetation clearance is kept to a minimum.

Cumulative Impacts The watercourses and wetland areas adjacent to the proposed road improvements have already been modified as a result of surrounding land use activities, the current road, previous road construction activities and the ongoing road maintenance activities. In addition there are limited areas of intact Swartland Shale Renosterveld along the route, and the original layout was amended to avoid the Very High sensitivity area on the east side of the route between km 64.20 and km 65.30 (at the base of the Piekenierskloof Pass). Taking this into consideration, and the fact that the proposed project is an improvement of the existing road (with limited widening), one can expect that the potential cumulative impacts of this proposed project on biodiversity and ecosystems to be of MEDIUM to significance.

5.1.6 Socio-Economic Aspects

Description of impact The proposed project would create temporary employment opportunities and business opportunities during the construction phase.

The movement of construction vehicles and / or personnel to and from the construction site may lead to possible disruptions to traffic along the existing road and result in an inconvenience to road users. As highlighted above, strips of private land (currently used for agricultural purposes or open fields) will need to be acquired in certain areas on the route in order to accommodate the road improvement.

Assessment The scale of temporary employment (including the level of local employment) and business opportunities which would be available as part of the proposed project is currently unclear as this will only be established in detail during the construction procurement stage. According to the SANRAL Procurement Policy, 80% and more of the work is to be executed by small contractors of which 90% is to be executed by black companies, and the contract must include specifications for targeting of local labour and women. This is expected to lead to a positive socio-economic impact of medium intensity, but is expected be local in extent over the short term and thus of very low significance (after enhancement).

Disruptions to traffic is expected be local in extent and over the short term (mainly as a result of lane deviations/closures, stop-and-go’s and movement of construction vehicles). After mitigation the intensity of the potential impacts on traffic is expected to be low, and of very low significance.

In total approximately 21.8 ha of land would need to be acquired to accommodate the road improvement. This could lead to potential economic impacts on the agricultural land owners (over the long term). However, this consists of strips of land ranging between 1 m and 25 m from the existing road reserve boundary which is spread across 24 properties (2 erven and 22 farms) along the proposed project route, and a “willing buyer willing seller” model would be implemented for the proposed land acquisition. Although the land acquisition would be permanent, the potential impact is expected to be of low to very low intensity within the regional context, and would thus be of very low significance (after mitigation).

TABLE 21: SOCIO-ECONOMIC IMPACTS - EMPLOYMENT Criteria Without Enhancement With Enhancement Extent Local Local Duration Short Term Short Term Intensity Low Medium Probability Probable Probable Consequence Very Low Very Low Confidence Medium Medium Significance VERY LOW (POSITIVE) VERY LOW (POSITIVE)

Reversibility Not Applicable (Positive Impact)

Criteria Without Enhancement With Enhancement Loss of resource Not Applicable (no resources impacted) Enhancement potential Very Low

TABLE 22: SOCIO-ECONOMIC IMPACTS - INCONVENIENCE TO ROAD USERS Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Short Term Short Term Intensity Medium Low Probability Definite Probable Consequence Low Very Low Confidence High Medium Significance LOW VERY LOW

Reversibility Fully reversible Loss of resource Not Applicable (no resources impacted) Mitigation potential Low

TABLE 23: SOCIO-ECONOMIC IMPACTS - LAND ACQUISITION Criteria Without Mitigation With Mitigation Extent Regional Regional Duration Permanent Permanent Intensity Low Very Low Probability Definite Probable Consequence Medium Very Low Confidence High Medium Significance MEDIUM VERY LOW

Reversibility Not reversible Loss of resource Medium Mitigation potential Medium

Mitigation • Ensure that the “willing buyer, willing seller” model is pursued for the proposed land acquisition as far as possible. • Provide fair and timely compensation to landowners affected by land acquisition. • Ensure that safe and effective traffic control is implemented during construction. • Provide sufficient signage to warn road users of the presence of construction works and of traffic arrangements.

Enhancement • Establish a Project Liaison Committee (PLC), comprising of representatives of SANRAL, the main contractor and members of the local community (as elected by the community). • Ensure that procurement specifications as stipulated in the SANRAL Procurement Policy is implemented, with a focus on project area-specific local employment.

Cumulative Impacts The potential residual cumulative impacts relating to employment are deemed to be of LOW to VERY LOW significance due to the relatively small scale of the proposed project when compared to larger/new road construction projects. The potential residual cumulative impacts relating to land acquisition are deemed to be of LOW to VERY LOW significance due to the fact that a total of 21.8 ha, spread across 24 properties (2 erven and 22 farms) in the region along the prosed project route. The potential residual cumulative impacts related to traffic inconvenience is deemed to be of LOW to VERY LOW significance due to the fact that construction will be undertaken over the short term and over phases along the proposed project route (instead of the entire project route being improved at once).

5.1.7 Cultural Heritage

Description of impact There are many heritage structures in the Swartland area, but only one farm complex was noted to be reasonably close to the N7 between km 53.13 – 56.68 (west side). This farm complex had its nearest building located approximately 60 m from the edge of the road, and is far enough from the road to not be impacted by the prosed project. A small brick and cement reservoir was found to occur immediately alongside the fence at km 39 (east side), but is located at least 10 m away from the proposed new road edge. Although it may be 60 years of age it is essentially modern and is disused. However, occasional large gum trees occur along the road and are considered as being cultural features of the Swartland cultural landscape. These occur at km 51.89 – 54.44 southbound, km 51.89 – 54.44 southbound, and at km 53.13 – 56.68 northbound, and part of a beefwood windrow at km 61.17 – 65.72 northbound. These trees could be considered as being cultural features of the Swartland cultural landscape.

One Early Stone Age hand axe was found alongside a minor drainage line close to the base of the Piekenierskloof Pass, but this was located in an exposed area of soil and gravel well beyond the limit of the proposed project footprint.

Assessment The only impacts on cultural heritage likely to occur relate to the removal of mature Eucalyptus trees at km 51.89 – 54.44 southbound, km 51.89 – 54.44 southbound, and at km 53.13 – 56.68 northbound, and part of a beefwood windrow at km 61.17 – 65.72 northbound. Removal of mature Eucalyptus and beefwood trees, should it occur, would be of a local extent, long term/permanent duration and low intensity. The potential impact is thus rated as being of low significance.

TABLE 24: CULTURAL HERITAGE IMPACTS Criteria Without Mitigation With Mitigation Extent Local Local Duration Long Term Long Term Intensity Low Very Low Probability Probable Probable Consequence Low Low Confidence Medium Medium Significance LOW LOW

Reversibility Irreversible Loss of resource Very Low Mitigation potential Very Low

Mitigation • If possible, avoid removing or damaging the other mature Eucalyptus trees along the route. • The Contractor should develop and implement a cultural heritage Chance Find Procedure (with particular focus on excavations) prior to commencement of construction. This procedure shall contain steps on who to notify, and what to do in the event of discovering archaeological or heritage resources (including burial grounds/graves).

Cumulative Impacts The cumulative impacts on cultural heritage resources (archaeological and palaeontological) is expected to be LOW to VERY LOW due the fact that very limited to no cultural heritage resources are located within the proposed project area of influence.

5.25.25.2 OOPERATIONALPERATIONAL PHASE 5.2.1 Freshwater Ecosystems

Description of impact

Potential operational phase impacts on the aquatic habitats and surface water quality are likely to occur as a result of routine road maintenance activities (e.g. work to bridges/culverts, vegetation management, etc.), the potential encroachment of invasive alien vegetation into the freshwater features over time and modification to stormwater runoff from the road (with associated sediment loads).

Assessment Potential impacts on the aquatic habitats and surface water quality are expected to be local in extent over the long term (the maintenance periods are of short duration but will need to take place many times over the operational phase of the proposed project). After mitigation the intensity of the potential impacts on the

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) aquatic habitats and surface water quality is expected to be zero to very low, this resulting in a residual impact of very low significance.

TABLE 25: IMPACTS ON AQUATIC HABITATS AND SURFACE WATER QUALITY Criteria Without Mitigation With Mitigation Extent Local Local Duration Long Term Long Term Intensity Low Zero to Very Low Probability Probable Probable Consequence Low Very Low Confidence Medium Medium Significance LOW VERY LOW

Reversibility Partially reversible Loss of resource Low Mitigation potential Very Low

Mitigation

• Conduct maintenance works in accordance with an approved Routine Road Maintenance Programme. • Implement the following as part of the Routine Road Maintenance Programme: o Minimise the spatial extent of disturbance. o Minimise the frequency of (or requirement for) maintenance activities. o Do not impede the movement of aquatic and riparian biota. o Minimise alterations to flow- and sediment-capacity. o Rehabilitate and re-vegetate disturbed areas as soon as possible. o Clear alien invasive plant species. o Restrict maintenance activities to the dry season where possible. o Prevent erosion and rehabilitate eroded areas. o Use existing access routes as far as possible. o Store and handle all hazardous materials and waste in a suitable manner, and at least 32 m outside of the watercourses and wetlands. o Remove excess spoil material and solid waste and ensure it is disposed of at approved waste disposal sites. o Ensure maintenance activities do not lead to channelization or canalisation of the watercourses. o Remove cleared woody material from the areas adjacent to the watercourse and wetlands to prevent it being washed into the watercourses or wetlands.

Cumulative Impacts The watercourses associated with the Pyls River and Kruisman River Tributaries, and the depression wetlands have already been modified as a result of the current road, surrounding land use and ongoing road maintenance activities. Considering that the maintenance periods are of short duration and low intensity, it is

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) expected that the potential cumulative impacts on aquatic habitats and surface water quality during the operational phase would be of LOW to VERY LOW significance.

5.2.2 Vegetation

Description of impact Potential operational phase impacts on the vegetation are likely to occur as a result of routine road maintenance activities and the potential encroachment of invasive alien vegetation over time.

Assessment

As noted above, the vegetation along the route is variable as a result of anthropogenic activities over a long period, and intact stands of Swartland Shale Renosterveld are very limited. The only locations where the potential impacts could be higher would be at the Very High and High sensitivity vegetation areas as identified along the route (see Figure 17). Potential impacts on the vegetation are expected to be local in extent, and occur over the long term (the maintenance periods are of short duration, but will need to take place many times over the operational phase of the proposed project). After mitigation the intensity of the potential impacts on vegetation is expected to be low, resulting in a low significance.

TABLE 26: IMPACT ON VEGETATION Criteria Without Mitigation With Mitigation Extent Local Local Duration Long Term Long Term Intensity Medium Low Probability Probable Probable Consequence Medium Low Confidence High Medium Significance MEDIUM LOW

Reversibility Partially reversible Loss of resource Low Mitigation potential Low

Mitigation

• The Routine Road Maintenance Programme for this route shall include specifications to avoid unnecessary vegetation removal, particularly at the High and Very High sensitivity vegetation areas. • Vegetation control measures of the Routine Road Maintenance Programme shall be informed by a suitably qualified botanist, and shall cover all Medium, High and Very High sensitivity vegetation areas. • The Routine Road Maintenance Programme shall include specifications for alien vegetation control. Specific measures for the effective control of Acacia saligna and Maireana brevifolia must be included in the programme. • Alien vegetation control measures shall be based on suitable guideline.

Cumulative Impacts There are limited intact stands of Swartland Shale Renosterveld vegetation along the route. Not all the High and Medium sensitivity vegetation areas would be impacted, and the plant species diversity is low to very low in these two areas. However, special mitigation (with input by a suitably qualified botanist) would be required at the Very High sensitivity area located on the east side of the route between km 64.20 and km 65.30 (at the base of the Piekenierskloof Pass) during maintenance periods in order to reduce the potential cumulative to an acceptable level.

5.2.3 Biodiversity and Terrestrial Ecosystems

Description of impact Potential operational phase impacts on biodiversity and ecosystems are likely to occur as a result of routine road maintenance activities and the potential encroachment of invasive alien vegetation over time.

Assessment As noted above, areas along the route which crosses CBA 1 (terrestrial), CBA 2 (terrestrial), CBA 2 (river) and ESA 2 the entire route falls within a Critically Endangered (A1 & D1) area. In addition, The smaller watercourses along the N7 road within the study area are in general of low ecological importance and sensitivity (EIS) with the larger watercourses being of moderate to low EIS. The Soutkloof River is considered of moderate EIS due to the fact that it is a larger river that feeds the Kruismans River in the upper Verlorevlei Catchment. Due to the seasonal nature of the flow within the watercourses and the fact that the N7 road crosses the upper reaches of the streams, it is unlikely that there are any indigenous fish present in the streams.

Potential impacts on biodiversity and ecosystems are assessed to be local in extent over the long term (the maintenance periods are of short duration but will need to take place many times over the operational phase of the proposed project). After mitigation the intensity of the potential impacts on the biodiversity and ecosystems is expected to be zero to very low, resulting in a low impact significance.

TABLE 27: IMPACTS ON BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS Criteria Without Mitigation With Mitigation Extent Local Local Duration Long Term Long Term Intensity Medium Low Probability Probable Probable Consequence Medium Low Confidence High Medium Significance MEDIUM LOW

Reversibility Partially reversible Loss of resource Low Mitigation potential Low

Mitigation • Ensure that steps are implemented during routine road maintenance to avoid blanket vegetation clearance at Medium, High and Very High sensitivity vegetation areas along the route. • Ensure that the above-mentioned operational phase mitigation measures for freshwater ecosystems and vegetation, as well as those listed below, are implemented effectively. • Implement the following during the routine road maintenance periods: o Avoid maintenance work during the night-time where possible. o Instruct staff not to disturb, injure, capture or hunt any fauna. o Ensure that collection of wood (for fire) from areas with indigenous vegetation does not take place. o Ensure that vegetation clearance is kept to a minimum. o Limit work within the watercourses and wetland areas as far as possible. o Ensure invasive alien plants within the road reserve are monitored, removed and disposed on an on-going basis in accordance with appropriate methods. o Once maintenance work is complete, rehabilitate the area to resemble that of the surrounding natural landscape (using suitable local indigenous plants as occur at that particular area). o Prevent the direct discharge of potentially contaminated runoff into the watercourses and wetland areas. o Conserve shrubby vegetation (excluding alien invasive plant species) along the route where possible. This would include Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. Nov.

Cumulative Impacts The watercourses and wetland areas adjacent to the proposed road improvements have already been modified as a result of surrounding land use activities, the current road, previous road construction activities and the ongoing road maintenance activities. In addition there are limited areas of intact Swartland Shale Renosterveld along the route. However, this vegetation type concerned is Critically Endangered on a national basis, and many of the threatened plant species are found nowhere else in the world. Taking this into consideration, one can expect that the potential cumulative impacts of the proposed project during this phase on biodiversity and terrestrial ecosystems to be of LOW to significance.

5.2.4 Socio-Economic Aspects

Description of impact The key aim of the proposed project is to improve overall road user safety and accommodate future anticipated traffic volumes. During the operational phase the proposed project would improve overall road user safety and accommodate future anticipated traffic volumes by providing additional climbing lanes and road widening in order to conform to the required SANRAL standards. The planned improvements to intersections would improve road user safety by providing dedicated left- and right-turning lanes and improving line of sight.

Assessment Improved road user safety would result in a positive socio-economic impact over the long term that is of medium intensity (with enhancement) and regional extent. Overall, the proposed project is expected have an impact of high significance on road user safety and traffic accommodation.

TABLE 28: SOCIO-ECONOMIC IMPACTS – ROAD USE SAFETY AND TRAFFIC Criteria Without Enhancement With Enhancement Extent Regional Regional Duration Long Term Long Term Intensity Low Medium Probability Probable Definite Consequence Medium High Confidence Medium Medium Significance MEDIUM (POSITIVE) HIGH (POSITIVE)

Reversibility Not Applicable (Positive Impact) Loss of resource Not Applicable (no resources impacted) Enhancement potential Low

Enhancement • Other than the implementation of the safety and traffic accommodation measures as indicated in the proposed project design, no other enhancement measures have been identified for the operational phase.

Cumulative Impacts The potential residual cumulative impacts relating to road user safety and traffic accommodation are deemed to be of HIGH significance, taking into consideration that various concerns were raised during the road safety audit and the proposed project design contains various safety and traffic accommodation measures in order to improve the N7, Section 3.

5.35.35.3 NNO-NOONO---GOGO OPTIONGO OPTION The No-Go alternative is the option of not proceeding with the proposed project, which would result in the status quo remaining and the potential negative impacts associated with the proposed project not being realised (in particular removal of vegetation and potential impacts on watercourses). However, the implication is that the failure to improve the road as required would result in the road section not conforming to the required SANRAL standards to accommodate future increases in traffic volumes (including heavy vehicle traffic).

In relation to road safety, the key implication of the No-Go alternative is that the advantages to all road users of the provision of additional passing lanes for portions of the road section and improvement of intersections

South African National Roads Agency SOC Ltd 720.10018.00002 Basic Assessment for the proposed improvement of the N7, Section 3 between Piketberg (km 31.53) and January 2020 Piekenierskloof Pass (km 65.30) would not be realised. The short-term benefits of local employment creation and participation in the local economy by the contractor would also not accrue to the local community under the No-Go alternative.

Pursuit of the No-Go Option would be counter to SANRAL’s Duty of Care with respect to road safety (which is ensuring the integrity and availability of well-functioning national road transport infrastructure). Failure to undertake the proposed project is not a desirable alternative and would hold no benefits to society. It is therefore not considered to be a feasible or reasonable option for further assessment.

6 CONCLUSIONS AND RECOMMENDATIONS

This chapter provides conclusions to the study and summarises the recommendations for the proposed project.

6.16.16.1 CCONCLUSIONSONCLUSIONS

A summary of the assessment of potential environmental impacts associated with the proposed project is provided in Table 29 below.

TABLE 29: OVERALL SUMMARY OF THE ASSESSMENT OF POTENTIAL IMPACTS ASSOCIATED WITH THE PROPOSED PROJECT ISSUE / POTENTIAL IMPACT IMPACT SIGNIFICANCE WITHOUT MITIGATION WITH MITIGATION CONSTRUCTION PHASE LAND USE Impacts on land use MEDIUM VERY LOW GENERAL CONSTRUCTION- RELATED IMPACTS Air quality, dust and noise nuisance VERY LOW VERY LOW FRESHWATER ECOSYSTEMS Impacts on Aquatic Habitats HIGH MEDIUM Impacts on Surface Water Quality MEDIUM LOW VEGETATION Impacts on Very High sensitivity vegetation VERY HIGH MEDIUM Impacts on High sensitivity vegetation VERY HIGH MEDIUM Impacts on Medium sensitivity vegetation MEDIUM MEDIUM BIODIVERSITY AND ECOSYSTEMS Impacts on Biodiversity and Terrestrial Ecosystems VERY HIGH MEDIUM SOCIO-ECONOMIC ASPECTS Employment VERY LOW (POSITIVE) VERY LOW (POSITIVE) Inconvenience to Road Users LOW VERY LOW Land Acquisition MEDIUM VERY LOW CULTURAL HERITAGE Cultural Heritage Impacts LOW LOW OPERATIONAL PHASE FRESHWATER ECOSYSTEMS Impacts on Aquatic Habitats and Surface Water Quality LOW VERY LOW VEGETATION Impacts on Vegetation MEDIUM LOW BIODIVERSITY AND TERRESTRIAL ECOSYSTEMS Impacts on Biodiversity and Terrestrial Ecosystems MEDIUM LOW SOCIO-ECONOMIC ASPECTS Road Use Safety and Traffic MEDIUM (POSITIVE) HIGH (POSITIVE)

6.26.26.2 RRECOMMENDATIONSECOMMENDATIONS In light of the above, this study recommends that the proposed Improvement of the N7 Section 3 between Piketberg (km 31.53) and Piekenierskloof pass (km 65.30), if authorised, be implemented with due consideration of the recommendations outlined in this report. These mitigation measures are all considered to be feasible and have been included in the Environmental Management Programme for the proposed project.

The key recommendations are set out below:

6.2.1 Construction Phase Land Use • Avoid as much land acquisition outside the road reserve as far possible during the design. • Avoid acquiring prime agricultural land (i.e. land currently under cultivations) as far as possible.

General Construction Related Impacts • Ensure that the generation of dust is minimised by implementing a dust control programme (with due consideration to conserving water). • Ensure vehicles and equipment are adequately maintained and in good working order. • Ensure that the exposed soil and material stockpiles are adequately protected against the wind. • Ensure that vegetation clearance is kept to a minimum. • Ensure that the generation of dust is minimised and shall implement a dust control programme (with due consideration to conserving water). • Ensure that the exposed soil and material stockpiles are adequately protected against the wind. • Limit activities resulting in high noise levels (e.g. pile driving, grinding, road material loading/unloading, hammering, excavating, etc.) to the daytime.

Freshwater Ecosystems • Ensure the identified location-specific mitigation measures as indicated in Table 16 are above are implemented during construction in addition to the general mitigation measures as outlined below. • Limit work within the watercourses and wetland areas as far as possible. • Ensure disturbed areas are rehabilitated a soon as possible. • Ensure construction adjacent to the watercourses and wetlands are undertaken during the drier months of the year as far as possible. • Ensure construction within the watercourses takes place during the no flow period (November to March) as far as possible. • Remove excess spoil material and solid waste and ensure it is disposed of at approved disposal waste sites. • Once construction is complete, rehabilitate the area to resemble that of the surrounding natural landscape (using suitable local indigenous plants as occur at that particular area).

• Ensure that culvert and bridge structures do not concentrate the flow or alter the current watercourse channel shape and bed level from that upstream and downstream of the road. • Ensure that stormwater runoff from the road, particularly where there are steeper gradients, do not lead to erosion and sedimentation of the watercourses and wetland areas. • Ensure invasive alien plants within the road reserve are monitored, removed and disposed on an ongoing basis according to appropriate methods. • Prevent the direct discharge of potentially contaminated runoff into the watercourses and wetland areas. • Store and handle all hazardous materials and waste in a suitable manner, and at least 32 m outside of the watercourses and wetlands. • Do not place laydown areas or stockpiles within 32 m of the watercourses and wetlands.

Vegetation • For Very High sensitivity vegetation areas: o Implement the revised layout as shown in Figure 18 in order to avoid the Very High sensitive vegetation area located within the eastern road reserve between km 64.20 – km 65.30. o A Plant Search and Rescue plan/programme and restoration/rehabilitation plan/programme must be developed by a suitably qualified botanist (i.e. someone with proven experience with restoration using this this type of vegetation). o Implement a Search and Rescue at Km 61.0 for Limonium sp nov. o A nursery (or suitable secure receiving area) at a suitable location must be established to assist with restoration/rehabilitation. This requirement must be included in the restoration/rehabilitation plan/programme. o The restoration/rehabilitation plans/programmes for Very High, High and Medium sensitivity vegetation areas must include experiments with rooted cuttings of the shrubby Species of Conservation Concern from this area (Marasmodes oubinae, Aspalathus wurmbeana, Oedera viscosa, Limonium sp. nov.) prior to construction commencing. o Clearly demarcate and prevent access at the eastern edge of the existing informal pull-off, located east of the road, between km 64.34 – km 64.46 as Critically Endangered plants occur very close to the current road edge (Very High sensitivity vegetation area). If safe and possible, provide a standard crash barrier along this eastern edge of this section in order to prevent/limit vehicular access. The exact placement of this barrier must be done in consultation with a suitably qualified botanist. • For High sensitivity vegetation areas: o Avoid at least of 50% of the High sensitivity vegetation areas. o Implement a Search and Rescue programme for Aspalathus wurmbeana in all areas to be impacted. o All Search and Rescue plans/programmes and any restoration/rehabilitation plan/programme must be developed by a suitably qualified botanist (i.e. someone with proven experience with restoration using this this type of vegetation). o A sensitive hardpan/soil pan area (containing Endangered Lachenalia bachmanii) is located east of the road between km 47.98 – km 48.19. The road reserve must be widened to the east

by 20 m at this point to include a section of the sensitive pan habitat for conservation within the new road reserve (as indicated in Figure 8 of the Botanical Impact Assessment). o A nursery (or suitable secure receiving area) at a suitable location must be established to assist with restoration/rehabilitation. This requirement must be included in the restoration/rehabilitation plan/programme. o The restoration/rehabilitation plans/programmes must include experiments with replanting (from rooted cuttings) and germinating seeds of the Aspalathus wurmbeana. • For Medium sensitivity vegetation areas: o Avoid at least of 50% of the Medium sensitivity vegetation areas. o Rehabilitate the road reserve using as many indigenous species as possible, including at least 60 plants of the Aspalathus wurmbeana (from rooted cuttings and seed following successful experiments as referred to above). • General mitigation (all areas): o Replanting must be done in suitable habitats either in new road reserves (after completion of construction) or nearby areas of secure, similar habitat. These translocation areas must be identified by a suitably qualified botanist in consultation with CapeNature and landowners prior to commencement of construction. Areas should ideally be located within 10 km of the road, and ideally within already formally protected areas, or a process carried out whereby the identified landowners agree to conserve the receiving area in perpetuity (by means of a signed Contract Reserve status with CapeNature). The receiving areas may need to be fenced off and clearly demarcated as conservation areas to prevent accidental future losses. o The entire restoration/rehabilitation process must be funded by SANRAL and should be completed within three years after construction. o At least 10% of the cuttings and seedlings, if rooted successfully, must be replanted into suitable road cuttings once construction has been completed. Replanting should be undertaken in early winter, after good rains.

Biodiversity and Terrestrial Ecosystems • Ensure that the above mentioned operational phase mitigation measures for freshwater ecosystems and vegetation as described above, as well as those listed below, are implemented effectively. • Implement to the following during the routine road maintenance periods: o Avoid maintenance work during the night-time where possible. o Instruct staff not to disturb, injure, capture or hunt any fauna. o Ensure that collection of wood (for fire) from areas with indigenous vegetation does not take place. o Ensure that vegetation clearance is kept to a minimum. o Limit work within the watercourses and wetland areas as far as possible. o Ensure maintenance work within the watercourses takes place during the no flow period (November to March) as far as possible. o Ensure invasive alien plants within the road reserve are monitored, removed and disposed on an on-going basis in accordance with appropriate methods.

o Once maintenance work is complete, rehabilitate the area to resemble that of the surrounding natural landscape (using suitable local indigenous plants as occur at that particular area). o Prevent the direct discharge of potentially contaminated runoff into the watercourses and wetland areas. o Conserve shrubby vegetation (excluding alien invasive plant species) along the route where possible.

6.2.2 Operational Phase Freshwater Ecosystems • Conduct maintenance works in accordance with an approved Routine Road Maintenance Programme. • Implement the following as part of the Routine Road Maintenance Programme: o Minimise the spatial extent of disturbance o Minimise the frequency of (or requirement for) maintenance activities; o Do not impede the movement of aquatic and riparian biota; o Minimise alterations to flow- and sediment-capacity; o Rehabilitate and re-vegetate disturbed areas as soon as possible; o Clear alien invasive plant species; o Restrict maintenance activities to the dry season where possible; o Prevent erosion and rehabilitate eroded areas; o Use existing access routes as far as possible;

o Store and handle all hazardous materials and waste in a suitable manner, and at least 32 m outside of the watercourses and wetlands; o Remove excess spoil material and solid waste and ensure it is disposed of at approved waste disposal sites; o Ensure maintenance activities do not lead to channelization or canalisation of the watercourses; and o Remove cleared woody material from the areas adjacent to the watercourse and wetlands to prevent it being washed into the watercourses or wetlands.

Vegetation • The routine road maintenance programme for this route shall include specifications to avoid unnecessary vegetation removal, particularly at the High and Very High sensitivity vegetation areas. • Vegetation control measures in the routine road maintenance programme shall be informed by a suitably qualified botanist, and shall cover all Medium, High and Very High sensitivity vegetation areas. • The routine road maintenance programme for this route shall include specifications for alien vegetation control. Specific measures for the effective control of Acacia saligna and Maireana brevifolia must be included in the programme. • Alien vegetation control measures shall be based on suitable guidelines.

Biodiversity and Terrestrial Ecosystems • Ensure that steps are implemented during routine road maintenance to avoid blanket vegetation clearance at Medium, High and Very High sensitivity vegetation areas along the route. • As Critically Endangered plants occur very close to the current road edge informal pull-off (located east of the road, between km 64.34 – km 64.46), provide a standard crash barrier along this eastern edge of this section in order to prevent/limit vehicular access (If safe and possible). The exact placement of this barrier must be done in consultation with a suitably qualified botanist. • Ensure that the above mentioned operational phase mitigation measures for freshwater ecosystems and vegetation as described above, as well as those listed below, are implemented effectively. • Implement to the following during the routine road maintenance periods: o Avoid maintenance work during the night-time where possible. o Instruct staff not to disturb, injure, capture or hunt any fauna. o Ensure that collection of wood (for fire) from areas with indigenous vegetation does not take place. o Ensure that vegetation clearance is kept to a minimum. o Limit work within the watercourses and wetland areas as far as possible. o Ensure maintenance work within the watercourses takes place during the no flow period (November to March) as far as possible. o Ensure invasive alien plants within the road reserve are monitored, removed and disposed on an on-going basis in accordance with appropriate methods. o Once maintenance work is complete, rehabilitate the area to resemble that of the surrounding natural landscape (using suitable local indigenous plants as occur at that particular area).

o Prevent the direct discharge of potentially contaminated runoff into the watercourses and wetland areas. o Conserve shrubby vegetation (excluding alien invasive plant species) along the route where possible.

Socio-Economic Aspects • Ensure that the above mentioned mitigation measures for the operational phase are included in the Routine Road Maintenance Programme and implemented effectively. • Other than the implementation of the safety and traffic accommodation measures as indicated in the proposed project design, no other enhancement measures have been identified.

6.36.36.3 OOPINIONPINION OF ENVIRONMENTALENVIRONMENTAL ASSESSMENT PRACPRACTITIONERTITIONERTITIONERTITIONER

Implementation of the proposed project would ensure that the current and anticipated increase in future traffic along the road section can be accommodated. Furthermore, the planned improvements to existing intersections are intended to improve road user safety. These outcomes, as well as the anticipated socio- economic benefits during the construction phase were deemed to be positive impacts associated with the implementation of the proposed project. All potential negative impacts related to the project (during both construction and operation) are rated as very low to low significance after mitigation.

The key principles of sustainability, including ecological integrity, economic efficiency, and equity and social justice, are integrated below as part of the supporting rationale for providing a reasoned opinion on whether or not the proposed project should be approved.

Ecological integrity The proposed project would largely take place within the existing road reserve. The relatively limited footprint of the proposed project, limited Swartland Shale Renosterveld vegetation cover along the route, and strict mitigation proposed at the proposed bridge and culvert expansion locations, and the Very High and High sensitivity vegetation areas would ensure that the potential negative impacts are kept at acceptably low levels.

Economic efficiency The proposed project is in line with the planning framework for the district and local municipal areas within which the proposed project is located. The economic analysis confirmed that the long-term rehabilitation option (i.e. Option 3) using a Long Term Option G1 base would yield the greatest economic return in terms of both Net Present Value and Internal Rate of Return.

Equity and social justice The provision of local employment and business opportunities during the construction phase (short-term), and the improvement in road safety and traffic accommodation during the operational phase (long-term) would have a positive impact on the lives of those employed (and the well-being of their dependents) and the road users in general.

Conclusion It is the reasoned opinion of SLR that in terms of the sustainability criteria described above there is no reason why the proposed project should not receive a favourable decision with implementation of the proposed mitigation measures.

7 REFERENCES

JG Afrika (Pty) Ltd, 2018. Final Preliminary Design Report (CONTRACT NRA N.007-020-2020/1F), Pretoria, South Africa. N. Helme, 2019, Botanical Assessment of Proposed Upgrade of Section 3 of N7, Piketberg – Piekenierskloof Pass, Western Cape, Cape Town, South Africa. J. Orton, 2019, 2019, Notification of Intent to Develop: N7 Section 3, Cape Town, South Africa. T. Belcher and D. Grobler, 2019, Freshwater Assessment for the improvement of the National Route N7 Section 3 between Piketberg (km 31.53 ) and Piekenierskloof Pass (km 65.30), Cape Town, South Africa. Bergrivier Municipality Integrated Development Plan for 2017-2022. Bergrivier Municipality Spatial Development Framework: 2019 - 2024. Google Earth Pro ® Cape Farm Mapper (https://gis.elsenburg.com/apps/cfm/). South African National Biodiversity Institute (http://bgis.sanbi.org/).

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