DRAFT EIA REPORT: FOR THE PROPOSED RING ROAD IN ERMELO, MSUKALIGWA LOCAL MUNICIPALITY, MPUMALANGA PROVINCE

DEA REFERENCE NUMBER: 14/12/16/3/3/2/544 NEAS REFERENCE NUMBER: DEA/EIA/0001842/2013

04 NOVEMBER 2015

ILA Contact Persons: Mazolo Dube Shalini Chetty Karen Botes

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

FOREWORD

Interdesign Landscape Architects (Pty) Ltd (ILA) would like to thank all Interested and Affected Parties (I&AP’s) for their participation and input into the Environmental Impact Assessment (EIA) Process for the Route determination and preliminary design for the new proposed ring road in Ermelo.

In order to give effect to the principles of integrated environmental management laid under Chapter 1 of the National Environmental Management Act, this EIA process seeks to ensure the proposed development is socially, environmentally and economically sustainable. Central and key to ensuring this is effective public participation and engagement.

As Independent Environmental Assessment Practitioners, ILA is required in terms of the Environmental Impact Assessment Regulations to perform the work relating to the application in an objective manner, even if this results in views and findings that are not favourable to the applicant. In order to ensure transparency and objectivity, registered interested and affected parties are entitled to comment, in writing, on all written submissions, including draft reports made to the competent authority by the applicant, and to bring to the attention of the competent authority any issues, which that party believes, may be of significance to the consideration of the application. The comments received from I&AP’s to date have proven valuable to this process and we do appreciate your time and effort. However, the majority of comments received up to date, proved to have been approached as a petition, with invalid names and contact details, and a repetition of the same comments. This does not contribute to the process, as the principal objective of public participation is to inform and enrich decision-making.

You are therefore encouraged to provide us with relevant and substantiated inputs and concerns, as the amount of comments and repetition of comments will not contribute to the process. We can only respond to genuinely made comments that are relevant to the proposed development.

ILA therefore invites all I&AP’s to review this Draft EIA Report and we urge you to provide us with your comments. You can contact us directly at (012) 348 1922 for further information or clarity.

Comments can either be e-mailed to us at [email protected] or faxed to (012) 348-7154. There is also a comments register attached to all hard copies of this Draft EIA Report, which has been made available for Public Review, please feel free to place your comments on these registers as well.

We look forward to your inputs and comments.

Mazolo Dube Karen Botes Environmental Assessment Practitioner Director

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

DRAFT EIA REPORT DESCRIPTION

Applicant:

South African National Roads Agency SOC Limited [SANRAL]

Report title:

Draft EIA Report for the Route Determination and Preliminary Design of the proposed ring road in Ermelo Msukaligwa Local Municipality, Mpumalanga Province

Competent Authority and reference number:

National Department of Environmental Affairs [DEA]

DEA Reference number 14/12/16/3/3/2/544

Legal:

This Draft EIA Report has been prepared in terms of the requirements of Regulations 31, 32, & 33 of the

Environmental Impact Assessment Regulations of 18 June 2010 as per Government Notice R 543.

Report compiled by: Reviewed and approved by:

______

Mazolo Dube Karen Botes

Date:

28 October 2015

DECLARATION OF INDEPENDENCE

We declare that we act as independent environmental assessment practitioners for this application, with no affiliation with or vested financial interests in the proponent other than for work performed in terms of the requirements of the Environmental Impact Assessment Regulations 2010 and the National Environmental Management Act, 1998 (Act 107 of 1998).

We have no conflicting interests in the undertaking of this activity and have no interest in secondary developments resulting from the possible authorisation of this application. Remuneration for our professional services rendered is not dependent on approval by any decision-making authority responsible for © authorisingInterdesign Landscape this application. Architects We [ILA] undertake [All rights to reserved]. disclose No to part the ofcompetent this document authority may be any reproduced material orinformation utilised other thanthat for has its intendedor may havepurpose the as potential part of this to formalinfluence EIA theprocedure decision without of the the competent prior written authority consent orof ILAthe objectivity of any report, plan or document required in terms of the National Environmental Management Act, 1998 (Act 107 of 1998);

______28 October 2015

Signed Date

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

DETAILS OF THE APPLICANT AND PROJECT TEAM

DETAILS OF THE APPLICANT

South African National Roads Agency SOC Limited [SANRAL] Private Bag X 17 Lynnwood Ridge 0040 Tel: (012) 426 6200 Email: [email protected]

DETAILS OF THE PROJECT ENGINEERS

AECOM SA (Pty) Ptd Contact Person: Mr Lukas Raath 263A West Ave, Centurion 0157 Tel: (012) 421 3642 Email: [email protected]

DETAILS OF THE ENVIRONMENTAL ASSESSMENT PRACTITIONER (EAP)

Interdesign Landscape Architects (Pty) Ltd (ILA) Contact persons: Mazolo Dube/ Karen Botes P.O. Box 74648 LYNNWOOD RIDGE 0040 Tel: (012) 348-1922 Fax: (012) 348-7154 Email: [email protected]

Refer to Appendix 1 for the EAP’s expertise.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

DETAILS OF THE CONSULTING ENGINEERS AND SPECIALISTS

The compilation of this Draft EIA Report was dependent on the input of a multi-disciplinary team including specialists from the fields of social, economic, noise, ecological, heritage, agriculture, and engineering.

COMPANY SPECIALIST

ENGINEERING

AECOM Route Determination and Road Design

AECOM Traffic Surveys

AECOM Preliminary Geotechnical Investigation

Geotech Ltd Geophysical and drilling investigations for the undermined areas

SOCIO-ECONOMIC ENVIRONMENT Strategic Environmental Focus [SEF] Social Impact Assessment Demacon Market Studies Economic Impact Assessment DB Acoustics [DBA] Noise Impact Assessment Dr Johnny van Schalkwyk Heritage and Cultural Resources Impact Assessment BIOPHYSICAL ENVIRONMENT Eco-Agent CC Flora and Fauna Impact Assessment

EXIGO Wetland Delineation & Assessment

EXIGO Agricultural Potential Assessment

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

ABBREVIATIONS

ADT: Average Daily Traffic ADLT: Average Daily Light Traffic ADTT: Average Daily Truck Traffic AECOM (SA): A multidisciplinary engineering firm, responsible for the design of the Ermelo Ring Road BA Process: Basic Assessment Process DEA: Department of Environmental Affairs [Competent Authority] DEIAR Draft Environmental Impact Report DMR: Department of Mineral Resources DOPW: Department of Public Works DSR: Draft Scoping Report DWA: Department of Water Affairs EA: Environmental Authorisation EAP: Environmental Assessment Practitioner EBA: Ermelo Business Association EIA: Environmental Impact Assessment EIAR: Environmental Impact Assessment Report EMPr: Environmental Management Programme EWT: Endangered Wildlife Trust FSR: Final Scoping Report HV: High Volume IAIA: International Association of Impact Assessment I&AP’s: Interested and/or Affected Parties ILA: Interdesign Landscape Architects (Pty) Ltd MDEDET: Mpumalanga Department of Economic Development, Environment and Tourism MDPWRT: Mpumalanga Department of Public Works, Roads and Transport MDARDLA: Mpumalanga Department of Agriculture, Rural Development and Land Administration MTPA: Mpumalanga Tourism and Parks Agency NEMA: National Environmental Management Act NEMBA: National Environmental Management: Biodiversity Act NEMPAA: National Environmental Management Protected Areas Act NEMWA: National Environmental Management: Waster Act OD: Origin-Destination SAHRA: South African Heritage Resources Agency SACLAP: South African Council for the Landscape Architectural Profession SANRAL South African National Roads Agency SOC Limited SEF: Strategic Environmental Focus SIA: Social Impact Assessment

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SMP: Stormwater Management Plan TIA: Traffic Impact Assessment WMP: Waste Management Plan WWTW: Waste Water Treatment Works WULA: Water Use License Application

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

GLOSSARY OF TERMS

Alien Vegetation: is defined as undesirable plant growth, which shall include, but not be limited to all declared category 1 and 2 listed invader species as set out in the Conservation of Agricultural Resources Act (CARA) regulations. Other vegetation deemed to be alien shall be those plant species that show the potential to occupy in number, any area within the defined construction area.

Alien Species: A plant or animal species introduced from elsewhere: neither endemic nor indigenous.

Alternatives: in relation to a proposed activity, means different means of meeting the general purpose and requirements of the activity, which may include alternatives to – The property on which or location where it is proposed to undertake the activity; The type of activity to be undertaken; The design or layout of activity; The technology to be used in the activity; and The operational aspects of the activity.

Applicant: Any person who applies for an authorization to undertake an activity or to cause such activity to be undertaken as contemplated in the National Environmental Management Act (Act No. 107 of 1998), as amended and the Environmental Impact Assessment Regulations, 2006.

Arable Potential: Land with soil, slope and climate components where the production of cultivated crops is economical and practical.

Buffer zone: is a collar of land that filters out inappropriate influences from surrounding activities as described by Shafer (1999) according to Pfab (2001:11), also known as edge effects, including the effects of invasive plant and animal species, physical damage and soil compaction caused by trampling and harvesting, abiotic habitat alterations and pollution. According to Pfab (2001:11), buffer zones can also provide more landscape needed for ecological processes, such as fire, as pointed out by Shafer (1999).

Construction Activity: A Construction Activity is any action taken by the Contractor, his subcontractors, suppliers or personnel during the construction process as defined in the South African National Roads Agency Limited and National Roads Act, 1998 (Act No. 107 of 1998).

Critically Endangered: A taxon is Critically Endangered when it is facing an extremely high risk of extinction in the wild, in the immediate future.

Ecology: The study of the interrelationships between organisms and their environments.

Environment: All physical, chemical and biological factors and conditions that influence an object and/or organism.

Environmental Authorisation: A brief description of the proposed activity, the extent or quantities involved, the surface areas involved, the infrastructural requirements and the implementation programme for which the authorization is issued

Environmental Impact: An Impact or Environmental Impact is the degree of change to the environment, whether desirable or undesirable, that will result from the effect of a Construction Activity within the limits that define the construction site. An Impact may be the direct or indirect consequence of a Construction Activity.

Environmental Impact Assessment: Assessment of the effects of a development on the environment.

Environmental Management Programme: A legally binding working document, which stipulates environmental and socio-economic mitigation measures that must be implemented by several responsible parties throughout the duration of the proposed project.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Indigenous: means a species that occurs, or has historically occurred, naturally in a free state within the borders of South Africa. Species that have been introduced to South Africa as a result of human activity are excluded (South Africa (Republic) National Environmental Management: Biodiversity Act, 2004: Chapter 1).

Interested and Affected Party: any person, group of persons or organization interested in or affected by an activity contemplated in an application, or any organ of state that may have jurisdiction over any aspect of the activity

Road Reserve: The road reserve is a corridor of land, defined by co-ordinates and proclamation, within which the road, including access intersections or interchanges, is situated. A road reserve may, or may not, be bounded by a fence.

Road Width: For the purposes of the EMP, the Road Width is defined as the area within the Road Reserve i.e. fence line to fence line, but also includes all areas beyond the Road Reserve that are affected by the continuous presence of the road i.e. a reach of a water course.

Mitigate: The implementation of practical measures to reduce adverse impacts

Public Participation Process: is a process in which potential interested and affected parties are given an opportunity to comment on, or raise issues relevant to, specific matters

Red data plant species: Fauna and flora species that require environmental protection based on the World Conservation Union (IUCN) categories and criteria.

Soil Compaction: Mechanically increasing the density of the soil, vehicle passage or any other type of loading. Wet soils compact easier than moist or dry soils.

Species: means a kind of animal, plant or other organism that does not normally interbreed with individuals of another kind. The term “species” include any sub-species, cultivar, variety, geographic race, strain, and hybrid or geographically separate population (South Africa [Republic] National Environmental Management: Biodiversity Act, 2004: Chapter 1).

The Contractor: the contractor as the developers agent on site, is bound by the ROD and EMP conditions through his/her contract with the developer, and is responsible for ensuring that conditions of the EMP and ROD are strictly adhered to at all times. The contractor must comply with all orders (whether verbal or written) given by the ECO, project manager or site agent in terms of the EMP.

The Developer: remains ultimately responsible for ensuring that the development is implemented according to the requirements of the EMP and the conditions of the Record of Decision (ROD) throughout all phases of the project.

The Environmental Control Officer (ECO): the ECO is appointed by the developer as an independent monitor of the implementation of the EMP i.e. independent of the developer and contractor.

The Environmental Liaison Officer (ELO): the Contractor shall submit to the Site Agent a nominated representative of the Contractor as an ELO to assist with day to day monitoring of the construction activities for the contract.

Vegetation: is a collective word for plants. Vegetation can be regarded as the first link in any food chain.

Vulnerable: A taxon is ‘Vulnerable’ when it is not ‘Critically Endangered’ or ‘Endangered’ but is facing a high risk of extinction in the wild in the medium term future.

Watercourse: as defined in the National Water Act, 1998 (Act No.36 of 1998), as amended, means (a) a river or spring; (b) a natural channel in which water flows regularly or intermittently; (c) a

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

wetland, lake or dam into which, or from which, water flows; and (d) any collection of water which the Minister may by notice in the Government Gazette, declare to be a watercourse, and a reference to a watercourse includes, where relevant, its bed and banks. Wetland: as defined in the National Water Act, 1998 (Act No.36 of 1998), as amended, means land which is transitional between terrestrial and aquatic systems where the water table is usually at or near the surface, or the land is periodically covered with shallow water, and which land in normal circumstances supports or would support vegetation typically adapted to life in saturated soil.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

TABLE OF CONTENTS

DETAILS OF THE APPLICANT AND PROJECT TEAM ...... iv DETAILS OF THE APPLICANT ...... iv DETAILS OF THE PROJECT ENGINEERS ...... iv DETAILS OF THE ENVIRONMENTAL ASSESSMENT PRACTITIONER (EAP) ...... iv DETAILS OF THE CONSULTING ENGINEERS AND SPECIALISTS ...... v ABBREVIATIONS ...... vi GLOSSARY OF TERMS ...... viii EXECUTIVE SUMMARY ...... 8 PROJECT BEACKGROUND & INTRODUCTION ...... 14 PROJECT PHASES ...... 14 EIA PROCESS ...... 14 COMPARATIVE ROUTE ASSESSMENT ...... 27 IMPACT ASSESSMENT AND SIGNIFICANCE ...... 29 STAKEHOLDER ENGAGEMENTS ...... 30 PUBLIC PARTICIPATION PROCESS ...... 31 STRUCTURE OF DRAFT EIA REPORT ...... 31 EIA PHASE PROGRAMME ...... 32 SECTION 1: PROPOSED ALTERNATIVE ROUTES ...... 34 1.1 BACKGROUND ...... 34 1.2 ALTERNATIVE ROUTE 1 ...... 37 1.2.1 Alternative 1 Rev 1 ...... 38 1.3 ALTERNATIVE ROUTE 2 ...... 44 1.4 ALTERNATIVE ROUTE 3 ...... 46 Technical Constraints ...... 49 1.5 ALTERNATIVE ROUTE 4 ...... 49 Technical Constraints ...... 50 1.6 NO-GO ALTERNATIVE ...... 50 1.7 TECHNICAL EVALUATION OF ALTERNATIVE ROUTES ...... 51 1.8 PROPOSED INTERCHANGES ...... 52 1.9 ACCESSES ...... 52 1.10 STRUCTURES AND SERVICES ...... 52 1.11 DESIGN STANDARDS ...... 53 1.12 ESTIMATED COSTS AND IMPLEMENTATION PHASES ...... 53 SECTION 2: ENVIRONMENTAL LEGAL FRAMEWORK ...... 55 2.1 NATIONAL ENVIRONMENTAL MANAGEMENT ACT, 1998 [ACT 107 OF 1998], AS AMENDED ...... 55 2.1.1 National Environmental Management: Biodiversity Act 2004 (ACT NO. 10 OF 2004) ...... 59 2.1.2 National Environmental Management Act: Air Quality Act 2004 (ACT NO. 39 OF 2004) ...... 59 2.1.3 National Water Act, 1998 (ACT NO. 36 OF 1998) ...... 61 2.1.4 Minerals and Petroleum Resources Development Act (MPRDA), 2002 (Act NO. 28 of 2002) ...... 61 2.1.5 Conservation of Agricultural Resources Act 1983(ACT NO. 43 OF 1983) ...... 62 2.1.6 National Forests Act 1998 [ACT NO. 84 OF 1998] ...... 62 2.1.7 National Heritage Resources Act, 1999 (ACT NO. 25 OF 1999) ...... 62 2.2 OTHER LEGAL REQUIREMENTS, GUIDELINE AND POLICY DOCUMENTS ...... 63 2.2.1 The South African National Roads Agency Limited and National Roads Act, 1998 (ACT NO. 7 OF 1998) ...... 63 2.2.2 National Road Traffic Act, 1996 (ACT NO. 93 OF 1996) ...... 63

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

2.2.3 Occupational Health and Safety Act, 1993 (ACT NO. 85 OF 1993) ...... 63 2.2.4 Hazardous Substances Act 1973 (ACT 15 OF 1973) ...... 64 2.2.5 Mpumalanga Roads Act, 2008 (ACT NO. 4 OF 2008) ...... 64 2.3 DEPARTMENT OF ENVIRONMENTAL AFFAIRS EIA GUIDELINES ...... 64 2.4 MUNICIPAL POLICIES, GUIDELINES, AND BY-LAWS ...... 65 SECTION 3: NEED AND DESIRABILITY ASSESSMENT ...... 66 3.1 NEED ...... 66 3.2 DESIRABILITY ...... 67 3.3 NEED AND DESIRABILITY ASSESSMENT ...... 68 SECTION 4: DESCRIPTION OF THE BIO-PHYSICAL ENVIRONMENT ...... 74 4.1 ROUTE TOPOGRAPHY ...... 74 4.2 SURFACE WATER AND HYDROGEOLOGY ...... 74 4.3 REGIONAL CLIMATE ...... 84 4.4 REGIONAL GEOLOGY AND GEOTECHNICAL CONDITIONS ...... 85 4.5 SOILS, LAND-USE AND AGRICULTURAL POTENTIAL ...... 88 4.5.1 Arable Land (crop production) ...... 93 4.5.2 Grazing Land (Livestock production) ...... 93 4.5.3 Comparative Route Assessment...... 94 4.5.4 Potential impacts and mitigation ...... 95 4.6 BIODIVERSITY - FLORA ...... 96 4.6.1 Vegetation Assessment ...... 96 4.6.2 Comparative Route Assessment...... 104 4.6.3 Potential ecological impacts ...... 104 4.7 BIODIVERSITY - FAUNA...... 105 4.7.1 Mammal Habitat Assessment ...... 105 4.7.2 Herpetofauna Habitat Assessment ...... 106 4.7.3 Avifauna Assessment ...... 108 4.7.4 Potential impacts on Fauna ...... 109 4.7 CONCLUSION ON BIODIVERSITY ...... 110 SECTION 5: ASSESSMENT OF THE SOCIO-ECONOMIC ENVIRONMENT ...... 113 5.1 SURROUNDING LANDUSE AND VISUAL CHARACTER ...... 113 5.2 SOCIO-ECONOMIC AND DEMOGRAPHIC TRENDS ...... 114 5.2.1 Population Size, Distribution and Growth ...... 114 5.2.2 Socio-Economic Dynamics ...... 116 5.3 ECONOMIC IMPLICATIONS ...... 117 5.3.1 Regional and Local Economy ...... 117 5.3.2 Economic Impact Assessment ...... 118 5.4 SOCIAL IMPLICATIONS ...... 127 5.5 CULTURAL AND HERITAGE LANDSCAPE ...... 138 5.5.1 Route Analysis ...... 140 5.6 NOISE IMPACT ASSESSMENT ...... 140 5.6.1 Sensitivity Analysis and Noise Level ...... 141 5.6.2 Noise Impact Significance ...... 145 5.6.4 Conclusion of noise findings ...... 146 5.7 CONCLUSION OF SOCIO-ECONOMIC FINDINGS ...... 147 SECTION 6: TRAFFIC SURVEY AND SPATIAL PLANNING INITITAVES ...... 148 6.1 TRAFFIC SURVEY ...... 148 6.1.1 Study area ...... 148 6.1.2 Data collection and Analysis ...... 149

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

6.1.3 Manual Surveys...... 151 6.1.4 Expected Future Traffic ...... 152 6.1.5 Route Analyses ...... 152 6.1.6 Recommendations ...... 153 6.2 SPATIAL PLANNING ANALYSES ...... 153 6.2.1 Msukaligwa Local Municipality Draft IDP 2015/2016 ...... 153 6.2.2 Msukaligwa Local Municipality SDF, 2010 ...... 154 6.2.3 Msukaligwa Local Municipality Environmental Management Framework, 2010 ...... 157 6.2.4 Mpumalanga Biodiversity Conservation Plan, 2007 ...... 158 6.2.5 Conservation Areas ...... 158 6.2.6 Regional Open Space System ...... 159 6.2.7 Rural Land Management ...... 159 6.3 URBAN EDGE MANAGEMENT ...... 160 6.4 CONCLUSION ...... 160 SECTION 7: PUBLIC PARTICIPATION PROCESS ...... 161 7.1 PRE-APPLICATION CONSULTATION ...... 161 7.2 IDENTIFICATION AND REGISTRATION OF I&APS ...... 161 7.3 PUBLIC NOTIFICATION ...... 161 7.3.1 Newspaper Advertisements ...... 161 7.3.2 Site Notices ...... 161 7.3.3 Background Information Document ...... 163 7.4 SCOPING PHASE PUBLIC MEETINGS & COMMENTS ...... 163 7.4.1 Key Stakeholder Comments ...... 164 7.4.2 Comments from the Ermelo Business Association ...... 164 7.4.3 Meeting with the Executive Mayor and Ward Councillors ...... 165 7.5 REVIEW OF DRAFT SCOPING REPORT ...... 166 7.5.1 DEA Meeting ...... 167 7.5.2 DSR Open Day Session ...... 167 7.6 FINAL SCOPING REPORT ...... 167 7.7 DRAFT EIA REPORT ...... 168 7.8 FINAL EIA REPORT ...... 169 SECTION 8: IMPACT ASSESSMENT AND MITIGATION ...... 171 8.1 ANTICIPATED ENVIRONMENTAL IMPACTS ...... 171 8.2 IMPACT ASSESSMENT AND MITIGATION ...... 172 8.3 CUMULATIVE IMPACTS ...... 179 SECTION 9: ENVIRONMENTAL IMPACT STATEMENT ...... 180 COMPARATIVE ROUTE ASSESSMENT ...... 181 RECOMMENDATIONS ...... 184

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

TABLE OF FIGURES

Figure 1: Boundary of Msukaligwa Local Municipality, 2011 ...... 34 Figure 2: National and provincial routes in Msukaligwa Local Municipality (Msukaligwa SDF, 2010) ...... 36 Figure 3: Alternative Route 1 ...... 40 Figure 4: Alternative Route 1 Rev 1 ...... 41 Figure 5: Undermined areas along the proposed alternative routes ...... 42 Figure 6: Alternative Route 2 ...... 45 Figure 7: N17 East-West Connection ...... 47 Figure 8: Alternative Route 3 ...... 48 Figure 9: Alternative Route 4 ...... 50 Figure 10: EIA Phases – Ermelo Ring Road project ...... 57 Figure 11: Topography and drainage of the proposed road servitude ...... 75 Figure 12: Different wetland types traversed by the proposed alternative routes...... 77 Figure 13: Sensitive wetland systems along the route alternatives ...... 82 Figure 14: Geology map also depicting undermined areas ...... 86 Figure 15: Soil forms/classes along the proposed alternative routes ...... 92 Figure 16: Land capability route map...... 93 Figure 17: Grazing capacity map ...... 94 Figure 18: Soil potential of the alternative routes ...... 95 Figure 19: Vegetation map of the alternative routes ...... 97 Figure 20: Mpumalanga Biodiversity Conservation Plan, 2007 ...... 97 Figure 21: Mpumalanga Biodiversity Sector Plan –Terrestrial CBA Map ...... 98 Figure 22: Surrounding Land-uses in Ermelo (MLM-IDP, 2013/14) ...... 113 Figure 23: Topographical map of the alternative routes ...... 114 Figure 24: Age-population size for Msukaligwa Local Municipality 2001-2011 ...... 115 Figure 25: Ermelo / Wesselton economic and employment sector contribution ...... 117 Figure 26: Analytical Framework ...... 118 Figure 27: Displacement effect of economic and business impacts ...... 122 Figure 28: Baseline and Freeway Impact Growth Scenarios (GVA at constant 2005 prices)...... 123 Figure 29: A map indicating identified heritage sites ...... 139 Figure 30: Noise Sensitive Areas within and round the town of Ermelo ...... 142 Figure 31: Study area map for traffic surveys ...... 149 Figure 32: Location of electronic counting stations ...... 150 Figure 33: Msukaligwa Local Municipality Spatial development map (SDF,2010) ...... 156 Figure 34: Msukaligwa Municipality Conservation areas map [Image Msukaligwa Municipality] ...... 159 Figure 35: Msukaligwa Municipality planning areas map [Image Msukaligwa Municipality] ...... 159 Figure 36: Site Notices in English and Afrikaans on the main door of the Municipal Building ...... 162 Figure 37: Site Notices at Pick’n Pay, Ermelo ...... 162 Figure 38: Site Notices in front of Clicks at The Oak Shopping Centre, Ermelo ...... 162 Figure 39: Site Notices inside the local clinic in Wesselton, Ermelo...... 163 Figure 40: Site Notices on a lamp post at the corner of Kerk Street and Pet Street, Ermelo ...... 163

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

TABLES

Table 1: Estimated costs ...... 53 Table 2: Applicable activities as listed in GNR 544 (983), 545 (984), and 546 (985) of 2010 & 2014 ...... 55 Table 3: EIA Phase Updated Programme - Ermelo Ring Road Project ...... 57 Table 4: Need and Desirability Assessment for the proposed Ermelo Ring Road development ...... 68 Table 5: Summary of the PES and Ecological Importance and Severity of the wetland systems ...... 78 Table 6: Summary of expected soil properties and geotechnical implications ...... 86 Table 7: Agricultural potential and land capability of the identified soil classes ...... 89 Table 8: Ecological status of the plant community traversed by the alternative routes...... 99 Table 9: Comparative assessment of Route Alternatives based on Ecological specialist findings ...... 110 Table 10:Muskaligwa urban population distribution ...... 115 Table 11: Employment rate for Msukaligwa Local Municipality, 2011 ...... 116 Table 12: Projected job losses and gains as a result of the proposed ring road development ...... 116 Table 13: Location and sensitivity analyses of economic sectors in Ermelo ...... 119 Table 14: Economic: Regional output and GDP as gross value added (GVA), R millions ...... 120 Table 15: Micro-Level Economic impacts on the Ermelo/Wesselton town ...... 124 Table 16: Anticipated business impacts on specific Trade sectors in Ermelo/Wesselton ...... 125 Table 17: Displacement effects for specific trade sectors ...... 127 Table 18: Economic and sensitivity route rating ...... 127 Table 19: Socio-economic impacts ...... 130 Table 20: Category of Noise Sensitive Areas ...... 142 Table 21: Sensitivity Analysis ...... 142 Table 22: Noise sensitivity and projected traffic noise level at each of the identified NSAs ...... 143 Table 23: Comparative route assessment based on socio-economic findings ...... 147 Table 24: Traffic survey locations ...... 148 Table 25: 7- Day Electronic traffic counts, May 2012 ...... 149 Table 26: Split for Trip Types...... 151 Table 27: Expected Annual Traffic Growth Rates ...... 152 Table 28: DSR distribution list for stakeholders ...... 166 Table 29: Public venues for the DSR ...... 167 Table 30: Draft EIA Report distribution list ...... 168 Table 31: Draft and Final EIA Programme ...... 169 Table 32: Summary of potential environmental impacts ...... 171 Table 33: Impact Evaluation ...... 173 Table 34: Comparative assessment of all the route alternatives ...... 181

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

APPENDICES

APPENDIX 1: EAP’s Expertise APPENDIX 2: Route Plan for Alternative 1 APPENDIX 3: Route Plan for Alternative 1 Rev 1 APPENDIX 4: Route Plan for Alternative Route 2 APPENDIX 5: Route Plan for Alternative Route 3 APPENDIX 6: Route Plan for Alternative Route 4 APPENDIX 7: Route Plan of Combined Alternatives APPENDIX 8: Combined Routes on Spatial Development Framework APPENDIX 9: Environmental Sensitivity Maps Appendix 9(a): Composite Ecological Sensitivity Map Appendix 9(b): Mpumalanga Conservation Biodiversity Plan Map Appendix 9(c): Wetland Delineation Map Appendix 9(d): Soil Potential and Land Capability Map Appendix 9(e): Map of Undermined Areas APPENDIX 10: DEA, DMR, and Key Stakeholders Correspondence APPENDIX 11: Traffic Survey Report APPENDIX 12: Agricultural Potential Assessment APPENDIX 13: Wetland Delineation and Functional Assessment APPENDIX 14: Ecological Assessment Appendix 14 (a): Vegetation Assessment Appendix 14(b): Mammal Habitat Assessment Appendix 14(c): Herpetofauna Habitat Assessment Appendix 14 (d): Avifauna Habitat Assessment APPENDIX 15: Economic Impact Assessment APPENDIX 16: Social Impact Assessment APPENDIX 17: Noise Impact Assessment APPENDIX 18: Heritage Impact Assessment APPENDIX 19: Palaeontological Impact Assessment APPENDIX 20: Preliminary Geotechnical Investigation & Summary of Geophysical Report APPENDIX 21: Public Participation Process Appendix 21(a): I&AP Database Appendix 21(b): Newspaper Adverts in the Sunday Times, Highvelder, and the Highveld Tribune Appendix 21(c): Photos of site notices Appendix 21(d): Background Information Document, Registration sheet, acknowledgment of receipt and proof of notification Appendix 21(e): Public Open Day and Public Meeting transcripts, attendance register, and photos Appendix 21(f): Copies of comments received during the initial PP Appendix 21(g): Copies of comments received during the Scoping Phase Appendix 21(h): Minutes of the meeting with the Msukaligwa Executive Mayor and Ward Councillors held on 25th June 2013, and 23rd October 2015 Appendix 21(i): DSR Open day session Appendix 21(j): Minutes of meeting with DEA APPENDIX 22: Pictures taken along the alternative routes APPENDIX 23: Comments and Responses Report APPENDIX 24: Environmental Management Programme (EMPr) APPENDIX 25: Impact Assessment Methodology

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

EXECUTIVE SUMMARY

The South African National Roads Agency (SOC) Limited, as the custodian of all national roads, proposes to construct a new ring road around the town of Ermelo in Mpumalanga Province, in order to improve the desired mobility and safety of the existing road network in Ermelo. This is in line with one of its major functions, as provided in the South African National Roads Agency Limited and National Roads Act of 1998, to plan, provide, establish, erect and maintain facilities on national roads for the convenience and safety of road users.

The town of Ermelo is strategically linked by three major national routes; the N2, N11, and N17. The N17 follows an east-west alignment through the town and links Gauteng (Johannesburg) in the west to Swaziland at the Oshoek border post in the east. The N11 follows a north-south alignment through the town and links with Ladysmith, New Castle (outside the district), Volksrust, Amersfoort, and Hendrina towards the N4. The N2 joins the town from the south east from Piet Retief and the KZN north coast, where it terminates and links up with either the N17 (east-west), or the N11 (north-south). SANRAL is responsible for maintaining, protecting and enhancing the functional integrity of these national routes as Class 1 mobility spines.

All the above routes are important freight corridors for the transportation of timber, agricultural produce and coal. These routes also carry commuters, private and tourism related traffic. Currently traffic from all the three major national routes destined to areas outside Ermelo is forced to pass through town, as there are no other alternative routes. This results in traffic congestion in Ermelo’s CBD especially during peak hours, exacerbated by heavy commercial vehicles mostly coal trucks. Although bypass routes for heavy vehicles have been identified, the use of these routes by heavy vehicles is not enforced and the roads have not been adequately developed (e.g. Havenga Road, which is currently designated as the eastern bypass for heavy vehicles).

According to SANRAL, as a result of the projected future growth in traffic volume, and the increasing number of commercial vehicles travelling on these roads through the town of Ermelo, the desired mobility and road safety can no longer be maintained. Therefore, SANRAL is investigating alternative route options to provide long-term mobility for through traffic within the context of the town’s spatial planning, environmental constraints, the coal mining history and future planning. AECOM SA (Pty) Ltd was appointed by SANRAL to investigate these alternative route options in order to come up with the most convenient, accessible, cost effective, and environmentally sustainable route, which connects with all the existing national routes. In turn, Interdesign Landscape Architects (ILA), as independent environmental assessment practitioners, were commissioned by AECOM on behalf of SANRAL, to undertake the Environmental Authorisation application process for the route determination and preliminary design for the proposed Ermelo Ring Road in Ermelo, Mpumalanga Province.

SANRAL’s preferred route alignment is ring shaped as it provides good route continuity for- and interconnection between the various mentioned mobility routes, with the ultimate aim to provide long distance mobility for passing traffic using the national and provincial roads connecting Ermelo. The Route Determination process has yielded three possible alternative routes aligned as a ring road or elements of a ring road, to reinstate mobility between all the desired lines without undue additional travelling distance. A fourth alternative, proposed by interested and affected parties, involves the upgrade of existing roads through the town of Ermelo.

The proposed development of the Ring Road is expected to reduce delays resulting from traffic congestion through town, improve road safety, and improve connectivity for the provincial and national road network in the area.

POPOSED ALTERNATIVE ROUTES

A total of three new alternative routes (Alternative Routes 1 to 3), including the latest revised and preferred route, Alternative 1 Rev 1, have been designed on a scale of 1:5 000 using aerial photography and contours. These alternative routes form part of the route determination process , which will enable SANRAL to select the route for further investigation as part of the preliminary design.

SANRAL’s preferred route from the three proposed alternative route options is Alternative 1 Rev 1 mainly because it fully connects with all the existing national routes around Ermelo thereby providing convenient connectivity between all major routes, while retaining full accessibility to the town via the major roads system Page | 8

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] feeding into Ermelo. The route is a complete ring combination of Alternative Routes 1 and 3, and includes Route C over the undermined area previously presumed to be unsafe by the DMR for road construction, but this undermined area has now been proven as safe following the findings of a Geophysical investigation and Risk Assessment conducted as part of this EIA process.

The total length of the route is 35.7 km. The western section from N11 North over N17 to N11 South is similar to Alternative 3. A systems interchange provides access to N17 East and the R65 with an airport access interchange further to the west. A farm boundary is followed south of N17 East to reduce the impact on land divisions.

An aerial map of the preferred route alignment (Alternative Route 1 Rev 1)

Other alternative routes investigated and assessed as part of this EIA process are briefly described, as indicated in the aerial map below.

Alternative Route 1 (indicated in red) is a complete ring road around Ermelo measuring 32.3 km in length. Its north-eastern section crosses some apparently undermined sections.

Alternative Route 2 (indicated in blue) does not form a complete ring road. It shares a similar western route with Alternatives 1 and 3 but continues on the south-western side south of the rail line to eventually link up with the

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

N2 highway further south, measuring 32.5 km in length. This route however traverses along the newly established Penumbra coal mining concession.

Alternative Route 3 (indicated in green) is a complete ring combination of Alternatives 1 and 2, but excludes the north-eastern link, as part of this route option is also affected by the area of undermining. The total length of the route is 34.07 km. A geophysical study was conducted during 2014/15 on the undermined north-eastern link to assess the stability of the proposed route options for road construction. Only one cavity of limited extent was discovered along Route C of Alternative 1. With mitigation measures such as filling with slurry, this cavity can be treated to provide a stable foundation for highway construction. A geophysical report has been compiled and submitted to the Department of Mineral Resources (DMR). A letter of authority to proceed with the work on the undermined north-eastern link was received from DMR on 30 June 2015. This led to the combination of Alternative Routes 1 and 3 totalling a length of 35.7 km to provide the preferred route, now called Alternative 1 Rev 1.

Alternative Route 4 (indicated in yellow) involves the upgrade of the existing road network to still accommodate the through traffic in Ermelo. Some intersections along Border Avenue will require upgrading, as well as a north south through lane on Havenga Rd. Havenga Rd has recently been constructed along the eastern perimeter of Ermelo to accommodate heavy vehicles, but still incorporates urban streets such as Fourie Rd.

An aerial map of the alternative routes combined together

Undermining of certain coal mining areas along the investigated routes proved to have a significant impact on the choice of the preferred alternative as the apparent depth of undermining of between 30m and 60m only provides a possible safety factor of 1.5, whereas the Department of Mineral Resources recommend a safety factor of 2.0.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Interchanges

There are 6 proposed interchanges where the Ring Road intersects national and provincial routes. The spacing between all of these interchanges conforms to the minimum required distance. The minimum distance attained of all of these intersections spacing is a distance of 3.6 km between the R39 and the N17-4.

Accesses

The extent to which the proposed Ring Road will influence existing access roads to farms and suburbs is not known at this stage and will be addressed during the Preliminary Design phase. It is however, the intention to reinstate accesses for all land severed or otherwise affected by the ring road. Cross access for land on both sides will be further defined during preliminary design, including access interchanges to obtain access to the ring road vial local roads / streets, even where these have not yet been defined.

Design standards

The road will be designed as a future freeway with a nominal 80m road reserve, according to SANRAL’s requirements as outlined in the SANRAL: Geometric Design Guidelines.

The proposed typical cross section for this road is for a national road with a nominal 80m road reserve wide enough to accommodate a total of 6 lanes.

The proposed road reserve for the N17 Urban section through the built up area of Ermelo is 60m due to constraints of an existing cemetery and sports stadium.

It is proposed that the design speed in this area be 120 km/h. This is in keeping with the topography of the area and should be easily interpreted by motorists.

Implementation phasing

If approved, the proposed Ring Road is likely to be implemented in phases according to traffic demand, as set out below. The only tasks that are currently being completed are the Route Determination, Preliminary Design and Land Acquisition. This will be followed by detail design, tender phase and construction.

Phase 1: Construct ring road or part thereof as a 2 lane bi-directional road with at grade junctions;

Phase 2: Add grade separated interchanges with passing lanes where required;

Phase 3: Add the second carriageway to provide a 4 lane highway; and

Phase 4: Add the 5th and 6th lanes in the median to provide a 6 lane highway.

This phasing is subject to traffic demand and fiscal constraints, and no firm decision has yet been taken by SANRAL in this regard.

ROUTE CONSTRAINTS

Geotechnical, ecological, biophysical, spatial planning, and socio-economic related constraints affecting the alignments of the proposed alternative routes have been identified, investigated, and assessed as part of this EIA process. Suitably qualified specialists were appointed to investigate and assess the identified constraints and any potential issues likely to affect the alternative route alignments. According to the specialist findings, there are no fatal flaws associated with the identified constraints and all the proposed alternative route alignments are feasible.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

One of the main Geotechnical constraints identified is the undermined area between the N11 North and N17 East, which compromised the feasibility of the north eastern alignment (Route C) due to safety concerns. A Geophysical Investigation of the undermined section was conducted to determine the risk safety factor, and the findings used in the compilation of a Risk Assessment submitted to the Department of Mineral Resources for approval. The DMR approved the route alignment over undermined areas subject to certain precautionary measures being implemented before and during construction. Findings of the Geophysical investigation revealed the north eastern link over undermined areas is safe for road purposes and the one cavity found can be filled with slurry to provide a stable road foundation.

The main Ecological constraints are sensitive grasslands and rocky outcrops north of Douglas Dam, and all the wetland crossings. Although the construction of the proposed route alignments will only cover a narrow stretch, the transformation will be intensive across considerable distances. Like any Greenfield development, construction activities will result in the inevitable loss of parts of several habitats. Emphasis should shift to optimal planning and innovative mitigation. Grassland, and to a lesser extent watercourse and wetland habitats will be primarily affected, so avoidance of the better quality grasslands and minimal interference with watercourse and wetlands will be the main objectives for planning and construction. For all habitats, special attention will be necessary to the effects of runoff from the road surfaces and supporting embankments or cuttings, where water volume, velocity and nutrient loads can have wide indirect effects on habitat, plant and animal communities alongside the roadways.

The Ermelo district is water rich with many streams, dams and wetlands, which all drain into the Vaal River as part of the Upper Vaal River drainage catchment area. All these water bodies are currently under pressure from mining, agriculture, and other anthropogenic activities and are therefore classified as of high conservation importance. It is thus envisaged, any activities associated with the development of the proposed road across these sensitive wetland areas, irrespective of the scale and type of structure, will consequently result in negative cumulative impacts on the ecological and hydrological integrity of the Vaal River and its aquatic ecosystem. The proposed road alignment and crossings should attempt to minimise disruption of existing wetland areas, and strict mitigation measures should be implemented during the construction phase to prevent or minimise any negative impacts.

In terms of spatial planning, the proposed alternative routes cut through planned townships such as George Botha Park, and in between existing townships such as Ermelo Extension 32 and 34. Furthermore, the N17 East – West alignment passes through an existing Waste Water Treatment Works, informal settlements south of Wesselton, and a formal residential area of Ermelo Central south of the airport. All these and other town planning issues are being addressed through a Technical Committee formed by the Executive Mayor as part of ongoing engagements. Preliminary engagements held with the committee, particularly the Town Planner, confirm the identified spatial planning issues can be resolved subject to negotiations and adjustments of the alignments, where necessary.

The main socio-economic constraint is opposition to the ring road development by the Ermelo Business Association due to the perceived negative impacts the proposed ring road development will have to the local economy, particularly businesses reliant on income from through traffic. Findings of the Economic Assessment confirm that although existing businesses directly reliant on transient trade are expected to decline in the short term, this will be mitigated or substituted by new sales (and concomitant employment opportunities) generated by limited new establishments along the new alignment, provided such facilities are situated within the same economic geographic system. Therefore the town economy stabilises back to its ‘normal’, long term growth trend (although marginally higher) over the medium term (approximately 3 to 5 years). Furthermore, an analysis of case studies of towns that have experienced a similar type of development confirm new freeway developments opens up the region through increased inter- and intra-regional flows of goods and services thereby attracting new capital investment and businesses.

All the above highlighted constraints have been investigated and assessed as pat of this EIA process for consideration in the route determination process, and further evaluated through a comparative assessment.

COMPARATIVE ROUTE ASSESSMENT

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

The following conclusions were made based on the comparative route assessment: 1. Although Alternative Route 3 is the most preferred route option selected by specialists, an analysis of the composite ecological sensitivity map of all the four combined route options indicates the originally proposed Alternative Route 1 is the least ecologically sensitive route option from the three new proposed routes, as its north western alignment avoids sensitive grasslands north of Douglas dam and excludes the N17 West–East alignment through the sensitive wetlands, and sensitive grasslands south of the airport.

2. SANRAL’s preferred route option, Alt 1 Rev 1, is an acceptable compromise from an ecological perspective as it excludes the N17 West-East alignment through the sensitive wetlands between Wesselton and Ermelo central, and the sensitive grasslands south of the airport. However, the north western alignment traverses through the sensitive grasslands and rocky habitat north of Douglas dam. There are no major ecological risks associated with this alignment provided construction activities are conducted in accordance to an approved Ecological Management and Rehabilitation Plan. All the proposed alternative routes will not result in a significant loss of ecological sensitive and important habitat units, ecosystem function (e.g. reduction in water quality, soil pollution), loss of habitat, nor of significant loss/displacement of threatened or protected species.

3. The option of upgrading existing roads through town, as Alternative Route 4, is not desirable both from a technical, and socio-economic perspective. Technically, the required upgrades cannot be achieved within the confines of the urban network and setup, and do not provide the required mobility and safety factor afforded by the other three alternative route alignments. Furthermore, the upgrade will result in increased noise levels and exhaust emissions in town thereby degrading the environmental health and quality of the urban environment. A number of socio-economic issues such as loss in property values, damage to property, deterioration of existing roads, and reduced sense of place have been raised by residents bordering the current by-pass route along Havenga Road and Fourie Street. These issues are likely to exacerbate should existing roads through town be upgraded.

4. No environmental fatal flaws have been identified for all the four proposed alternative routes and are feasible from an ecological and socio-economic perspective provided the mitigation measures recommended by the specialists are taken into consideration and, where practical, implemented in all the project phases, particularly during the preliminary and detailed design phase.

It is recommended from an environmental perspective that Alternative Route 1 Rev 1 be authorised, subject to the following conditions:  All the recommendations contained in this EIA Report and supporting documents are strictly taken into consideration as part of the preliminary design, and detailed design of the route;  All the mitigation measures recommended in the draft Environmental management Programme (EMPr), attached as Appendix 24, are incorporated , where applicable, into the preliminary design, detailed design, and construction of the road once the route has been finalised;  All the specialist mitigation measures and recommendations are strictly taken into consideration and, wherever possible, incorporated into the final design of the route to minimise any potential adverse environmental impacts identified by the relevant specialist;  Effective consultations with the Msukaligwa Local Municipality, and affected landowners along the proposed route are conducted as part of preliminary design, and detailed design phase respectively;  All the requirements and comments from relevant departments are considered in all project phases;  All the required permits, authorisations, or licences are obtained during the design phases, and the relevant environmental conditions of these permits or licences are incorporated into the final EMPr;  The preliminary design, detailed design, and construction of the proposed route is conducted in terms of all applicable legislation, and any legal requirements specified by the relevant authority; and  All construction activities are conducted according to the approved final EMPr.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

PROJECT BEACKGROUND & INTRODUCTION

PROJECT PHASES

The proposed Ermelo Ring Road comprises of four project phases: 1. Route Determination; 2. Preliminary Design and Proclamation / Expropriation ; 3. Detailed Design; and 4. Tender and Construction. The project is currently in the Route Determination phase of which this EIA process forms an integral part in determining the feasibility of the proposed alternative route alignments. The decision on the preferred route alignment will be informed by a number of investigations including the findings of this EIA process. The Route Determination and EIA processes are therefore being conducted in parallel as part of the preliminary design phase. However, it should be noted although this EIA process is part of the Route Determination and Preliminary Design Phases it forms the basis for all the subsequent phases and takes into consideration potential environmental impacts associated with all the project phases through a holistic approach.

EIA PROCESS

The route determination and preliminary design, detailed design, and construction of the proposed Ermelo Ring Road is a listed activity in Listing Notice 2 of Government Notice R545, 2010 published in terms of the Environmental Impact Assessment Regulations, 2010, promulgated under the National Environmental Management Act (Act 107 of 1998), as amended. Under the Listing Notice (GNR 545), a Scoping and Environmental Impact Assessment process, contemplated in Regulations 26 to 35 of the EIA Regulations (GNR 543), is required as part of the application for Environmental Authorisation. The deciding authority for this application is the National Department of Environmental Affairs (DEA), as required in terms of Section 24 D(i) of the National Environmental Management Act 107 of 1998, as amended. Since the proposed development is located in the Mpumalanga Province, the Mpumalanga Department of Agriculture, Rural Development, Land and Environmental Affairs (DARDLEA) is recognised as a key stakeholder and commenting authority. In order to ensure all the relevant issues associated with the proposed alternative route alignments are adequately captured and considered in the Scoping Phase, an environmental screening process was first conducted to inform the Draft Scoping Report. This EIA Report is therefore a culmination of all the major environmental issues or concerns identified during the screening and Scoping Phases. The key objective of the Scoping and Environmental Impact Assessment process is to provide decision makers (DEA) with the opportunity to consider the potential environmental impacts of a project early in the development process, and assess if environmental impacts can be avoided, minimised or mitigated to acceptable levels. The Scoping Phase identified potential issues associated with all the four alternative routes, and defined the extent of the studies required to be conducted as part of the EIA Phase. These potential environmental issues identified during the Scoping Phase are mainly as a result of an extensive public participation process with registered stakeholders, interested and affected parties (I&APs), and planning authorities. This EIA Report further provides registered I&APs and stakeholders with an opportunity to verify the issues raised during the Scoping Phase have been adequately captured, investigated, and addressed in the EIA Phase. Therefore, the purpose of this EIA Report is to: Provide a comparative assessment of the proposed and alternative routes based on specialist findings, impact assessment and significance, GIS interpretation and analysis, and public and stakeholder engagements. Explain the rationale for the proposed or preferred route in terms of need and desirability. Describe and assess all the major environmental issues raised by I&APs to date, and identified by Specialists following detailed investigations. This includes an assessment of each identified potentially

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

significant impact, and how these can be effectively mitigated Present findings of the detailed specialist reports in applicable sections. Respond to all major issues raised by I&APs, and describe the public and stakeholder consultation process to be followed as part of the EIA Phase. Describe and explain how all the planning issues raised by the Msukaligwa Local Municipality and Gert Sibande District Municipality have been addressed in line with their spatial policies and plans. Evaluate the practicality of the proposed and alternative routes in terms of the town’s spatial development framework and environmental management framework. Draft a comprehensive planning, construction, and operational phase EMPr with relevant and practical mitigation and monitoring measures. Provide an environmental impact statement that contains a summary of the key findings of the EIA, and a comparative assessment of the preferred alternative route in relation to other identified alternative routes. The following specialist investigations have been conducted as part of this EIA process: Geotechnical Investigation According to the findings of a Desktop Geotechnical Investigation, the general area traversed by the proposed alternative route alignments is underlain by rocks and residual soils of the Vryheid Formation of the Ecca Group, Karoo Sequence. The rocks comprise sandstone, shale and coal beds. Dolerite in the form of intruded sills and dykes occur in the area and may affect the routes. The general soil profile across the area is therefore expected to vary according to criteria including underlying rock type, and topographic locality (side slope, crest). A summary of the anticipated soils and their associated typical engineering properties are summarised in the Table below. Lithology Expected Soils Formed Associated Engineering Impact Unconsolidated Clayey sand or silty sand Collapsible grain structure; dispersive soil; high Transported Hillwash permeability; moderate erodibility; moderate or Colluvium compaction and workability. Unconsolidated Gravel, sand, silt or clay All possible problems, including heave and Transported Alluvium settlement, dispersivity and erosion. Dolerite Clay (turf); silty clay changing Potentially expansive clay; low shear strength semi- to to sandy clay with depth; impervious soil; generally poor compaction and corestones; gravel (sugar workability; uneven bedrock surface. Possible dolerite), cobbles and occurrence of sugar dolerite considered a good boulders construction material. Sandstone Silty sand ; sandy silt Pervious to semi-impervious soil; moderate to high erodibility; good to excellent compaction and workability. Shale Clay, silt, silty clay Expansive clay; low shear strength; high settlement; slaking on exposure; semi- or impervious soil; dispersive soil; moderate to poor compaction or work- ability; unstable slopes. Breakdown of rock on exposure to atmosphere (slaking).

Bedrock - Shallower bedrock within drainage areas may be encountered, depending on the topographic setting. Deep alluvial soils may also be encountered. Material usage - The most likely materials, which may occur in the area and which may be considered as potential construction material sources would be the dolerite, depending on its weathering

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

characteristics. The occurrence of sugar dolerite, forming gravels would be a good source of construction materials, should this material be present. Residual sandstone is considered a moderately to good source of construction material, but is likely to be variable. Residual shale is not considered a good material in general due to potential expansive properties. Sources of ferricrete are considered potentially good for use as construction materials. Dolerite and fresh sandstone as crushed rock are considered good materials for aggregate. Shale rock is not considered suitable due to potential slaking and breakdown upon exposure to the atmosphere. Groundwater - Perched seasonal groundwater levels can be expected at reasonably shallow depths, particularly above the shale and residual shale soils and shallow sandstone, where occurring. Perched water tables are likely to occur during the rainfall season and following heavy or continuous downpours. Shallow groundwater levels can be expected in close proximity to drainage channels and rivers. Undermining - is the most important geotechnical consideration affecting the alignment of the routes. A Geophysical Investigation was undertaken along two of the routes, namely Alternative 1 and 3. Refer to the subsequent section for a summary of the findings. A detailed Geophysical Investigation will be conducted along the centreline of the proposed route once it has been finalised and approved. A. Geophysical Investigation Since very little information is readily available about the undermining, a decision was taken to evaluate the planned route across the undermined area for old mine tunnels and cavities in order to determine the safety of the planned route. A methodology was applied that combined Airborne Geophysics (Time Domain Electromagnetics or TDEM, Ground Geophysics, Drilling and Borehole Geophysics to investigate the subsurface under the planned route. The following conclusion was made based on the findings of the aforementioned investigations. It is possible that no other cavities related to undermining exist in the immediate surrounds of the geophysics conducted. The results indicate that 95 % of the planned route shows no anomalies. This was tested by drilling a borehole on this area. Three of the anomalies investigated show that it is associated with structure, while two were associated with tunnels. The deep tunnel of 1 m at a depth of 90 m poses no risk to the route. This was verified by the borehole geophysics and the borehole camera. The only tunnel that could be a risk is the 5 m structure 26 m below surface. This could very easily be stabilised with concrete. B. Traffic Survey Based on traffic survey results, data on the Origin-Destination (OD) matrices indicate that the most prominent origin/destination is the N2 South and N11 North, followed by the N11 South and N17 West. An operational analysis on the capacity of all the proposed alternative routes for the base year (2013) and a future horizon (2033) based on a two-lane highway (1 lane per direction) yielded the following results: Based on link capacity Alternative 1 has ample spare capacity in the base and horizon year. Alternative 2 has ample capacity in the base year. In the horizon year the east west link (N17 W – N17 E/R65) will have to be upgraded to a multilane highway with 2 lanes per direction. Alternative 3 will have sufficient capacity on all links during the base and horizon year. Alternative 2 provides direct alternative routes to all the major OD pairs and accordingly has the best utilisation of the three alternatives. All the critical intersections for Alternative 4 were analysed, taken into account the minimum upgrades, to determine the operational level of service. The results indicate that all the analysed intersections will operate at an acceptable level of service during the base year, with improvements required at four intersections in the horizon year. These improvements include: Installation of a traffic signal, when warranted, at the following intersections o Oos St/ Fourie St,

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

o Wedgewood Ave / Border St, and o Border St / Voortrekker St. Additional north south through lane on Havenga Road. The following recommendations were made based on the overall traffic survey results: Alternative 4 is not recommended based on safety and mobility; Alternative 1, 2 and 3 are all viable options; and Taking into account mobility, safety as well as utilisation and capacity it is recommended that Alternative 2 be implemented form a traffic perspective. C. Flora and Fauna (a) Vegetation Assessment Findings of the Vegetation Assessment confirm the proposed alternative route alignments pass through the following plant communities / ecosystems of low to high ecological sensitivity Plant Community Ecological Sensitivity Disturbed Grassland Except for small patches, the vegetation is transformed and degraded. Although species richness can be high in local less disturbed areas, and some red data species or protected species may be locally present, this is quite rare and in general these disturbed grasslands have a low conservation value and also low sensitivity. Secondary Grassland The vegetation is disturbed, degraded, transformed and secondary grassland found on old fields. It has low conservation value and low sensitivity. Rocky Outcrops The rocky hills constitute a very specific, limited habitat type within the study area. The species richness is high, with 1 red data listed species and two provincially protected species. Due to specific rocky hills habitat, high species richness and presence of red data species and provincially protected species, this area is considered to have high conservation value and high sensitivity. Moist Southern Grassland The vegetation is primary grassland, and although not rich in plant species, it is regarded to have a Medium conservation value and sensitivity, due to its proximity to, and locally merging into wetlands and spruits. Plains Themeda Grassland The vegetation is primary grassland, often degraded, and is relatively low in species richness. The sensitivity is regarded as being Medium. Grassland on Ferricrete The floristic composition of this plant community is unique within the study area. However, no rare species or species of conservation concern occur here, and the sensitivity is regarded as being Medium- High. Spruits All spruits are considered to be highly sensitive, and these ecosystems must be protected and not destroyed or even damaged. It is clear that the planned roads will have to cross spruits at several localities. Proper bridges will have to be constructed at these localities, even at small spruits. Any damage to the spruits that may occur during construction will have to be rehabilitated, using local grass species. Erosion must be avoided at all times, and rehabilitated should erosion occur during (and after) construction. After completion of construction, water should be allowed to flow freely through the bridges, and no damming of water should occur at the bridge localities. Wetlands The vegetation is grass and sedge dominated. The ecological

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

sensitivity of the wetland is considered to be High, and these systems should be conserved. Although no species of conservation concern were directly recorded during this survey, it can be accepted that several orchid species do occur here Mining and similar developments Within these areas the vegetation has been either destroyed or totally transformed. These areas have Low conservation value and Low ecological sensitivity. No further vegetation surveys were done in these areas. Developed Town Areas No vegetation surveys were done in this area, as all natural vegetation has been destroyed by urban development and streets. These areas have Low conservation value and Low ecological sensitivity. Agriculture / Plantations / Old Fields In areas of current agriculture, plantations of alien trees, mainly Eucalyptus but also Acacia mearnsii and also recent old fields (where agriculture was abandoned recently, and the area is either bare or covered with weedy pioneer species), the natural vegetation has been destroyed and these areas have Low conservation value and Low ecological sensitivity. No further vegetation surveys were done in these areas.

The following Red Listed plant species were recorded along the proposed alternative routes during the vegetation survey: Boophone disticha; Crinum bulbispermum; and Eucomis Montana. However, no protected tree species were recorded during the vegetation survey. The ecological impact of each proposed alternative route alignment was evaluated as summarised in the Table below. Alternative Route Ecological Impact 1 The most ecological sensitive areas are the localities where the streams with associated wetlands will have to be crossed, and also the primary grassland areas. The western bypass of this route has only few environmentally sensitive areas, mostly spruit crossings. This area also has little, or no, Critical Biodiversity Areas according to the conservation plan of MTPA. A further advantage is that the route runs south of the Douglas Dam, avoiding the Rocky Ridge (Plant Community 3). However, we understand that there will be residential development south of the Dam, making a highway less acceptable. However, the eastern alignment poses several problems, both environmentally and due to other issues, especially in the northern part of the eastern bypass. From an environmental point of view, this route runs through a large part of a Critical Biodiversity Areas. These are mostly primary grassland areas. However, a more critical limitation is that in the northern part of the eastern bypass old underground coal mining renders this part unsafe for a highway road. A suggestion was to move this part of the suggested Alternative 1 road northwards, but this is an unpopular alternative, because it will still cross parts of the Critical Biodiversity Area, also quite large parts of primary grassland and a large stream system, and it is too far from the town. 2 In the north, the western bypass passes through the ecologically sensitive Rocky Outcrops (Plant Community 3). In the south, and south-east it crosses through wetlands and associated Moist Southern Grassland (Plant Community 4) east of the N11. The east-west route through the town runs along a spruit (quite disturbed in the west by informal housing and other existing developments, but through primary grassland (Grassland on Ferricrete – Plant Community 6) in the east. 3 The route crosses the ecologically sensitive Rocky Outcrops (Plant Community 3). The east-west link through the town will still be needed. The limitations here being 1) the road runs along the spruit (though highly disturbed in the western part) and Page | 18

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

has to cross the Grassland on Ferricrete (Medium-High sensitivity) in the east. 4 Alternative 4 (upgrade of current streets in the Ermelo town) is not discussed further; as this route runs on current streets in a highly developed urban area and has little or no effect on the biodiversity of the area.

From an ecological point of view the Alternative 3 seems to be a compromise and is from an ecological point of view, the preferred option. It is however not completely without (smaller) issues, namely the Rocky Outcrops in the North, the Grassland on Ferricrete in the central western parts, and crosses spruits and wetlands. (b) Fauna Assessment Separate Mammal, Herpetofauna, and Aviafauna Habitat Assessments were conducted along the proposed routes, of which the findings are summarised in the Table below.

Fauna Specialist Findings Mammal Habitat The undeveloped land between the proposed ring road and the town is spatially limited, apart from being subjected to a variety of intense land-use practices (mostly grazing). Like all busy highways, any route of the Ermelo Ring Road will be a partial lethal barrier to dispersal of terrestrial mammals. This implies that land between the town and the road is ecologically circumscribed and that connectivity and consequently immigration are impaired. It is furthermore predicted that new urban development will (should) be concentrated on the area delineated by the circle road. Ultimately, the species confined between the town and the new road will be displaced. This is of little consequence since the status quo of species richness in the extensive district outside the circle road will remain unaffected by the intended development. The planned development will not result in a loss of ecological sensitive and important habitat units, ecosystem function (e.g. reduction in water quality, soil pollution), loss of mammal habitat, nor of significant loss/displacement of threatened or protected species. From a mammal perspective, all the alternative routes will have a similar impact. Herpetofauna Considering the scale of the intended development, the loss/displacement of some Habitat herpetofauna is a foregone conclusion, particularly that of terrestrial species, but in the overall picture of the affected species, it will be minimal. Maintaining (and even improving) the conservation integrity of all the wetlands is imperative and non-negotiable. These water sources should be regarded as sensitive, as such providing indispensable habitat for Red Listed and sensitive species as well as serving as a dispersal corridor in places. From a herpetological point of view, this should benefit mainly the amphibians and wetland-associated reptiles. This will create many suitable habitats for water– dependent herpetofauna on the proposed study site and this may even improve the quality of the protected habitats. Avifauna Habitat The western half-ring Route A-2 in all three Alternatives 1-red, 2-blue and 3-green will have minimal effects on avian communities, since it passes wherever possible close to Ermelo town through the most degraded and disturbed habitats. The avian communities within these habitats are comprised mainly of generalist species of least conservation concern or, in transformed areas, of adaptable species that have colonised habitat features not previously available. The exception is for the northern initiation of Route A-2, where it has to traverse good quality natural grassland, ridge and watercourse habitats north of Douglas Dam where, even with good planning and mitigation, some negative avifaunal effects must be anticipated. Roads, by their linear nature, are liable to cut across different habitats with the potential to cause habitat fragmentation and/or loss of connectivity, but maybe least for birds with their considerable aerial mobility. Careful planning and construction can mitigate this to some extent, such as culvert/bridge design across watercourses

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

and other lines of connectivity, with positive effects for ground- or wetland-moving birds or novel effects for cave/cliff nesting species. Roads themselves create obvious anthropogenic effects, but it is the effects of the traffic and associated developments rather than the roads themselves that have most effects on birds. Deflections of flight paths for such sensitive species as bustards and cranes, collision risks on lines using the road servitude, road-kill collisions, especially when augmented by grain spills that attract granivores or rodent prey, or novel predation pressure from poles/lines used as hunting perches or nest sites alongside the roads are all factors.

The general effect of the construction of major ring roads around and/or through Ermelo town will be footprints relatively narrow in area but intense in transformation and across considerable distances. If the ring roads are deemed essential and their plans approved, then loss of parts of several habitats will have to be incurred and accepted. Emphasis will then shift to optimal planning and innovative mitigation. Grassland, and to a lesser extent watercourse and wetland habitats will be primarily affected, so avoidance of the better quality grasslands and minimal interference with watercourse and wetlands will be the main objectives for planning and construction. For all habitats, special attention will be necessary to the effects of runoff from the road surfaces and supporting embankments or cuttings, where water volume, velocity and nutrient loads can have wide indirect effects on habitat, plant and animal communities alongside the roadways.

D. Wetland Assessment Four major wetland types were identified along the proposed alternative routes during the Wetland Assessment, and these are listed as follows 1. Channel wetland: Natural channel; Man-made canal.

2. Valley bottom wetlands associated with the low-lying valleys of the project area: Channelled; Unchannelled. 3. Valleyhead seep wetlands associated with the origin of low-lying rivers and channelled valley bottom wetlands.

4. Hillslope seep wetlands.

5. Depressions: Natural pans; Man-made dams. All the proposed alternative route alignments cross at various points some or all of the above identified wetland types, and a Water Use Authorisation in terms of Section 21 of the National Water Act will be required for all the major wetland crossings once the proposed route alignment has been finalised and approved. The Present Ecological State (PES) for all the major crossings vary from “Seriously Modified” to “Large natural with few modifications”, while the Ecological Importance and Sensitivity (EIS) varies from Low / Marginal to High. This indicates different levels of degradation according to land-use practices and also played a significant role in determining the most suitable route alternative or mitigation measures to be implemented. Impacts on the wetland areas along the proposed route or within the route servitude will occur dung the construction phase, and some of the identified potential impacts include : Direct wetland destruction (fauna and flora); Loss of instream habitat due to changes in channel structure and condition; Soil erosion and sedimentation;

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Soil and water pollution; Spread and establishment of alien invasives in wetlands; Negative effect of human activities; and Air pollution (dust). Specific mitigation measures need to be implemented in the areas surrounding the wetland zones to prevent any impacts on the wetland during the construction phases, especially at the sensitive wetland crossings.

E. Agricultural Potential Assessment Findings of the Agricultural Potential Assessment conclude the soils traversed by the proposed alternative route alignments can be classified as varying from Medium to Low in terms of soil potential. The soil forms identified in the study area and the subsequent land capability and soil potential are summarised in the Table below. Soil Forms Land capability Soil potential Shallow, rocky soils of the Glenrosa or Class VII: Very severe Low Potential Soils - No potential Mispah soil form associated with limitations. Suitable only for for arable agriculture / limited outcrops and ridges natural vegetation grazing potential Shallow / medium depth red-yellow Class III: Moderate Medium Potential Soils - Medium apedal soils of the Glenrosa / Hutton / limitations. Some erosion Potential for arable agriculture / Clovelly Soil Forms hazards medium potential grazing land Shallow sandyclay to sandyclayloam Class IV: Severe limitations. Medium Potential soils - Low soils associated with seepage zones Low arable potential. High potential arable agriculture / High (Avalon / Longlands soil forms) erosion hazard. potential grazing land Black clayey / alluvial soils of the Class V: Watercourse and Medium - low potential soils - Zero Rensburg / Katspruit soil forms land with wetness limitations potential arable agriculture / associated with drainage channels and Medium potential grazing land valley-bottom wetlands

The density of the vegetation and grazing capacity of the land would allow grazing of the area, especially on the larger farm portions that can sustain economically viable grazing. The proposed development of the road will however not significantly reduce the grazing value of the land, subject to implementation of site-specific mitigation measures. The development footprint of the proposed road development will not significantly impede or decrease the agricultural potential or land capability of the project area, as no high potential soils were identified along the proposed alternative route alignments. F. Heritage Impact Assessment A limited variety of heritage and cultural resources occur within the larger region as well as in the study area. Therefore, there is a possibility that the following proposed alternative routes will have an impact on heritage resources Alternative Route 3 will pass in close proximity to a Brickyard Cemetery, located on the eastern side of town. This feature is viewed to be of high significance on a regional level and should be avoided. Alternative Route 1 will pass over the decommissioned railway line. This feature is viewed to have low significance and would not prevent the proposed development from going forward. Alternative Route 4 will pass through the business district of Ermelo. There is a possibility that features forming part of the urban cultural landscape such as memorials, entrance gates, avenues of trees, as well as buildings will be impacted by the proposed upgrades. Once the proposed route alignment has been approved, all sensitive heritage sites or features located along the route will be documented and demarcated by a suitably qualified heritage specialist prior to any construction activities.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

G. Noise Impact Assessment The following conclusions were drawn based on the findings of the Noise Impact Assessment. The construction of the new ring road will result in a permanent upwards shift of the prevailing noise levels in the vicinity of the alternative alignments which run through vacant open land and in some sections close to the noise sensitive areas. The impact on the environment and the noise sensitive areas can however be controlled or minimised by means of engineering control measures such as use of road surfaces with low noise levels and the construction of noise barriers. Noise barriers will be required in the vicinity of Wesselton (opp. Power Street). Wesselton (informal settlement), Ermelo Ext 32 East, Ermelo Ext 32 Middle, and planned George Botha Park. The noise level in excess of 60.0 dBA along the existing routes through the town in Ermelo exceeds the noise levels for residential areas, and any relocation of the routes will expose other residents to noise levels, which are higher than the noise levels to which they are currently exposed to. Noise barriers will have to be provided along all the sections of the through routes in the vicinity of noise sensitive areas. The proposed ring road will however be free-flowing traffic where in the case of the existing through roads in Ermelo are a stop-start situation with higher noise levels. The relocation of the road from the current position through the town will reduce the already high noise levels, which are experienced at the noise sensitive areas along the entire length of the road. The distance between the road and the NSAs will play an important role in noise propagation and how the continuous noise from the traffic will be perceived at the noise sensitive areas.

H. Social and Economic Impact Assessment Outcomes of the engagements conducted with interested and parties and key stakeholders as part of the Social Impact Assessment are summarised as follows The restaurant and fast food industry do not support the implementation of the ring road and predict a severe impact on their businesses; Filling station owners do not support the ring road and predict a severe impact on their business; Eskom, in particular the Camden Power Station, supports the ring road because it will have long term cost saving benefits, including improved mobility advantages for them; The farmers to the east of Ermelo are in support of the ring road, but not the N2/N17 link, as it will fragment their farms, making farming uneconomical; The EBA are completely opposed to the ring road being implemented because they anticipate that it will negatively impact on the future viability of business enterprises within Ermelo; The guest houses are not dependent on the ad-hoc customer trade (i.e. not pre-booked) and are thus not totally opposed to the proposed ring road; The residents bordering the current truck by-pass support the proposed ring road as their quality of life is severely affected by the existing situation; and The local municipality is not opposed to the ring road, but anticipates that it will have an effect on filling station owners. The social impacts associated with the proposed construction and operation of the proposed ring road have been identified and these are grouped into Positive and Negative impacts as follows

(a) Anticipated positive social impacts Increased regional economic development - the development of a new road network ties in with the regional and local government policies for the area which is expected to stimulate growth on a local and regional scale.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Increased employment opportunities – the proposed construction and operation of the Ermelo ring road is expected to create local employment opportunities for approximately 5 years. However, information on the number of jobs to be created is not yet available at this stage. In order to capitalize on this impact, it is imperative that job creation is optimised from a local level upwards. It is suggested that non-locals should only be hired when specialist skills, which are not available locally, are required and local business providing such skills cannot be created. Emerging employment opportunities during the construction phase should be targeted at local residents as well as people from the surrounding townships. This will ensure a reduced dependency on temporary employment in addition to enhancing the living standards of local people.

Increased SMME opportunities - the proposed construction and operation of the Ermelo ring road is expected to create opportunities for SMMEs including not only direct employment but in-direct (i.e. as fence maintenance, grass cutting, road reserve clearance, painting of road signs etc.). The direct economic growth should also indirectly benefit SMMEs including local financial and human capital assets.

Skills transfer - by prioritising local labour and services, the project is expected to create employment opportunities that would positively result in the transfer of skills. Skills development is necessary for human resource development, and will have a lasting impact on the economy. Allied with the additional temporary jobs created during the construction phase, and the permanent jobs created during the operational phase (maintenance), there will be an element of skill acquisition.

Improved safety and mobility for road users - the current safety and mobility for road users within Ermelo is compromised by the ingress of heavy duty trucks transporting timber, coal and other goods to various destinations in South Africa, the predominant destination being the Richards bay Terminal. Although the current Havenga Street by-pass route may be viewed as a solution by some residents, it was always intended to be a temporary solution. The safety and mobility impact for the residents bordering the current route are in conflict with their constitutional right (i.e. right to a safe environment) and is not a permanent resolution for the town of Ermelo. As the demand for coal increases on a national and international level, the situation is likely to deteriorate, even if Eskom’s “road to rail” strategy is implemented due to numerous small-scale collieries within Mpumalanga solely dependent on road haulage.

Decline in HIV, STDs and prostitution in Ermelo - it has been widely reported, that long haul truck traffic is associated with the spread of Human immunodeficiency virus (HIV) and Sexual Transmitted Diseases (STDs). According to a report prepared by the South African National AIDS Council (SANAC), truck drivers are very likely to use the services of commercial sex workers in stop-over towns near major transportation routes. Commercial sex workers have been reported as a problem in Ermelo, due to the number of heavy trucks passing through the town. It is believed, that the diversion of heavy trucks out of Ermelo through the proposed ring road, will have a positive effect on the community, as trucks will not be permitted to drive through town, therefore removing the demand for commercial sex workers.

(b) Anticipated negative social impacts Increased noise and vibration – noise and vibration generated by traffic along noise sensitive areas of the route.

Loss of revenue for local businesses - it is anticipated that the implementation of the ring road around the town of Ermelo will have a substantial impact on filling stations and take away/restaurants facilities in Kerk Street. These amenities are to a large extent dependent on transient traffic (not including heavy duty trucks, as they have strategic depots determined by the mine), and thus customers will have the option to bypass the town. This includes informal traders that take advantage of public transport areas (especially taxi ranks) in town.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Loss of natural capital – certain alternative route alignments traverse existing farm lands to the east of Ermelo. Due the relatively small size of most farms, the acquisition of even a small portion by SANRAL can significantly influence the total yield per annum. Most of the farmers interviewed, undertake mixed farming practices (including dairy, cattle, crops etc.) and also provide accommodation to three (3) or four (4) farm workers and their families. The dissecting of farm portion of the alignment will make farming impracticable as access and the movement of equipment becomes challenging.

Land Acquisition/Resettlement Impacts - although this is predominately an economic issue, it has a ripple effect on the social well-being of the community due the fragmentation of neighbourhood patterns and surrendering of long term assets.

Crime and security – some of the residents in Ermelo are concerned that the construction phase of the proposed ring road will bring an unwanted element of crime to the town due to the influx of workers, which will be most prevalent along alignments bordering informal townships, residential areas and farms.

Visual impact and the sense of place - the implementation of a new road with a reserve of 80 metres is likely to change the rural element of undeveloped areas in and around Ermelo. This can impact on the rural character for selected community members, especially farmers, and lead to a change in the sense of place that people experience. Secondary to the physical structure itself, light intrusion can also become a concern.

Hampering of Urban Edge Expansion - the Msukaligwa LM SDF has earmarked the south east and south west outskirts of Ermelo for future urban expansion. It is anticipated that the implementation of the ring road around the town will hamper the municipal spatial strategy and a re-assessment of urban growth areas will thus be necessary. There are, however, numerous towns within South Africa with a similar economic profile which has urban expansion either side of national routes. This includes towns such as Emalahleni (previously known as Witbank) and Mbombela (previously known as Nelspruit).

According to the SIA Report, all the above identified negative social impacts can be effectively mitigated through proper planning and effective engagement with all the affected parties. (c) Economic Impact Assessment An impact analysis was conducted as part of the Economic Impact Assessment by postulating on the economic growth scenarios associated with the development of the proposed ring road in Ermelo.

The linear graph above illustrates the effects of the sizeable capital investment associated with freeway construction. The assumption is made that freeway construction will commence in 2015 and will continue up to 2017/2018. Page | 24

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Given the fact that no direct correlation between the level of impact and the distance from a new national route and bypassed town centre could be established, it is anticipated that regardless of the route alignment alternatives which will materialise, the impact on the town economy will be similar in magnitude. Given the location theory analysis, it is evident that it is primarily the trade sector that is location sensitive with regard to the existing freeways. The trade sector is arguably the sector which acts most sensitive to access and exposure variances. The trade sector include retail activities, wholesale activities, short-stay activities, restaurants and take away offerings, automotive sales and repairs and fuel sales. These sub-sectors’ contribution to the town’s economy is illustrated in the table below.

Sector GVA Percentage Estimated Estimated Annual Recovery of Town GVA Economic Economic Offset Period (R’ million) Loss – GVA Loss – GVA (“Claw (%) (R’ million) back”) – GVA (R’ million) Automotive 1 to 2 maintenance & 47.2 3.0% 1 to 2% 0.9 0.5 years repairs Fuel Sales 3 to 5 25.1 4.1% 18% 4.5 0.3 years Sale of motor vehicle parts 1 to 2 11.4 2.7% 1 to 2% 0.2 0.1 and years accessories Short-stay 3 to 5% (if at 1 to 2 3.6 4.0% 0.2 0.1 accommodation all) years Restaurants 3 to 5 9.4 9.2% 25 to 30% 2.8 0.3 years Total 96.7 23.0% 8.6 1.3 Loss/offset . Automotive maintenance & repairs: destination activity and doesn’t correlate with convenience fuel sales. . Fuel Sales: Largely a convenience driven and not destination driven activity. . Sales of motor vehicles, parts & accessories: destination activity and does not correlate with convenience fuel sales. . Short-stay accommodation: Largely destination driven and town based. . Restaurants: both destination and convenience orientated.

It is therefore evident that the route realignment will not result in a negative impact on the town economy as a whole, or in fact on the trade sector as a whole, but that it will be focused on very specific trade sector activities only, in particular filling stations and associated fast food restaurants.

The following table illustrates labour growth trends within the local economy over the past ten years reflecting the average amount of labour added to the local economy on an annual basis. The table further indicates the anticipated job losses and job gains anticipated by the route realignment. It also illustrates the average annual job gain after the stabilisation phase of the economy.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Labour Trends Jobs Gained/Lost Current job growth (10 year average) 150 to 250 jobs/annum (net annual gain) Sectors Responsible for Annual Job Gains ( 10 year  Utilities: 45 to 55 jobs average)  Construction: 35 to 40 jobs  Trade: 450 to 500 jobs  Transport & Storage: 50 to 100 jobs  Finance & Business: 5 to 10 jobs  Community, Social & Personal Services: 100 to 120 jobs  General Government : 200 to 220 jobs Estimated Job Losses due to Route Realignment (exclude anticipated claw back effect)  150 to 200 jobs (in total)  4800 to 5500 (depending on route alignment Estimated Jobs Created during Construction Phase chosen)  Of which 2900 to 3300 jobs will be directly allocated to the local economy. Estimated Job Growth after Construction Phase – Stabilised economy  200 to 210 jobs per annum

The labour growth trends summarised in the above table are further explained as follows:

The trade sector, job growth predominantly takes place within the wholesale and retail trade sub- sectors (430 to 460 jobs per annum), with catering and accommodation contributing between 20 and 40 jobs per annum. It is, however, noteworthy that there are three sectors contributing to large amounts of sectoral job losses, namely agriculture and manufacturing mining sector. The latter will in all probability be off-set by new mining development in the area. The net effect of the above (excluding route realignment) remains positive at 150 – 250 new jobs being created annually. Estimated job losses due to the route realignment are estimated at 150 to 200 jobs in total – mainly in the trade sector. Estimated jobs to be created by the construction phase varies between 4 800 and 5 500, of which between 2 900 and 3 300 will be localised. The estimated net job growth sustained after the construction phase amounts to 200 to 210 jobs per annum. This indicates that potential job losses in selected enterprises (mainly fuel sales) that may result from different / more efficient route alignment (i.e. trade based activities reliant on a percentage of passing trade) will in all probability be offset by the local economy over the medium term (i.e. 3 to 5 year post construction).

It is therefore evident, based on a synthesis of the economic impact assessment, that the proposed development of the Ermelo Ring Road will induce two main effects:

(a) Displacement Effect A new freeway is constructed; limited new opportunities emerge along the new route alignment. In general, traffic volumes and economic growth increases along the new route. Business sales of affected by-passed businesses decline, but stabilises over the medium term in conjunction with normalised traffic volume along the existing route. The short term decline in sales by selected existing business activities along the old alignment is mitigated / substituted by new sales (and concomitant employment opportunities) generated by limited new establishments along the new alignment, provided such facilities are situated within the same economic geographic system. Under these conditions, there can be no negative local multiplier effect in as far as economic value

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

added and job creation / losses are concerned - resulting in a net gain. Therefore the town economy stabilises back to its ‘normal’, long term growth trend (although marginally higher) over the medium term (approximately 3 to 5 years). (b) Accelerated growth effect The net effect will however be positive for the local economy due to: Freeway developments opens up the region and the new capital investment generate new business sales. Additional capacity to accommodate increased inter- and intra-regional flows of goods and services. New local development opportunities. Revival of the guesthouse industry – a number of establishments have reported dwindling occupation numbers due to the negative effects of trucks passing through the residential areas. Socio-economic benefits including – job creation, safer neighbourhoods, increased property transactions and recovery of property prices (many residents reported the inability to sell residential properties due to the by-passing trucks). Findings of a case study analyses focused on selected towns in Gauteng and Polokwane, which experienced a more or less similar type of development, makes the following conclusion: “The economic impact of national road realignment creates displacement effects. These displacements affect selected business enterprises and not the economy at large. The economic impact appears to be offset by a displacement effect, following the creation of limited new business opportunities along the new alignment. In short, the impact of route alignment does not effect negative long term structural economic changes. A short term construction benefit can typically be observed. Following route realignment, local economies reveal a similar and normalised growth trend, comparable with the local economy’s established long term growth trend”.

A similar economic trend is therefore expected to occur as a result of the proposed Ermelo Ring Road development.

COMPARATIVE ROUTE ASSESSMENT

A comparative assessment based on specialist findings was conducted for the proposed alternative route alignments in order to determine the most favoured route option from an environmental perspective. The findings are summarised in the table below.

SPECIALIST STUDY PREFERED ROUTE DECIDING FACTOR OPTION Flora Assessment Alternative Route 3 Alternative Route 3 seems to be a compromise and aims to: avoid the underground mining area in the north-east of Alternative 1; avoid the large Moist Southern Grassland (Plant Community 4) and associated spruits and wetlands in the south and south-east, east of the N11, of Alternative 2; and East of the N11 the route turns north- eastwards and runs through quite disturbed area north of the railway complex. Here are some Critical Biodiversity Areas, especially along the spruits, but this area is highly disturbed and the route was changed to run mainly in a modified corridor. Page | 27

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Fauna Assessment Alternative Route 3 It is concluded that Alternative Route 3 is Mammal Habitat Assessment acceptable, from a mammal conservation point of view, though any of the alternatives would be acceptable. Its proximity to the town allows future urbanisation in the area between the road and the outskirts of the town that will be negatively impacted by the highway. Herpetofauna Habitat All alternative routes will have an impact on the Assessment herpetological environment, but ecologically Alternative Route 3 is preferred. However, from a herpetological perspective the rocky ridge and the pristine grassland north of Douglas Dam would be a limitation as Alternative Routes 2 and 3 bisect the rupiculous habitat and the stream with its gorge slopes below the Douglas Dam overflow. Avifauna Habitat Assessment From an avifaunal perspective, Alternative Route 3 is something of a compromise, especially given the route crosses natural grassland north of Douglas Dam, but otherwise it remains the least intrusive of all the other proposed alternative routes, provided that the necessary mitigation measures are imposed along the drainage line affected by the N17 link through town, and those parts of the southern loop liable to affect the Humanspruit and its wetlands. Wetland Assessment Alternative Routes 2 All of the route options (except route alternative 4) and 4 bisect major wetland sections. Route option alternative 1 was considered the least suitable, while either of route 2 or 3 can be considered suitable although alternative 2 was considered slightly more suitable considering that less wetland surface area will be affected by this route option, with less major crossings. Agricultural Potential Assessment Alternative Routes 3 All of the route options (except route alternative 4) and 4 bisect areas where agricultural activities occur. The soil potential varies from being low to medium potential and no areas with high potential soils occur along any of the route alternatives. Of the 3 route alternatives assessed, any of the alternatives can be considered as suitable, although route option 3 are the most suitable due to having a smaller footprint area that would impact on agricultural land outside the Ermelo urban edge. Social Impact Assessment Alternative Route 2 It is evident that the south-east link (between the R65 and N2) is not traffic intensive (only 3% of light vehicles and 1% of heavy vehicles uses this road), which makes Alternative 2 more desirable from a Social Impact perspective (SANRAL’s preferred alternative is Alternative 3). Furthermore, the implementation of the east-west link through Wesselton/Ermelo is crucial for integrating the proposed ring road with the current service offerings of Ermelo.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Economic Impact Assessment Alternative Route 3 It is evident that Alternative Three reflects the highest economic ratings, with the lowest sensitivity ratings – reflecting the best choice from an economic perspective. Traffic Survey Alternative Route 2 Alternative 2 provides direct alternative routes to all of the major OD pairs and accordingly has the best utilisation of the three alternatives. Taking into account mobility, safety as well as utilisation and capacity it is recommended that alternative 2 be implemented from a traffic point of view. Heritage Impact Assessment Alternative Route 2 Alternative 2 is the preferred route from a heritage perspective, as it is the only route without any heritage sites or features identified. Palaeontological Impact Alternative Routes This desktop study has not identified any Assessment 1, 2, 3, and 4 palaeontological reason to prejudice the progression of any of Alternatives 1, 2, 3 or 4, subject to implementation of the recommended mitigation measures. Noise Impact Assessment Alternative Route 3 The most preferred route will be Alternative 3 as limited acoustic screening will be required in Wesselton, depending on the height of the alignment.

As indicated in the Table above, Alternative Route 3 is the most preferred route option based on specialist findings, followed by Alternative Routes 2 and 4 respectively. However, it should be noted all the specialist studies were conducted during the time when Alternative Route 1 was considered not feasible due to the safety concerns associated with the undermined areas underlying the north eastern alignment. This to a certain extent influenced the specialist’s choice of the preferred route option though it was largely based on their findings.

IMPACT ASSESSMENT AND SIGNIFICANCE

Based on the findings of this EIA , no potential environmental fatal flaws associated with the development and operation of any of the proposed alternative route alignments around the town of Ermelo were identified.

However, a number of significant environmental impacts associated with the development and operation of the proposed road were identified as part of the scoping phase and confirmed through specialist findings. These have been investigated and assessed as part of this EIA, of which the following socio-economic and biophysical impacts are classified as cumulative to the environment:

Potential socio-economic cumulative impacts Less traffic congestion; Reduced traffic and improved pedestrian safety in town; Skills development and creation of job opportunities; Facilitates better urban planning through an efficient and sustainable transport system and road network; Heavy vehicle traffic increase that could impact negatively on safety and quality of existing roads; Potential loss of revenue for local businesses located along the current route and reliant on direct access and visibility from the freeways [e.g. filling stations, automotive repairs, catering establishments, short-stay establishments – loss of transient trade]; Displacement of economic activities; Income multiplier effect of investment; Impacts to transient traffic volumes resulting in potential decline in business volumes and potential closure of businesses dependent on trade along the current bypass; Impact to noise sensitive areas where routes pass through residential areas; Safety of pedestrians where routes are proposed to pass through residential townships; Page | 29

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Potential road safety concerns in areas where the proposed routes pass over historically undermined surfaces; and Fragmentation of farmland - Impact to properties utilised for agricultural land uses.

Potential Biophysical cumulative impacts Irreversible habitat loss and fragmentation; Increased erosion risks due to clearance of vegetation and associated increase in sediment loads to watercourses; Loss of wetland habitat; Increase of hard surface area [erosion and pollution]; Destruction or loss of wetlands floral diversity or riparian communities; Loss of wetland and water dependant faunal diversity through migration and decline in animal numbers; Soil compaction and increased risk of sediment transport and erosion; Spread and establishment of alien invasive species; Loss of land capability; Loss of exotic species, declared weeds and invader plants; Loss of ecological sensitive and important vegetation units; Loss of ecosystem function (e.g. reduction in water quality, soil pollution); Loss of plant and faunal habitat; Loss of plant and faunal species; Increased habitat fragmentation & loss of connectivity; and Increased anthropogenic encroachment.

Although some of the above listed cumulative impacts are unavoidable and cannot be prevented, this EIA Report and related Environmental Management Programme (EMPr) provides practical mitigation measures for reducing impact severity, and where possible, complete avoidance or prevention of the impact.

In terms of impact rating and severity, Alternative Route 3 has significant adverse environmental impacts compared to the other alternative route alignments mainly as a result of its north western alignment over the ecologically sensitive grasslands and watercourse north of Douglas Dam, and the N17 West-East alignment along a drainage line and through existing informal settlements in Wesselton.

STAKEHOLDER ENGAGEMENTS

The proposed alternative route alignments have been investigated in terms of the town’s spatial development plans, to ensure these are in line with the town’s spatial planning. As such, a number of consultative meetings have been held with the Msukaligwa Local Municipality on the proposed alternative route alignments. The first and most important meeting held was with the Executive Mayor on 25th June 2013, in which the Mayor and his committee were briefed about the proposed alternative route alignments and the associated technical constraints influencing SANRAL’s decision on the preferred route option. This meeting resulted in the formation of the Msukaligwa Oversight Technical Committee (MOTC) under the Executive Mayor’s instruction, to specifically assist AECOM SA and SANRAL with all the highlighted town planning issues associated with the proposed alternative route alignments. The formation of the MOTC opened up the way for further engagements and a consultative meeting was held with the Msukaligwa and Gert Sibande District Town Planners on 6th September 2013 to discuss and address the town planning issues identified along the proposed alternative route alignments. Both town planners agreed, all the major issues identified are manageable and can be integrated into the Town’s spatial plans where feasible. Further engagements have been held since then, and the MOTC have provided us with their written comments on the technical issues and Draft Scoping Report. The deliberations on these issues and written comments have been included in the relevant sections of this Draft EIA Report. However, it should be noted that the process of engagement with the MOTC and Town Planning Section will continue throughout the EIA process and subsequent project phases.

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Other affected stakeholders such as the business community in Ermelo were consulted as part of the Social and Economic Impact Assessment study.

PUBLIC PARTICIPATION PROCESS

A number of key issues were raised by I&APs and stakeholders during the Scoping Phase public participation process, mainly the socio-economic effects the proposed ring road will have on the town of Ermelo. The majority of the I&APs are concerned about the negative effects the proposed ring road might have on the local economy of Ermelo, especially to service stations and smaller businesses dependent on income from through traffic. Comments and responses received following the review of the Draft Scoping Report by registered I&APs were incorporated into the Final Scoping Report, and submitted to the DEA for evaluation. The DEA approved the submitted FSR and EIA Plan of Study in terms of regulation 30(1)(a) of the EIA Regulations, in a letter dated 06th March 2014, in which ILA was advised to proceed with the EIA process as contemplated under regulations 31, 32, & 33 of the EIA Regulations, 2010, and further requested to include additional information and make amendments to the report.

The public participation process will continue during the EIA phase in order to ensure all the issues identified by I&APs and stakeholders during the scoping phase are adequately captured and investigated. Registered I&APs and stakeholders will be given the opportunity to comment on both the Draft and Final EIA Reports. In addition, an open day session will be held in Ermelo to present the findings of this Draft EIA Report.

STRUCTURE OF DRAFT EIA REPORT

A breakdown of the structure of the EIA Report is illustrated in the Table below; Contents of the Report as stipulated in the EIA Regulations, 2010 Section covered in EIA Report ( Chapter 3, Regulation 31) 1. Background Details and Expertise of the EAP Refer to Appendix 1 An identification of all legislation and guidelines that have been Section 2 considered in the preparation of the EIA report 2. Project Description and Alternatives A detailed description of the proposed activity A description of the route of the activity A description of the need and desirability of the proposed activity Section 1 A description of any feasible and reasonable alternatives that have been identified A description of the alternative routes A description of identified potential alternatives to the proposed Sections 4, 5, 6, 7, 8, and 9 activity, including advantages and disadvantages that the proposed activity or alternatives may have on the environment and the community that may be affected by the activity 3. Details of public participation process The steps that have been taken to notify potentially interested and affected parties of the application Proof that notice boards, advertisements and notices notifying potentially interested and affected parties of the application have Section 7: sub-sections 7.1 to 7.3 been displayed, placed or given A list of all persons or organisations that were identified and registered in terms of Regulation 55 as interested and affected parties in relation to the application

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A summary of the issues raised by interested and affected parties, Refer to Appendix 23 the date of receipt of and the response of the EAP to those issues Copies of any representations, and comments received in Refer to Appendix 21(f) &(g) connection with the application or the scoping report from interested and affected parties Copies of the minutes of any meetings held by the EAP with Refer to Appendix 21(h) interested and affected parties and other role players which record the views of the participants; and any responses by the EAP to those representations and comments and views 4. Environmental Issues and Potential Impacts A description of the environment that may be affected by the Sections 4, & 5 activity and the manner in which the physical, biological, social, economic and cultural aspects of the environment may be affected by the proposed activity. A description of environmental issues and potential impacts Sections 4, & 5 including cumulative impacts , that have been identified 5. Impact Assessment and Mitigation An indication of the methodology used in determining the significance of potential environmental impacts. An assessment of each identified potentially significant impact, including cumulative impacts, and an indication of the extent to Section 8 which the issues could be addressed by the adoption of mitigation measures. 6. Environmental Impact Statement A summary of the key findings of the environmental impact assessment A comparative assessment of the positive and negative implications of the proposed activity and identified alternatives A reasoned opinion as to whether the activity should or should not be authorised , and if the opinion is that it should be authorised, Section 9 any conditions that should be made in respect of that authorisation Details of the draft environmental management programme containing the aspects contemplated in regulation 33

EIA PHASE PROGRAMME

Table 31 below summarises the estimated timeframes for the Draft and Final EIA Phases based on the assumption there no further delays. Draft and Final EIA Programme

ACTIVITY ANTICIPATED TIMEFRAME EIA PHASE Prepare Draft EIA Report & EMPr [3 weeks to prepare upon 07 Sept to 28 Sept 2015 receipt of all outstanding info] Internal review of the report by SANRAL and AECOM (one 29 Sept to 06 Oct 2015 week) Hold Focus Group Meeting with the Msukaligwa Local Municipality (MLM) Executive Mayor, and Technical 14 October 2015 Committee (one week for preparation) Make amendments or changes if necessary based on the 15 Oct to 22 Oct 2015 MLM Technical Committee’s recommendations or

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suggestions (one week)

Submit Draft EIA Report & EMPr to DEA, and make it 26 Oct to 07 December 2015 (School and public available for review by registered Interested and Affected holidays excluded) Parties and other stakeholders [40 day comment period] Hold DEIAR Public Open Day End October/ beginning November 2015 Finalise EIA Report & EMPr, and make it available for 11 January 2016 to 03 February 2016 (School review by registered Interested and Affected Parties and and public holidays excluded) other stakeholders [21 day comment period] Submit Final EIA Report & EMPr to DEA [Authority review period:14 day acknowledge receipt, 60 day accept / reject 09 February 2016 to June/ July 2016 report, if accepted 45 day review, 2 days to issue decision] Issuing of Environmental Authorisation July 2016

It should be noted that delays in the process may occur, for example, Authorities and I&APs may require additional information following submission of documentation. Although it is impossible to predict potential delays and timeframes, ILA will attempt to comply with the given timeframes as far as possible, wherever these are within the control of ILA.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

SECTION 1: PROPOSED ALTERNATIVE ROUTES

1.1 BACKGROUND

The proposed road development in Ermelo falls under the jurisdiction of the Msukaligwa Local Municipality within the Gert Sibande District Municipality, Mpumalanga Province.

Msukaligwa Local Municipality is situated in the southern part of Mpumalanga. Its western boundary is approximately 150km due east of Gauteng and its eastern boundary is approximately 8km west of the Swaziland border. Msukaligwa is one of the seven local municipalities under the jurisdiction of the Gert Sibande District Municipality and is surrounded by the following local municipalities, as shown in Figure 1:

Albert Luthuli and Steve Tshwete to the northeast and north; Govan Mbeki to the west; Lekwa to the southwest; Pixley ka Seme to the south; and eMkhondo to the southeast.

Figure 1: Boundary of Msukaligwa Local Municipality, 2011

The municipality covers an area of approximately 5228km², making up 16.4% of the total area of Gert Sibande District Municipality (Msukaligwa Draft IDP – 2013/2014). The area can be described as mostly agricultural/rural, with a number of towns and settlements situated within it, namely Ermelo/ Wesselton, Breyton/

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Kwazanele, Chrissiesmeer/ Kwachibikhulu, Davel/ Kwadela, Lothair/ Silendile, Warburton/ Nganga and Sheepmoor. The municipality has a total population of approximately 149 377 people (Statistics SA Census, 2011), half of whom reside in the various towns and settlements. Ermelo is the commercial hub of Msukaligwa and is an administrative centre for the surrounding areas.

As far as its regional context is concerned, Msukaligwa is situated along the Gauteng/Richards Bay Corridor formed by the N17/N2 and the railway line running through its southern part. The area’s biggest exports are coal and agricultural produce. There are vast untapped coal reserves in the area, which will ensure its continued importance as a coal-supplying region (IDP-2013/14). The Chrissiesmeer area in the north and the escarpment in the east are experiencing rapid tourism growth, with the Chrissiesmeer lakes and pans being a world-renowned bird habitat.

The primary urban area of Ermelo/ Wesselton is situated in the central part of the municipality at the convergence of the N2, N11 and N17, and is a major centre and economic hub of the municipality. It also serves as an administrative centre for the surrounding rural areas.

The secondary urban areas of Breyton/ Kwazanele and Chrissiesmeer/ Kwachibikhulu, are situated at the intersection of Provincial Roads R36 and R517±30km north of Ermelo, and on the N17 ±35km northeast of Ermelo respectively.

The Tertiary urban areas include: Davel/ Kwadela, situated on the N17 ±36km west of Ermelo. Sheepmoor, situated on the Richards Bay rail line ±41km southeast of Ermelo. Lothair/ Silindile, situated ±72km east of Ermelo and ±22km south of Warburton in the eastern part of the Municipality. Warburton/ Nganga, situated on the N17 ±79km east of Ermelo. [Information extracted from the Msukaligwa Spatial Development Framework, 2010: Final Report 2010] Ermelo historically developed around major roads connecting it with Johannesburg to the west, coal mining to the north, Swaziland to the east and the Durban coast to the south. Three national routes pass through Ermelo. Refer to Figure 2 for a map of Ermelo indicating the various major roads. These are represented principally by the; N17, entering from Leandra/ Bethal to the northwest and exiting as the N17 (previously R39) to Chrissiesmeer/ Oshoek to the northeast; N11, entering from Middelburg/ Hendrina to the north and exiting as the N11 to Volksrust in the south; and N2, originating in Ermelo and emerging towards Piet Retief in the southeast.

In addition, the R39 enters Ermelo from Morgenzon/ Standerton to the southwest, the R65 from Amsterdam/ Bankkop to the east and the R36 from Carolina/ Breyten to the north.

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N17 N11

N17

R65 N2 R39 N11

Figure 2: National and provincial routes in Msukaligwa Local Municipality (Msukaligwa SDF, 2010)

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

All the above routes are important freight corridors for the transportation of timber, agricultural produce and coal. These routes also carry commuters, private and tourism related traffic. Currently traffic from all the three major national routes destined to areas outside Ermelo is forced to pass through town, as there are no other alternative routes. This results in traffic congestion in Ermelo’s CBD especially during peak hours, exacerbated by heavy commercial vehicles mostly coal trucks. Although bypass routes for heavy vehicles have been identified, the use of these routes by heavy vehicles is not enforced and the roads have not been adequately developed (e.g. Havenga Road, which is currently designated as the eastern bypass for heavy vehicles). These heavy vehicle routes all still pass through sections of Ermelo, with the resultant negative impacts (social, noise, coal dust, air pollution and congestion).

SANRAL is responsible for maintaining and protecting, and where necessary enhancing, the functional integrity and corresponding development of these national routes as Class 1 mobility roads. In Ermelo, the desired mobility can no longer be achieved on the existing roads through town, and SANRAL is therefore investigating options to provide long-term mobility for through traffic within the context of the town’s spatial planning, environmental constraints, the coal mining history and future planning.

The investigation of these possible options is part of the route determination and preliminary design phase and involves an assessment of all the possible alternative routes in order to come up with the most convenient, cost effective, and environmentally sustainable route. A total of four alternative routes have been identified for investigation, and these are: Alternative Route 1: Routes A-2 and Route C =32 Km; Alternative Route 1 Revised 1: Complete ring combination of Alternatives 3 and 1 Alternative Route 2: Route A-1, in conjunction with A-3 and Route B = 33 Km; Alternative Route 3: Complete ring combination of elements of Alternatives 1 and 2, but excludes Route C = 34 Km; and Alternative Route 4: Upgrade of existing roads through town = 25km.

SANRAL’s main objective is to provide a direct connection to the entire major networks such being the N11, N17, N2, and the R39 and R65. Therefore, the three proposed alternative routes are aligned to connect with these major networks as much as possible, and a complete ring around the town provides the required connectivity and access. However, a number of geophysical, biophysical, planning, socio-economic, and cultural constraints affecting the alignment of the proposed alternative routes have been identified and assessed as part of this EIA process. This section mainly highlights the technical planning issues and how these are being addressed as part of the overall planning processes.

1.2 ALTERNATIVE ROUTE 1

Alternative 1, consisting of Route A-2 and Route C (refer to Figure 3 below, and Appendix 2) is a complete Ring Road around Ermelo measuring approximately 32.3 km in length. The ring provides a direct connection to the entire major networks such being the N11, N17, N2, and the R39 & R65. The ring commences at the N11 just to the north of the Ermelo Golf Course, it continues in a southerly direction passing below the Douglas dam and through the Phumula residential township. From there it continues southward crossing the N17, the railway line and the R39 before intersecting the N11 at the proposed George Botha Park. From here, the alignment shifts east- and northwards and passes south of the Nederland Park residential extensions 32 and 34 before intersecting the N2. This route however requires an expensive skew bridge crossing over the Transnet Rail and Road system estimated at R 163m for bridges and R 17m for mass earth works = R 180m. This portion of the alignment makes up Route A-2. From here the ring skirts northward around the eastern boundary of Ermelo crossing the N11 close to the R65 turn-off. It continues northwards in close proximity to the north - eastern boundary of the Ermelo Airport. The ring is complete where it joins the N11 directly opposite of the Ermelo Golf course. The route section C between the N 11 North and N17 East is heavily underlain by previous coal mines at a depth of 30 – 60m, according to the information provided by the Department of Mineral Resources.

This was originally SANRAL’s preferred route but had to be replaced in favour of Alternative Route 3 due to the Page | 37

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] safety concerns over the north eastern undermined areas traversed by Route C. The Department of Mineral Resources (DMR) requires a safety factor of 2.0 for them to approve new highways over undermined areas, which could not be guaranteed at that time due to lack of information on the stability of the undermined areas around Ermelo. An alternative 15 km Route D, between N11 and N17 was investigated as a possible option for avoiding the undermined areas, but comments received from Golf View Mining confirmed otherwise, thereby rendering both routes C and D unviable.

Due to the uncertainty and information gap on the undermined areas traversed by the Route C and D, the Msukaligwa Technical Portfolio Committee requested a Risk Assessment to be conducted in order to determine the safety of this area. A similar request was made by the Department of Environmental Affairs in their approval of the Final Scoping Report and EIA Plan of Study, as one of the listed information required for inclusion in the EIA Report.

A Geophysical Investigation of the underground conditions including voids and cavities was undertaken along the undermined areas traversed by Route C and Route B (see Alternative Route 3). This investigation included geophysical surveys and drilling which was carried out in a phased approach with geophysics preceding drilling. The drilling positions were based on the outcome of the geophysical survey results. The overall Geophysical results revealed that the claimed undermined section for both Routes B and C is safe for road purposes and the one cavity found can be filled with slurry to provide a stable road foundation. Following the findings of the Geophysical Investigation, a Risk Assessment was conducted and submitted to the DMR for approval. Approval to proceed with the planning and construction of the proposed Route A was granted by the DMR, subject to certain requirements (refer to Appendix 10). This has resulted in SANRAL’s decision to reconsider Alternative 1 as the preferred route option, but with the following adjustments: Combined with Alternative 3 to include the north-eastern link underlain by mining activities (Route C), resulting in a total length of 35.7km; The western section from N11 North over N17 to N11 South is now similar to Alternative 2; A systems interchange provides access to N17 East and the R65 with an airport access interchange midway between N17 East and N11 North. A farm boundary is followed south of N17 East to reduce the impact on land divisions; The link between N2 and N11 South passes in between Nederland Park Extensions 32 and 34. This provides a more affordable bridge crossing over the Transnet Rail and Road System; and Access interchanges have been added to the proposed development area between the N11 North and the N17 West, and to the area between the N2 and the N17 East. This revised Route Option is now known as Alternative 1 Rev 1.

1.2.1 Alternative 1 Rev 1

Alternative 1 Rev 1 is a complete ring combination of Alternatives 1 and 3 (refer to Figure 4, and Appendix 3), and includes the north-eastern link underlain by claimed mining activities. The total length of the route is 35.7 km. The western section from N11 North over N17 to N11 South is similar to Alternative 2. A systems interchange provides access to N17 East and the R65 with an airport access interchange further to the northwest. A farm boundary is followed south of N17 East to reduce the impact on land divisions. Some environmental concerns have been raised regarding the cultural significance of a koppie in the area of the R65, and this will be assessed in more detail during the preliminary design. The route was nevertheless moved to avoid the koppie. The link between N2 and N11 South passes in between Nederland Park Extensions 32 and 34. This provides a more affordable bridge crossing over the Transnet Rail and Road System.

Access interchanges have been added to the proposed development area between the N11 North and the N17 West, and to the area between the N2 and the R65.

It is recommended by SANRAL and AECOM that Alternative 1 Rev 1 be adopted for further preliminary design, mainly due to two reasons:

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Alternative 1 Rev 1 forms a complete ring road around Ermelo thereby providing convenient connectivity between all major routes, while retaining full accessibility to the town via the major roads system feeding into Ermelo The geophysical study has determined that the claimed undermined section of the north-eastern link (Route C) is safe for road purposes and the one cavity found can be filled with slurry to provide a stable road foundation.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Figure 3: Alternative Route 1 (Refer to Appendix 2 for the A3 Size Route Plan)

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Figure 4: Alternative Route 1 Rev 1(refer to Appendix 3 for the A3 Size Route Plan, and Appendix 22 for the pictures)

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Figure 5: Undermined areas along the proposed alternative routes (refer to Appendix 9(e))

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

The proposed route alignments for Alternative 1 affects properties, which consist of the following land uses: Agricultural [majority of the alignment]; Infrastructure [Railway line, existing N17, N2, R39,R65, local access roads]; Open space systems; Mining lease areas; Agricultural research centre; Airport (no direct impact); Golf course (no direct impact); Existing and planned townships; Informal settlements (no direct impact) . Refer to Appendix 22 for pictures taken at specific points along the Route.

Technical constraints The following technical constraints have been identified for Alternative Route 1: 1. The existing area currently mined by Penumbra to the south-west between the R39 and the N11 South. A number of consultations were held with the mining company in order to determine the best alignment route that minimises impact on their operations. The recommendation is to accept realignment of the route in the south-west as consulted to minimise the impact on Penumbra. Another mining related constraint is the under-mined area to the north east between the N17 East and N11 North, as indicated by routes C and D. The findings of a Geophysical investigation and Risk Assessment have proven the area is safe for the north eastern link, hence its inclusion in Alt 1 Rev 1. 2. Fragmentation and possible relocation of existing informal settlements on the planned Phumula Extension township on the north western section between the N17 West and N11 North. This alignment route has since been realigned westwards to avoid the settlements as confirmed by Alt 1 Rev 1. 3. Dissection of the planned George Botha Park township adjacent to the N11 South. However, the planned township seems to be on Penumbra mining land. It is recommended that if the township development is still planned, provision is made for the route without any adjustments, as an alternative totally avoiding the township will result in a more forced alignment, which will be especially difficult to achieve within acceptable engineering requirements. Alt 1 Rev1 maintains this alignment. 4. Southern alignment cutting through Ermelo Extension 32 and 34. A direct route which avoids cutting through Ermelo Ext 32 and 34 results in a very long and expensive bridge across the railway lines, with an estimated cost of R180 million for the bridge(s) alone. Therefore this alignment has been retained as part of Alt 1 Rev 1, and will be investigated during preliminary design to lower the road as much as possible and thereby make a convenient bridge crossing possible and also minimise noise and other related impacts. No connection with the ring road will be possible. A second bridge crossing of the route is proposed further to the east. 5. Proposed expansion of the Ermelo Airport situated on the north-east in parallel to Route C. This has been taken into consideration by inclusion of an access interchange along the north eastern link of Alt 1 Rev1 . 6. The north eastern link abuts an informal settlement east of the airport. The legal status of this informal settlements is currently unknown, but the land on which it is situated is deemed to be unsafe for human settlement according to DMR information. 7. The north western alignment proposed in Alt 1 Rev 1 crosses a rocky terrain and watercourse through a sensitive grassland north of Douglas dam. The proposed crossing of the stream downstream of Douglas dam is however much shorter compared to the original alignment of Alternative Route 1.

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Alternative 1 Rev 1 is SANRAL’s preferred option because it forms a complete ring road around Ermelo with convenient connectivity between all major routes, while retaining full accessibility to the town via the major roads system feeding into Ermelo. Furthermore, the Geophysical findings confirm that the undermined section of the north-eastern link is safe for road purposes and the one cavity found can be filled with slurry to provide a stable road foundation.

1.3 ALTERNATIVE ROUTE 2

Consisting of Route A-1, in conjunction with A-3 and Route B, this alternative measures 32.1 km and provides a western alignment along the A-2 alignment north of Douglas dam, as shown in Figure 6 below, and attached as Appendix 4.

This western alignment therefore does not pass through the Phumula and Nederland Park residential townships. The western bypass commences at the N11 north of the Ermelo Golf course. It then continues in a southerly direction toward the N17 but following an alignment, which passes the Douglas dam to the north. It intersects the N17 continuing southward intersecting the railway line and R39. After it intersects the N11, it continues in a south eastern direction close to the existing railway alignment to link up with the N2. This alternative does not provide a direct connection, but Route B provides access into Ermelo through the N17 East-West link (see Figure 6). This link passes through the town directly north of Ermelo central continuing westward through the informal settlement south of Wesselton township to intersect the N17 to the west of the town directly north-west of the research farm. Route B is also reflected as an important link in the Msukaligwa SDF.

The proposed Route alignments for Alternative 2 affects properties, which consist of the following land uses: Farm portions [majority of the alignment]; Rail and road infrastructure [Transnet Railway line, provincial roads R39,R65,and local access roads]; Telecommunication and power line infrastructure; Open space systems (natural streams, pans, and dams); Existing and newly started mining areas; Agricultural research centre; Sport stadium; Airport; Golf course; Existing and planned townships; Informal settlements; and Waste Water Treatment Works.

Refer to Appendix 22 for images taken at different points along Alternative Route 2.

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Figure 6: Alternative Route 2 (refer to Appendix 4 for the A3 Size Route Plan)

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Technical constraints 1. No major technical constraints have been identified for Alternative Route 2 except for the N17 East- West alignment which goes through an existing municipal waste water treatment facility immediately before it crosses Nelson Mandela Drive, and an informal settlement between Nelson Mandela Drive and N11/Church street. The technical committee believes the impact of the route on the waste treatment facility it can be accommodated. However, the informal settlements will have to be relocated as no alternative adjustments can be made to the alignment due to the limited space. 2. Concerns have also been raised on the impact of the south eastern alignment on the planned George Botha Park, although only a small piece will be fragmented. The technical committee has agreed to compromise that particular piece of land and will revise their plans accordingly, to make way for the proposed road. 3. Both the Western Route A-1 and the N17 East-West alignment will fragment cultivated land belonging to an adjacent agricultural centre. Although no formal engagements with the management of the agricultural research canter have been conducted as yet, informal discussions via email indicate that a compromise on the route alignment can be made by both parties. Formal engagements with the management will be held during the preliminary design phase. 4. A section of the N17 East- West alignment (Route B) on the eastern side of Wesselton towards the R65/N17 passes over an under-mined area. That particular section over the under-mined area is estimated to be approximately 3 Km long. The findings of a geophysical investigation confirm it is safe for road purposes. 5. A section of the southern alignment (Route A-3) which runs in parallel with the railway line before turning east to join the N2 south traverses over an active underground mine owned by Penumbra. A number of realignment options have been presented to Penumbra through formal engagements, and a route with minimal impacts on their operations has been selected and agreed upon. Further engagements will be held during the preliminary design phase if this alternative is to be developed.

1.4 ALTERNATIVE ROUTE 3

The third Alternative is a complete ring combination of Alternative Routes 1 and 2, but excludes the north- eastern link, as shown in Figure 8 below, and Appendix 5. The total length of the route is approximately 34 km. The western section from N11 North over N17 to N11 South is similar to Alternative 2. Route B of Alternative 3 is similar to Alternative 2, and from the N17 East it continues southwards along the same alignment as Alternative 1 Rev 1 to link up with the N2 on the southern side of Ermelo. Slip lanes on N17 North provide limited access to the ring road, with an access interchange further to the west. A farm boundary is followed south of N17 East to reduce the impact on land divisions. The link between N2 and N11 South (Route A-2) passes in between Ermelo Extension 32 and 34, and skirts on the outer boundary of the planned Nederland Park Extension further south east.

The major reason for the design of Alternative 3 was to avoid the undermined areas on the north-eastern side of the town between the N17 East and N11 North, as indicated in Figure 5 above. The undermined areas were previously feared to be too shallow to allow the required safety factor of 2.0 as determined by the Inspector of Mines, and the route totally avoiding these areas would be too long, too indirect and fairly far removed from the town (Route C in Alternative 1). Due to the uncertainty on the safety factor of the undermined areas, SANRAL rendered the north eastern link as high risk, resulting in the adoption of the N17 East-West connection as indicated by Route B in Figure 7 below. SANRAL has therefore decided to replace the north–eastern link (red route in Alternative 1) with the N17 East-West link (green route in Alternative 3). As a result, the only remaining section of the ring road passing over undermined property is the short section just east of the airport extension along the N17 east, also highlighted in Figure 7 below. However, findings of the recently conducted Geophysical Investigation confirm the undermined area is safe for road purposes.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Figure 7: N17 East-West Connection

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Figure 8: Alternative Route 3(refer to Appendix 5 for the A3 Size Route Plan)

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Technical Constraints

This Alternative Route shares some of the technical constraints highlighted in Alternative 1 and 2, but with improved adjustments to minimize impact on the planned Phumula Extension on the north western alignment and George Botha on the south western alignment. The major technical issues highlighted include: 1. Fragmentation of the existing Ermelo Extension 32 and 34 township as a result of the southern route alignment (Route A-2) passing in between. An alternative route around the township was considered and resulted in a forced alignment, which will be difficult to achieve within acceptable engineering requirements. Such a forced alignment would also sterilise a large part of the planned new mine by Penumbra. Therefore, AECOM and SANRAL’s request to the technical committee is that the alignment be accepted as it is, with further investigations planned during the preliminary design phase to lower the road as much as possible and thereby make a convenient bridge crossing possible and also minimise noise and other related impacts. 2. Challenges associated with the N17 East-West link especially with regard to connectivity between Wesselton and Ermelo Central. In terms of access, a narrow diamond interchange is proposed at the crossing of Kerk Street, and the retention of Mandela Drive is proposed with an over – or underpass; details will be determined during the preliminary design phase. The vertical alignment at the residential area of Ermelo Central will be lowered as much as possible to mitigate noise and other related impacts as much as possible. 3. Fragmentation of productive farm land along the South to Easterly alignment between the N2 South and N17 East. This will hinder connectivity between the divided farm portions especially the movement of farming equipment and machinery. However, over- or underpasses are proposed where necessary and this will be confirmed during the preliminary design phase.

1.5 ALTERNATIVE ROUTE 4

A fourth alternative, suggested by interested and affected parties during the initial public participation process, involves the upgrade and widening of existing roads to accommodate through traffic in Ermelo. An investigation was conducted to identify the best possible routes in terms of operational conditions, mobility, and safety. According to the findings of the Traffic Survey in Appendix 11, separate routes were identified for light and heavy vehicles in order to avoid high friction areas like Church St that runs through town. This improves mobility for through traffic and reduces conflict with local traffic. High mobility routes with little or no pedestrian activity and that do not run through high friction areas were identified on the following roads: East-west roads, which include Fourie Street, Voortrekker St and De Clercq Street. The north-south roads, which include Border St and Havenga Road for the light and heavy vehicles respectively. The light vehicle route will run along De Clercq St and Border St providing an alternative to Church St, while the alternative route for heavy vehicles runs along the eastern border of Ermelo on Havenga Road and Chris de Villiers Road. These selected route options for light and heavy vehicles are indicated in Figure 9 below, and Appendix 6.

The operational level of service for the current intersection layouts and traffic volumes were analysed, and the results indicate the following minimum road network upgrades will be required. Exclusive right turning lanes at all intersections. Retention of all accesses. Furthermore, the following additional upgrades will also be required: Installation of traffic signal, when warranted, at the listed intersections; and i. Oos St / Fourie St ii. Wedgewood Ave / Border St

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iii. Border St / Voortrekker St Additional north south through lane on Havenga Rd. Operational analysis results in terms of the required upgrades for the horizon year (2033), indicate that sufficient capacity can be provided on the existing road network.

Figure 9: Alternative Route 4 (refer to Appendix 6 for the A3 Size Route Plan)

Technical Constraints

1. Road safety is currently a major concern in the Ermelo CBD due to the high number of trucks going through town. Investigations on road safety indicate that the current state will prevail and is likely to exacerbate if heavy vehicles are not properly enforced to use the proposed designated routes in Alternative 4. Apart from heavy vehicles, the anticipated growth in light vehicle traffic volumes will increase the amount of friction and conflict areas within Ermelo, thereby reducing safety levels. In conclusion, no major improvements in safety will be realised by the implementation of Alternative 4. 2. In terms of mobility, a travel time comparison was conducted as part of the investigation in order to illustrate the difference in expected travel time between Alternative 4 and the ring road. Conservative travel speeds were used in the calculation of travel time through town. Apart from intersections there is a lot more friction when driving through town that will result in lower travel speeds less than 50 – 80 Km/h, particularly on the intersections with on –street parking, business accesses on sidewalks, etc. The results indicate an estimated travel time of 20 minutes for Alternative 4, and 11 minutes for the ring road. Therefore, a significant benefit in terms of travel time will result from the ring road. In addition to the reduced travel time the ring road also has the added benefit of the driver not having to leave the highway.

1.6 NO-GO ALTERNATIVE

Should the proposed development of the ring road not proceed, the existing status quo will remain the same with the possible escalation of current traffic issues such as road mobility and safety, congestion, and delays. According to the findings of the Traffic Survey attached in Appendix 11, heavy vehicles are expected to increase over the coming years due to the opening of new mines around the town, with an annual growth rate of 8% projected in the first 10 years (2013 -2023). This projected increase in heavy

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] trucks together with the modest increase in light vehicles is expected to put pressure on the capacity of the existing road network, hence the need for additional road infrastructure to accommodate through traffic. The non-implementation of the ring road is also expected to impede the district and local municipality’s development needs as espoused in the Msukaligwa Strategic Development Framework, 2010.

More importantly, the no-go option has wide and far reaching negative implications to the economy of Ermelo and the region as a whole. These economic implications are highlighted in the relevant section of this report.

1.7 TECHNICAL EVALUATION OF ALTERNATIVE ROUTES

From a technical perspective, and based on the findings of the Traffic study and Geophysical investigation, the following can be concluded: 1. Although the original Alternative Route 1 connects to all the major national routes around the town of Ermelo thereby providing access to through traffic from all directions, the western and southern alignments have changed considerably since the start of the Route Determination process and these changes are reflected in Alternative 3. However, the alignment of the undermined north eastern link still remains the same with minor adjustments if any. This has therefore resulted in a combination of the alignments in Alternative Route 3 (except the N17 East-West) with the Alternative 1 north eastern link to form a combined route now known as Alternative 1 Rev 1. It is not a new route, but a combination of the already investigated alignments of Alternative Routes 3 and 1. This is now SANRAL’s preferred route option and has been made possible through the findings of a Geophysical Investigation over the undermined areas, which have proven the feasibility of the previously discarded north eastern link. Alternative 1 Rev 1 forms a ring road around Ermelo thereby providing convenient connectivity between all major routes, while retaining full accessibility to the town via the major roads system feeding into Ermelo. The technical constraints associated with this route are therefore similar to Alternative Route 3. 2. Alternative 2 does not provide a direct link between the N2 South and N17 East, and is therefore limited in terms of connectivity. It therefore does not fully meet the aims of the project as envisaged by SANRAL. However, the omission of this link has an advantage in that it does not affect productive farms located along the eastern section particularly between the N2 South and N17 East. It also does not affect the planned townships of Ermelo Ext. 32 and 34 to the south, and Nederland Park Ext. to the west. Therefore, besides the N17 East-West link, the technical constraints associated with this alternative route are less compared to other route alternatives. 3. Alternative 3 provides the required connectivity but is not necessarily the optimal choice due to the missing north eastern link. The route option came about as a compromise because of the previously unknown safety factor of the undermined areas. However, there are some technical constraints with the south eastern alignment such as fragmentation of Ermelo Ext. 32 and 34, and division of productive farm land along the N2 South to N17 East vertical alignment. 4. Alternative Route 4 is not desirable both from a technical, and socio-economic perspective. Technically, the required upgrades cannot be achieved within the confines of the urban network and setup, and do not provide the required mobility and safety factor afforded by the other three alternative route alignments. Furthermore, the upgrade will result in increased noise levels and exhaust emissions in town thereby degrading the environmental health and quality of the urban environment. A number of socio-economic issues such as loss in property values, damage to property, deterioration of existing roads, and reduced sense of place have been raised by residents bordering the current by-pass route along Havenga Road and Fourie Street. These issues are likely to exacerbate should existing roads through town be upgraded. All the highlighted technical issues associated with Alternative Route 3 apply to the preferred route alternative (Alternative 1 Rev 1). These are manageable from a technical perspective, and will be effectively addressed during the preliminary design phase through further engagements with the town planning technical committee, and affected parties and stakeholders.

It should be noted that all the above proposed alternative routes will be further investigated, and realigned if necessary, as part of the preliminary design phase. This means the routes are still yet to be finalised as part of the detailed design. Detailed designs on the proposed interchanges and crossings will be

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] provided in the final design phase.

1.8 PROPOSED INTERCHANGES

There are 6 proposed interchanges where the Ring Road intersects national- and provincial routes. The spacing between all of these interchanges conforms with the minimum required distance. The minimum distance attained of all of these intersections spacing is a distance of 3.6 km between the R39 and the N17-4. 1. Ring Road Interchange with National Route N2-34: The proposed interchange is a free-flow trumpet- or clover leaf system interchange on the south eastern end of the town towards Piet Retief, with the position and layout depending on the route alternative. 2. Ring Road interchange with N11-7 (south): The proposed interchange is a parclo access interchange directly south of Ermelo towards Newcastle, approximately 4.5 km from the town CBD. 3. Ring Road interchange with R39: The proposed interchange is a parclo access interchange on the south western end of the town towards Standerton approximately 4 km from the town CBD. 4. Ring Road interchange with N17-4 (west): The proposed interchange is a full clover leaf system interchange on the western end of the town towards Bethal, approximately 5 km from the town CBD. 5. Ring Road interchange with N11-8 (north): The proposed interchange is a trumpet interchange on the north western end of the town towards Hendrina, approximately 6.2 km from the town CBD. This interchange can be converted to a conventional diamond access interchange if development west of the ring road warrants it. This will be further assessed during preliminary design. 6. Ring Road interchange with Kerk Street (alternatives 2 & 3 only): A narrow diamond interchange is proposed for route B at the crossing of Kerk Street (extension of N11), as very limited space is available. The technical feasibility of such an interchange will be assessed in detail during the preliminary design. 7. Ring Road interchange with N17-5 (east): The proposed interchange is a parclo interchange on the north eastern end of the town towards Chrissiesmeer, approximately 3.8 km from the town CBD. This configuration is subject to review given the complexity of the ring road, the N17, railway line and R65 in close proximity of each other. Detailed designs on the proposed interchanges and crossings will be provided in the preliminary design phase.

1.9 ACCESSES

The extent to which this proposed Ring Road will influence existing access roads to farms and suburbs is not known at this stage and will be provided in the Preliminary Design phase of the project. It is however the intention to reinstate accesses for all land severed or otherwise affected by the ring road. Cross access for land on both sides will be defined during preliminary design. The additional access interchanges are intended to provide additional convenient access to the ring road via local streets, even where these have not yet been defined.

1.10 STRUCTURES AND SERVICES

Bridges will be required at the following positions: N11-8 North Trumpet Type Interchange; N11-7 South Parclo Interchange; N17-4 West Systems Cloverleaf Interchange; N17-5 East Systems Cloverleaf Interchange; N2-34 Systems Cloverleaf Interchange; R39 Parclo Interchange; Ring Road over Road R65; Page | 52

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Ring Road over rail near R39; Ring Road over rail and roads at Transnet Staging Yard; Two access Road crossings between Extensions 32 and 34; Wesselton Access Interchange between N17 West and N11 North; Access Interchange between N2 and R65; Airport Access Diamond Interchange; Several agricultural over- and underpasses to be determined during the Preliminary Design Stage; A number of small culvert crossings will be required to cross streams at various positions; and There are also several access roads which will cross the proposed ring road and which will be investigated in the preliminary design.

The new proposed alignment of the N17 between Ermelo Central and Wesselton, south of the airport, runs alongside an Eskom servitude containing high voltage transmission lines. Eskom will have to be approached in this regard during the preliminary design stage and caution will have to be exercised during planning and construction to avoid these lines, or pass between the high masts.

There is a newly constructed 450 mm water pipe in the vicinity of the Ring Road and the N11 on the southern side of Ermelo that needs to be taken into account during the preliminary design.

Further investigations concerning existing services will be conducted during the Preliminary Design Phase.

1.11 DESIGN STANDARDS

A Typical SANRAL Dual Carriageway 6 lane divided typical cross section (80m road reserve) is recommended. The proposed road reserve for the N17 Urban section through the built up area of Ermelo will be 60m due to constraints of an existing cemetery and sports stadium. For Provincial Roads R39 and R65 a four lane undivided road cross-section is recommended. For local access interchanges 2 lanes with sidewalks is recommended. For the ring road a design speed of 120 km/h is recommended. This is in keeping with the topography of the area and should be easily interpreted by motorists.

All the proposed design standards will be finalised during the preliminary design. The purpose of the preliminary design is to accurately define the required road reserve to implement the preferred ring road alternative.

1.12 ESTIMATED COSTS AND IMPLEMENTATION PHASES

A high level estimated construction cost for 3 lanes in each direction is shown in Table 1 below.

Table 1: Estimated costs Alternative 1 Alternative 1 Rev 1 Alternative 2 Alternative 3 Alternative 4 Road works R 975m R 1,084b R 980b R 1,029b R24m Bridges R 312m R 302m R 159m R 302m nil TOTAL R 1, 287 Billion R 1,386 Billion R 1,139 Billion R 1,331 Billion R 24m

The construction of the proposed Ring Road likely be implemented in phases according to traffic demand, and the following phases are proposed: Phase 1: Construct Ring Road or part thereof as a 2 lane bi-directional road with at grade junctions.

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Phase 2: Add grade separated interchanges with passing lanes where required. Phase 3: Add the second carriageway to provide a 4 lane highway. Phase 4: Add the 5th and 6th lanes in the median to provide a 6 lane highway. This phasing is subject to traffic demand and fiscal contsraints, and no firm decision has yet been taken by SANRAL in this regard.

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SECTION 2: ENVIRONMENTAL LEGAL FRAMEWORK

As required in terms of Regulation 28 (1) (f) & (o) of the EIA Regulations, 2010 published in GN. R. 543. This legal framework is for all the project phases of the proposed Ring Road, including the construction and operational phases.

2.1 NATIONAL ENVIRONMENTAL MANAGEMENT ACT, 1998 [ACT 107 OF 1998], AS AMENDED

The Act provides for co-operative, environmental governance by establishing principles for decision- making on matters affecting the environment, institutions that will promote co-operative governance and procedures for co-ordinating environmental functions exercised by organs of state; and to provide for matters connected therewith.

This EIA process is in terms of Section 24 (5) of the Act. Section 24 states ‘(1) In order to give effect to the general objectives of integrated environmental management laid down in this Chapter. The potential impact on— a) the environment; b) socio-economic conditions: and c) the cultural heritage. of activities that require authorisation or permission by law and which may significantly affect the environment, must be considered, investigated and assessed prior to their implementation and reported on to the organ of state charged by law with authorizing, permitting, or otherwise allowing the implementation of an activity.’

The EIA process being followed for this application is in terms of the Environmental Impact Assessment Regulations, 2010 promulgated under Section 24(5) of the National Environmental Management Act (No 107 of 1998), and published in Government Notice Regulation (GNR) 543 of 2010. In terms of these Regulations, certain activities are identified in Listing Notices 1 and 2 published in GNR 544 and 546 of 2010 respectively for which a Basic Assessment is required. Whilst, Listing Notice 3 published in GNR 545 of 2010 lists activities for which a Scoping and Environmental Impact Assessment is required. The proposed Ermelo Ring Road route determination triggers listed activities in both Listing Notice 1 (GNR 544) and Listing Notice 2 (GNR 545) as indicated in Table 2 below. Please take note of the corresponding activities in terms of the new EIA Regulations 2014 in italics.[note that activities associated with the construction of the road are also being applied for]. Therefore, a full Scoping and Environmental Impact Assessment process is being followed for this application for environmental authorisation.

Table 2: Applicable activities as listed in GNR 544 (983), 545 (984), and 546 (985) of 2010 & 2014

GNR.545, Listing Notice 2 18 ‘The route determination of roads and design of associated - 18 June 2010 infrastructure, including roads that have not yet been built for which routes have been determined before 3 July 2006 and which have not been authorised by a competent authority in terms of the Environmental Impact Assessment Regulations, 2006 or 2009, made under Section 24(5) of the Act and published in Government Notice No. R. 385 of 2006 – (i) it is a National road as defined in Section 40 of the South African National Roads Agency Limited and National Roads Act, 1998 (Act No. 7 of 1998) (iii) the road reserve is wider than 30 metres (iv) the road will cater for more than one lane of traffic in both directions’. GNR.984, Listing Notice 2 27 The development of – (i) a national road as defined in section 40 of the - 04 December 2014 South African National Roads Agency Limited and National Roads Act, 1998 (Act No. 7 of 1998);(ii) a road administered by a provincial authority; (iii) a road with a reserve wider than 30 metres; or (iv) a road catering for more than one lane of traffic in both directions; but excluding the development and related operation of a road for which an Page | 55

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

environmental authorisation was obtained for the route determination in terms of activity 5 in Government Notice 387 of 2006 or activity 18 in Government Notice 545 of 2010, in which case activity 24 in Listing Notice 1 of 2014 applies. GNR. 544, Listing Notice 11 ‘The construction of (iii) bridges, (vi) bulk stormwater outlet structures 1 - 18 June 2010 (ix) slipways exceeding 50 square metres in size (xi) infrastructure or structures covering 50 square metres or more where such construction occurs within a watercourse or within 32 metres of a watercourse, measured from the edge of a watercourse, excluding where such construction will occur behind the development setback line’. GNR.983, Listing Notice 12 The development of- (i) canals exceeding 100 square metres in size; 1- 04 December 2014 (ii) channels exceeding 100 square metres in size; (iii) bridges exceeding 100 square metres in size; (vi) bulk storm water outlet structures exceeding 100 square metres in size;(xii) infrastructure or structures with a physical footprint of 100 square metres or more; where such development occurs- (a) within a watercourse; (b) in front of a development setback; or (c) if no development setback exists, within 32 metres of a watercourse, measured from the edge of a watercourse; - GNR. 544, Listing Notice 13 ‘The construction of facilities or infrastructure for the storage or for the 1 - 18 June 2010 storage and handling of a dangerous good, where such storage occurs in containers with a combined capacity of 80 but not exceeding 500 cubic metres’. GNR.983, Listing Notice 14 The development of facilities or infrastructure, for the storage, or for the 1- 04 December 2014 storage and handling, of a dangerous good, where such storage occurs in containers with a combined capacity of 80 cubic metres or more but not exceeding 500 cubic metres. GNR. 544, Listing Notice 18 The infilling or depositing of any material of more than 5 cubic metres 1 - 18 June 2010 into, or the dredging, excavation, removal or moving of soil, sand, shells, shell grit, pebbles or rock from (i) a watercourse’. GNR.983, Listing Notice 19 The infilling or depositing of any material of more than 5 cubic metres 1- 04 December 2014 into, or the dredging, excavation, removal or moving of soil, sand, shells, shell grit, pebbles or rock of more than 5 cubic metres from- (i) a watercourse; GNR. 544, Listing Notice 22 ‘The construction of a road, outside urban areas, (i) with a reserve 1 - 18 June 2010 wider than 13,5 meters or, (ii) where no reserve exists where the road is wider than 8 metres’. GNR.983, Listing Notice 24 The development of- (i) a road for which an environmental authorisation 1- 04 December 2014 was obtained for the route determination in terms of activity 5 in Government Notice 387 of 2006 or activity 18 in Government Notice 545 of 2010; or (ii) a road with a reserve wider than 13,5 meters, or where no reserve exists where the road is wider than 8 metres; but excluding- (a) roads which are identified and included in activity 27 in Listing Notice 2 of 2014; (NOT APPLICABLE) GNR. 544, Listing Notice 39 The expansion of (iii) bridges, (v) bulk stormwater outlet structures 1 - 18 June 2010 within a watercourse or within 32 metres of a watercourse measured from the edge of a watercourse, where such expansion will result in an increased development footprint’. GNR.983, Listing Notice 49 The expansion of - (v) infrastructure or structures where the physical 1- 04 December 2014 footprint is expanded by 100 square metres or more; where such expansion or expansion and related operation occurs- (a) within a watercourse; (b) in front of a development setback; or (c) if no development setback exists, within 32 metres of a watercourse, measured from the edge of a watercourse; GNR. 544, Listing Notice 47 The widening of a road by more than 6 metres, or the lengthening of a 1 - 18 June 2010 road by more than 1 kilometre (i) where the existing reserve is wider than 13,5 metres or (ii) where no reserve exists where the existing road is wider than 8 metres – excluding where widening or

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lengthening occurs within urban areas’. GNR.983, Listing Notice 56 The widening of a road by more than 6 metres, or the lengthening of a 1- 04 December 2014 road by more than 1kilometre- (i) where the existing reserve is wider than 13,5 meters; or (ii) where no reserve exists, where the existing road is wider than 8 metres; excluding where widening or lengthening occur inside urban areas. GNR. 546, Listing Notice 13 ‘The clearance of an area of 1 hectare or more of vegetation where 3 - 18 June 2010 75% or more of the vegetative cover constitutes indigenous vegetation in Mpumalanga: (ii) outside urban areas (cc) in sensitive areas as identified in an environmental management framework as contemplated in Chapter 5 of the Act and as adopted by the competent authority (ff) areas within 5km from any other protected area identified in terms of NEMPAA or from the core area of a biosphere reserve’; (iii) in urban areas (dd) areas on the watercourse side of the development setback line or within 100 meters from the edge of a watercourse where no such setback line has been determined. GNR.985, Listing Notice 3 12 The clearance of an area of 300 square metres or more of indigenous - 04 December 2014 vegetation except where such clearance of indigenous vegetation is required for maintenance purposes undertaken in accordance with a maintenance management plan (c) In Mpumalanga: (ii) within critical biodiversity areas identified in bioregional plans (iv) on land, where, at the time of the coming into effect of this Notice or thereafter such land was zoned open space...

The Competent or Deciding Authority for this application is the National Department of Environmental Affairs (DEA) as required in terms of Section 24 D (i), in which the Applicant, SANRAL, is an organ of state. Since the proposed development is located in Mpumalanga Province, the Mpumalanga Department of Agriculture, Rural Development, Land and Environmental Affairs (DARDLEA) is recognised as the commenting authority and key stakeholder.

The EIA Process for the Ermelo Ring Road project comprises of three phases as indicated in Figure 10 below.

SCREENING PHASE SCOPING PHASE EIA PHASE Screening Report Draft Scoping Report Draft EIA Report Application for EA Final Scoping Report Final EIA Report Pre-Scoping Public

Participation

Figure 10: EIA Phases – Ermelo Ring Road project

The actions undertaken to date, and further actions required in terms of the above listed phases, are summarised in the Table 3 below. Table 3: EIA Phase Updated Programme - Ermelo Ring Road Project

PHASES ACTIONS TIMEFRAME The Application for Environmental 29 April 2013 – Authorisation was submitted to the DEA September 2013 following the Screening Report in April 2013, and subsequently registered by APPLICATION/SCREENING the DEA with reference number 14/12/16/3/3/2/544 on 30 April 2013. Refer to Appendix 10 for a copy of the DEA project registration letter.

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The pre-scoping public participation process commenced on 29 April 2013. The Screening Phase was concluded by the finalisation of the Screening Report in September 2013.

The Draft Scoping Report (DSR) was 02 October 2013 – 06 made available for public review (40 March 2014 days) on 02 October 2013 . Following the 40 days public review period, the Final Scoping Report (FSR) was submitted to the DEA and made available for another 21 days public review on 18 November 2013. The DEA approved the FSR and EIA Plan of Study in their correspondence SCOPING dated 06 March 2014, which included a list of additional information required in the Draft EIA Report. The requested information includes a Risk Assessment of the undermined areas, which has been conducted and the findings included in this Draft EIA Report. Refer to Appendix 10 for the DEA’s correspondence. In terms of the EIA programme, this 07 March 2014 – July Draft EIA Report is expected to be 2016 (Estimate) submitted to the DEA and made available for public review on 28 October 2015. This will be followed by a Public Open Day Session on the Draft EIA Report to be held in Ermelo on 07 November 2015. All registered interested and affected parties will be notified and invited to the EIA Open Day Session, once the Draft EIA Report is available for pubic review. All issues and concerns raised following the 40 days review period will be responded to and included in the Final EIA Report for submission to the DEA. Registered interested and affected parties and key stakeholders will be provided with another opportunity to comment on the Final EIA Report upon submission to the DEA. The review period of the Final EIA Report will be within 21 days from the date of the notice, and interested and affected parties are required to submit their comments directly to the DEA with ILA copied in all correspondence. Upon issuance of the DEA’s decision, all registered I&APs will be notified of the decision and reasons thereof, and their right to appeal as provided in the Appeal Regulations, 2014.

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As indicated in the Table above, the EIA Phase is based on estimated timeframes and registered interested and affected parties will be kept up to date on the progress thereof. Please note in terms of Regulation 67(1) of the EIA Regulations, 2010, an application lapses if the applicant, after having submitted the application fails, for a period of six months, to comply with a requirement in terms of these EIA Regulations. Therefore, due to the long awaited Geophysical Investigation and Risk Assessment of the undermined areas, two requests for extension of timeframe were submitted to the DEA in terms of Regulation 67(2) of the EIA Regulations, 2010. Both requests were granted by the DEA, and in terms of the latest granted extension dated 29/04/2015, the applicant has been requested to submit this Draft EIA Report by 30th November 2015. Refer to Appendix 10 for a copy of the DEA’s correspondence in this regard.

2.1.1 National Environmental Management: Biodiversity Act 2004 (ACT NO. 10 OF 2004)

The purpose of the Biodiversity Act is to provide for the management and conservation of South Africa’s biodiversity within the framework of the National Environmental Management Act, and the protection of species and ecosystems that warrant national protection.

According to the Vegetation Assessment Report (Appendix 14(a)), the entire town and proposed road complex is situated within the Eastern Highveld Grassland, which is listed as a Vulnerable Ecosystem in terms of the National List of Ecosystems that are threatened and in need of protection published in GN1002 GG 34809 of 09 December 2011, and promulgated in terms of Section 52(1) of the NEM:BA. Scattered within this grassland are also ecologically sensitive habitat patches assignable to Eastern Temperate Freshwater Wetlands (AZf 3). The proposed ring road development will have a direct and indirect cumulative impact on the ecological integrity of these ecosystems, hence, the need for an Ecological Management Plan.

In addition a number of nationally red listed, and provincially protected flora species were identified within 500 meters of the proposed alternative route alignments. A permit in terms of Section 57(1) of the NEM:BA might be required for the removal or translocation of the identified red listed plant species (refer to Appendix 14(a) for the Vegetation Assessment Report). Furthermore, some of the identified plant species are listed as protected in terms of the Mpumalanga Nature Conservation Act, 1998 (Act No. 10 of 1998) , and a permit will be required from the Mpumalanga Parks and Tourism Agency (MPTA) for any planned removal or translocation of these plant species.

Any invasive species identified in the Ecological Reports in Appendix 14 and listed under the National List of Invasive Species published in Government Notice R.507 of July 2013 as Category 1(a) or 1(b) species, must be removed or controlled in terms of the Alien and Invasive Species Regulations published in Government Notice R.506 of July 2013, promulgated under Section 97(1) of the Biodiversity Act. The requirements of the Mpumalanga Nature Conservation Act, 1998 (Act No. 10 of 1998) will also be taken into consideration for any identified alien and invasive species along the proposed route.

2.1.2 National Environmental Management Act: Air Quality Act 2004 (ACT NO. 39 OF 2004)

The main objective of NEMAQA is to reform the law regulating air quality in order to protect the environment by providing reasonable measures for: the prevention of pollution and ecological degradation, while promoting justifiable economic and social development; national norms and standards regulating air quality monitoring, management and control by all spheres of government; specific air quality measures; and matters incidental thereto.

Air pollution is defined in the Act as “any change in the composition of the air caused by smoke, soot, dust (including fly ash), cinders, solid particles of any kind, gases, fumes, aerosols and odorous substances”. Non-point or diffuse sources of air pollution associated with the proposed ring road as defined in the Act include: Dust and noise pollution during the construction phase; and Exhaust emissions and noise (vibration) during the operational phase.

The Act promulgates a list of activities, published in Government Notice Regulation 248 of 2010, which result in atmospheric emissions, which may have a detrimental effect on the environment including health, social conditions, economic conditions, ecological conditions or cultural heritage. These Regulations Page | 59

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] specifically apply to permanently operated plants and experimental plants, and not to diffuse sources of pollution such as vehicle exhaust emissions.

The Act further provides for the establishment of the National Ambient Air Quality Standards in terms of Section 9(1), which were published in Government Notice 1210 of 2009. In addition, National Ambient Air Quality Standards for particulate matter with aerodynamic diameter less than 2.5-micron meters were promulgated on 29 June 2012 in Gazette No. 35463. These new standards specifically focus on particulate air pollutants in solid or liquid phase suspended in the atmosphere. Such particles can be either primary (i.e. naturally occurring) or secondary (human activities-related) and cover a wide range of sizes. Naturally occurring particulate matter originates from dust storms, forest fires and sea spray. Human activities, such as the combustion of fossil fuels, motor vehicle tailpipes and various industrial and non-industrial processes generate significant amounts of particulate matter.

According to the Msukaligwa Spatial Development Framework, 2010, part of the municipal area is subject to sporadic high levels of air pollution resulting from coal fired power stations, SASOL and township coal fire in winter. This air pollution is mostly concentrated in and around the urban areas. Although no mention is made on the air quality impact of exhaust fumes from haulage trucks passing through the town, it can be assumed that this has a negative cumulative impact on the surrounding urban air quality. The proposed ring road will divert haulage trucks away from the town, thereby reducing exhaust plumes and improving the air quality in the urban area. The proposed ring road predominantly traverses outside the urban area on agricultural and mining zoned land with diluted air quality, therefore reducing the chances of concentrated pollutants through exhaust emissions. Despite the anticipated annual growth in truck traffic, projected to grow by 8% for the first 10 years and 4% for the subsequent decade, this will not significantly impact on the baseline ambient air quality

No construction or operational activities are anticipated to generate air pollutants with a negative cumulative impact on the surrounding air quality, or likely to be above any legislated thresholds in terms of national and provincial legislation governing the release of air pollutants. However, the EMPr stipulates mitigation measures for the prevention of excessive air pollutants by construction machinery and plant equipment.

According to the Noise Impact Assessment report in Appendix 17, all the proposed alternative route alignments pass through or near noise sensitive areas such as existing and planned residential areas, but mostly traverse along vacant land. The route alignments through residential areas will have a direct impact on noise levels, resulting in increases above the recommended thresholds of 55.0dBA during the day and 45.0dBA during the night for some residential areas. This will be particularly worse if the proposed road upgrade through town and residential areas is upheld. No provincial, district, and municipal noise control regulations or bylaws exist within the jurisdictional area of Ermelo. Noise levels are therefore regulated in terms of the National Noise Control Regulations promulgated under Section 25 of the Environmental Conservation Act 1989 (Act No. 73 of 1989). In terms of regulation 3(d) of the Noise Control Regulations; “No person shall build a road or change an existing road, or alter the speed limit on a road, if it shall in the opinion of the local authority concerned cause an increase in noise in or near residential areas, or office, church, hospital or educational buildings, unless noise control measures have been taken in consultation with the local authority concerned to ensure that the land in the vicinity of such road shall not be designated as a controlled area”. Engagements with the Msukaligwa Local Municipality and Gert Sibande District Municipality have been ongoing since the onset of the Route Determination and EIA process. To date, no controlled areas in terms of noise sensitivity have been highlighted, although all residential areas are considered to be noise sensitive. Appropriate mitigation measures, as recommend in the Noise Impact Assessment Report, have been included in the EMPr to minimise any potential noise disturbances during both the construction and operational phases.

The construction of the proposed ring road will generate dust emissions, but measures will be taken to ensure that the dustfall rate is kept at minimum and within acceptable limits as regulated in the National Dust Control Regulations, 2013. As such, the principal contractor will be responsible for the implementation of the Dust Monitoring Plan included in the EMPr.

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2.1.3 National Water Act, 1998 (ACT NO. 36 OF 1998)

The purpose of this Act is to ensure that the nation’s water resources are protected, used, developed, conserved, managed and controlled in a sustainable manner, without compromising the basic human needs of present and future generations. The Act aims to achieve this through various interventions and regulatory measures aimed at, amongst other objectives, by protecting aquatic and associated ecosystems and their biological diversity; reducing and preventing pollution and degradation of water resources. It is important to note that a watercourse is defined in the Act as:

“(a) a river or spring; (b) a natural channel in which water flows regularly or intermittently; (c) a wetland, lake or dam into which, or from which, water flows; and (d) any collection of water which the Minister may, by notice in the Gazette, declare to be a watercourse; and includes, where relevant, its bed and banks”;

Furthermore, according to the Act, a wetland means” land which is transitional between terrestrial and aquatic systems where the water table is usually at or near the surface, or the land is periodically covered with shallow water, and which land in normal circumstances supports or would support vegetation typically adapted to life in saturated soil”.

All the proposed alternative route alignments cross watercourses and wetlands at certain points, as defined above in the Act. The wetland and watercourse crossings are defined as water uses under Chapter 4 of the Act resulting in the:

21.(c) impeding or diverting the flow of water in a watercourse; and (i) altering the bed, banks, course or characteristics of a watercourse A Water Use Authorisation in terms of Section 21(c) and (i) of the Act is therefore required for all the proposed watercourse/wetland crossings and any another applicable water uses will be determined as part of the application process during the detailed design phase. The Department of Water and Sanitation is listed as a key stakeholder and commenting authority for this EIA process.

2.1.4 Minerals and Petroleum Resources Development Act (MPRDA), 2002 (Act NO. 28 of 2002)

Sand, gravel and crushed stone are the main types of material aggregate used in road construction. This material aggregate is normally excavated in borrow pits situated elsewhere but in close proximity to the road construction site. The borrow pit area normally includes stockpiles, haul roads, entrance roads, scales, crusher, and all related facilities. Although the MPRDA does not use the terminology “borrow pits”, it refers to a “mineral” (including gravel, rock, and stone) as a “mining area”.

Therefore, borrow pits are regulated in terms of the MPRDA, and approval is required from the Department of Mineral Resources (DMR) prior to any excavation or extraction of any aggregate material. For organs of state, this changed in 2004 when the then Department of Minerals and Energy (DME) exempted various organs of state, including SANRAL and provincial governments, from complying with the provisions of Sections 16, 20, 22 and 27 of the MPRDA. In terms of this exemption, where an organ of state is undertaking the construction or maintenance of roads under its control, no application would be required for a mining right or permit. However, organs of state are not exempted from complying with Section 106(2), which requires the submission of an Environmental Management Programme (EMPr) or Environmental Management Plan (EMP) to the DMR prior to the extraction of any material from a proposed borrow pit or quarry.

The need for the aforementioned EMPr or EMP in terms of Section 106(2) will be determined during the detailed design phase.

The proposed alternative route alignments also traverse on land zoned for mining and undermined areas regulated under the MPRDA. Negotiations with the mining companies affected by the proposed route alignments have already started and will continue during the preliminary and detailed design phase. The routes have also been aligned wherever possible to avoid cutting through operational mines or land with new mining leases.

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A Geophysical Investigation and Risk Assessment of the undermined areas was conducted to determine the safety and structural stability of developing a road over these areas. The findings, which confirm it is safe to construct a road over the undermined areas, were approved by the DMR (refer to Appendix 10).

2.1.5 Conservation of Agricultural Resources Act 1983(ACT NO. 43 OF 1983)

The Act provides for control over the utilisation of the natural agricultural resources of the Republic in order to promote the conservation of the soil, the water sources and the vegetation and the combating of weeds and invader plants; and for matters connected therewith.

All alien and invasive species identified along the alternative routes by the Ecological specialists, and classified in terms of the Conservation of Agricultural Resources Act 1983 (Act 43 of 1983) as Category 2 or Category 3 species, are to be controlled in terms of an Alien and Invasive Control Plan attached in the EMPr.

2.1.6 National Forests Act 1998 [ACT NO. 84 OF 1998]

The purposes of this Act is to promote the sustainable management and development of forests for the benefit of all; create the conditions necessary to restructure forestry in State forests; provide special measures for the protection of certain forests and trees; promote the sustainable use of forests for environmental, economic, educational, recreational, cultural, health and spiritual purposes, promote community forestry, promote greater participation in all aspects of forestry and the forest products industry by persons disadvantaged by unfair discrimination.

Section 12 of the Act, under Part 3, entitles the Minister- Department of Agriculture Forestry and Fisheries (DAFF) to declare a particular tree, group of trees, or woodland as nationally protected. Further, in terms of Section 15(1) no person may cut, disturb, destroy or remove any protected tree except under a licence granted by the Minister. The last updated list of nationally protected trees was published by the Minister in Government Notice No.877 of 22 November 2013. None of these nationally protected trees were identified along the proposed alternative route alignments as confirmed by the findings of the Vegetation Assessment Report (Appendix 14(a)).

2.1.7 National Heritage Resources Act, 1999 (ACT NO. 25 OF 1999)

The purpose of the National Heritage Resources Act is to prevent the destruction or unsympathetic alteration of heritage resources that have either Formal or General Protection. The following are the most important sites and objects protected by the National Heritage Act: Structures or parts of structures older than 60 years. Archaeological sites and objects. Paleontological sites. Meteorites. Ship wrecks. Burial grounds. Graves of victims of conflict. Public monuments and memorials. Structures, places and objects protected through the publication of notices in the Gazette and Provincial Gazette. Any other places or objects which are considered to be of interest or of historical or cultural significance. Geological sites of scientific or cultural importance. Sites of significance relating to the history of slavery in South Africa. Objects to which oral traditions are attached. Page | 62

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Sites of cultural significance or other value to a community or pattern of South African history.

Section 38(1) of the National Heritage Resources Act (No. 25 of 1999) (NHRA) outlines the type of development activities which require approval by the responsible heritage resources authority prior to construction or demolition. Listed activities applicable to the proposed development include the following: a) “The construction of a road, wall, powerline, pipeline, canal or other similar form of linear development or barrier exceeding 300 m in length; b) the construction of a bridge or similar structure exceeding 50 m in length; c) any development or other activity which will change the character of a site; and (i) exceeding 5 000 m² in extent”.

As confirmed by the findings of the Heritage Impact Assessment Report (Appendix 18), heritage sites, artefacts, and infrastructure of cultural and heritage significance were identified along the proposed alternative route alignments within a 500m study area. This means a heritage permit from the South African Heritage Resources Authority (SAHRA) will be required for any planned removal or destruction of these heritage features. The need for such a permit will be determined during the detailed design phase, as it is currently uncertain if any of the identified heritage features will be affected or not .

The SAHRA is registered as a key stakeholder and commenting authority, and expected to comment on the heritage findings attached to this report.

2.2 OTHER LEGAL REQUIREMENTS, GUIDELINE AND POLICY DOCUMENTS

The EIA process for this project falls within the ambit of the following guidelines, policies and legislation, and it is the Applicant’s responsibility to ensure compliance with any of the applicable provisions.

2.2.1 The South African National Roads Agency Limited and National Roads Act, 1998 (ACT NO. 7 OF 1998)

To make provision for a national roads agency for the Republic to manage and control the Republic’s national roads system and take charge, amongst others, of the development, maintenance and rehabilitation of national roads within the framework of government policy. SANRAL is therefore responsible, in terms of the Act, for planning, maintaining, protecting, and where necessary enhancing, the integrity and corresponding development of national routes. This includes financing all those functions in accordance with its business and financial plan, to ensure that the government’s goals and policy objectives concerning national roads are achieved. The proposed ring road development is therefore within SANRAL’s mandate as provided in the Act.

2.2.2 National Road Traffic Act, 1996 (ACT NO. 93 OF 1996)

To provide for road traffic matters which shall apply uniformly throughout the Republic and for matters connected therewith. The Act specifically deals with matters related to improving Road Safety. Therefore, the Applicant is responsible for ensuring that the ring road design meets the required road safety standards as legislated in the Act.

2.2.3 Occupational Health and Safety Act, 1993 (ACT NO. 85 OF 1993)

The purpose of this Act (OHSA) is to provide for: the health and safety of persons at work and for the health and safety of persons in connection with the use of plant and machinery; the protection of persons other than persons at work against hazards to health and safety arising out of or in connection with the activities of persons at work; and to establish an advisory council for occupational health and safety; and to provide for matters connected therewith. Page | 63

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Issues of health and safety in road construction include: Safety in respect of traffic during construction; Safety in deep excavations and cuttings and during the construction of all structures; Safety in respect of harmful materials such as hot bitumen, unhealthy vapours and contact with cement, lime and cement dust; and Health of all in respect of good sanitation, food and drinking water.

The OHSA also regulates construction activities to protect the safety of workers. The recently published Construction Regulations, 2014, promulgated in terms of Section 43 of the OHSA, apply to all persons involved in construction work. Regulation 6 prescribes responsibilities for designers in terms of ensuring health and safety standards are incorporated in the design of structures. Risk assessment of construction work is covered under Regulation 9, which requires the principal contractor to appoint a competent person in writing with the task of ensuring health related risks or hazards are identified early prior to construction in order to inform the health and safety plan. The safety of structures is covered in Regulation 11, and the principal contractor is responsible for ensuring practical steps are taken to prevent the uncontrolled collapse of any new or existing structure or any part thereof. All these and other health and safety related matters are detailed in the EMPr (Appendix 24).

2.2.4 Hazardous Substances Act 1973 (ACT 15 OF 1973)

To provide for the control of substances which may cause injury or ill-health to or death of human beings by reason of their toxic, corrosive, irritant, strongly sensitizing or flammable nature or the generation of pressure thereby in certain circumstances, and for the control of certain electronic products; to provide for the division of such substances or products into groups in relation to the degree of danger; to provide for the prohibition and control of the importation, manufacture, sale, use, operation, application, modification, disposal or dumping of such substances and products; and to provide for matters connected therewith.

The storage of hazardous substances mainly inflammable petroleum products in large quantities is expected duping the construction of the road. The relevant mitigation measures have been included in the EMPr (Appendix 24) to prevent any prevent any potential incidences related to the storage, handling, and disposal of any hazardous substances to be used during construction.

2.2.5 Mpumalanga Roads Act, 2008 (ACT NO. 4 OF 2008)

The MRA aims to provide for the establishment, transformation, restructuring and control of the Mpumalanga Provincial road network; to develop and implement Provincial road policy, norms and standards; to provide for optimum road safety standards, efficient and cost-effective management of the Provincial road network, the maintenance of Provincial road asses and the provision and development of equitable road access to all communities within the Province; to provide for transparency in the development and implementation of Provincial road network policies and practices; and to provide for matters connected therewith. Although the proposed ring road around Ermelo is a national route, it interconnects with provincial roads such as the R39 and R65 to be connected through new access interchanges.

2.3 DEPARTMENT OF ENVIRONMENTAL AFFAIRS EIA GUIDELINES

The following EIA Guidelines from the national Department of Environmental Affairs were consulted in the compilation of this EIA Report:

1. Companion to the EIA Regulations 2010, Integrated Environmental Management Guideline Series 5, published in Government Notice No.805 of 10 October 2012 (Gazette No.35769); 2. Public Participation in the EIA Process 2010, Integrated Environmental Management Guideline Series 7, published in Government Notice No.807 of 10 October 2012 (Gazette No.35769); 3. Guideline on Alternatives (August 2010); and 4. Guideline on Need and Desirability (October 2012).

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2.4 MUNICIPAL POLICIES, GUIDELINES, AND BY-LAWS

The following Municipal spatial policies and guidelines have been consulted as part of this EIA Process.

Gert Sibande District Municipality Spatial Development Framework; Gert Sibande District Municipality Integrated Development Plan; Msukaligwa Local Municipality Spatial Development Framework, 2010; and Msukaligwa Local Municipality Integrated Development Plan, 2015/2016

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SECTION 3: NEED AND DESIRABILITY ASSESSMENT

In terms of the latest DEA Guideline on Need and Desirability, 2012, a need and desirability assessment is required to explain how the development would benefit the local/regional/national community. In terms of need, the applicant has to explain and emphasise how the development will benefit the local/regional/national community. Whilst in terms of desirability, the applicant has to explain how the location of the development in that particular area would be more desirable than establishing it in another area. The applicant can also show the desirability of the development by explaining how that particular development could provide a service to the area.

According to the Western Cape Department of Economic Development and Planning Guidelines on Need and Desirability (2010), the concept of need and desirability can be explained in terms of the general meaning of its two components in which “need” refers to time and “desirability” to place i.e. is it the right time and is it the right place for locating the type of land-use / activity being proposed? In other words, need and desirability can be equated to wise use of land-i.e. the question of what is the most sustainable use of land considering the competing spatial needs.

The DEA Guideline outlines key issues that need to be addressed as part of the assessment, and these include: The scale of the proposed development; The numbers of the population implicated in the proposed development; Present use/s of the property; The impact on the existing character of the neighbourhood; Impact on protected or conserved areas; Traffic implications; Past site history; Future proposals; Non-agricultural uses in the area ; and New/existing buildings.

3.1 NEED

As custodian of all national roads, SANRAL is responsible for maintaining, protecting and enhancing the functional integrity of these roads as Class 1 mobility routes.

The traffic utilising the existing roads through Ermelo are made up of the following: Long distance through traffic; Local private; Local based business traffic; and Public transport.

Through traffic currently utilising Ermelo’s existing road network largely consists of coal haulage trucks and long distance freight which make up 52% of the total traffic surveyed, followed by tourist, private and public transport (28%). Abnormal vehicles transporting bulky and heavy equipment also normally pass through the town, resulting in traffic congestion and reduced road safety. Although “bypass routes” for heavy vehicles have been created, for example Havenga Road and Fourie Street, the use of these routes by heavy vehicles is not enforced and the roads have not been adequately developed and maintained as confirmed in the Msukaligwa Spatial Development Framework (MLM SDF, 2010). As a consequence, according to the Msukaligwa SDF, heavy traffic in the CBD remains a massive problem which is likely to be exacerbated as more coal mines open in the vicinity. In addition, these designated heavy vehicle routes run along existing urban streets, and therefore pass at least partially through residential areas, with the Page | 66

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] corresponding negative social impacts like noise, possible coal dust and exhaust fume pollution, and danger of inappropriate speeds.

As a result of the above traffic problems and anticipated rise in the number of vehicles travelling through town, the desired mobility and road safety for long-distance through traffic cannot be achieved on the existing street network in Ermelo, with speed limits of not more than 60km/h, and regular stops at stop sign or traffic signal controlled intersections. Therefore, as recommended in the SDF, the implementation of an effective strategy to minimise heavy vehicle traffic in the Ermelo core area will make a huge contribution to improving the quality of use of this area and reclaiming the character of currently affected residential areas.

In this regard, SANRAL proposes to establish a Ring Road around Ermelo that provides convenient, uninterrupted mobility for long distance traffic in all directions around Ermelo, without compromising the accessibility and safety of local traffic into and through town. This would enable SANRAL to properly fulfill its mandate as stated above, while at the same time allowing the Msukaligwa Local Municipality to fulfill its plans for urban growth and development as defined in the SDF, including urban regeneration.

3.2 DESIRABILITY

Ermelo is located at the crossing of various nationally strategic routes, the most important of which are the N11 from Durban (via a section of the N3) to Middelburg and further north towards Mokopane and ultimately Botswana, the N17 from the industrial heartland of Gauteng towards Swaziland, and the N2 from one of the country’s primary harbours in Richards Bay to Ermelo (see attached map in Appendix 8 ). Convenient and smooth connection between these primary routes is therefore imperative to allow transition between these routes as defined by the ultimate origin and destination. Regionally, the proposed ring road development will i.a. serve a strategic logistics route as part of the Richards Bay export corridor for coal and other primary products. It has been argued that Eskom’s Road to Rail Strategy, particularly the Majuba Rail Project (a R 5.2 billion railway project starting 8km west of Ermelo, with a capacity of 8 Mega Tons per annum –Mt/a), will decrease the need for road based transportation. The pool of numerous small-medium scale collieries scattered around Mpumalanga and the Waterberg regions will however continue to take advantage of the relatively flexible mode of road transportation. According to the Department of Mineral Resources (DMR), there are thirty three (33) new coal mining licences pending around Ermelo alone. The transportation of other resources, namely timber; agricultural products; and other minerals (i.e. gold, platinum group metals, silica, chromite, vanadiferous magnetite, argentiferous zinc) will also continue to rely on road-based transportation for the foreseeable future.

The proposed Ermelo Ring Road has been defined and refined in an attempt to avoid existing or planned development as much as possible, whilst at the same time endeavouring to limit the impact on other land uses like farming or mining outside of town. In terms of the Msukaligwa SDF, the proposed Ermelo Ring Road only partially traverses land earmarked for future urban development inside the urban edge, and mostly runs along agricultural/ open spaces and previously undermined areas located outside the urban edge. As such the north-eastern section of the ring road is defined over land currently sterilised for any development due to its classification as being unstable as a result of historical shallow undermining. It is not feasible to move the Ring Road any closer to the town, due to the extent of impact on existing and planned developed areas in such a case. Pushing the Ring Road further away from the urban edge on the other hand would complicate future connection with local streets, will negatively affect land with potential coal deposits, and will unnecessarily increase travel distance for long-distance traffic.

The preferred route alignment dissects planned and existing township developments to a limited extent in the south west and south of the town, while allowance has already been made for the ring road in a new planned residential development in the north-west. This will consequently result in limited loss of land for planned township development. Every effort will be made in the preliminary design of the ring road to connect existing townships severed by the road through the provision of convenient connecting streets across the Ring Road.

The provision of land for urban development or housing is Msukaligwa’s priority in terms of land use within the urban edge. A number of spatial development principles, such as densification and infilling, integration of land uses, optimal use of existing bulk infrastructure and other services, sustainable development, etc. are all enshrined in the urban edge policy. It is therefore to be expected that the Msukaligwa Local Municipality will endeavour to contain development for the medium term within the proposed ring road to Page | 67

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] achieve these objectives. In spite of this, the urban edge is expected to eventually extend further outwards as the town grapples with the high demand for urban space, created by a growing urban population. The proposed ring road should however not be seen as an impediment for such eventual expansion, as numerous examples exist of Towns and Cities in South Africa that have successfully grown beyond such a road development previously surrounding or demarcating the urban edge. In fact, it can be argued that such eventual growth may ultimately be dependent on the ring road, as is evident for example in the more affluent northern areas of Johannesburg, the more affluent eastern areas of Pretoria, and the eastern areas of Polokwane.

Certain sections of the proposed alternative route alignments traverse outside the urban edge in an area referred to in the SDF as the “urban periphery”. This area, according to the SDF, is seen as a long-term development hub characterised by many non-agricultural, mainly coal mining related uses. “It is proposed that uses such as rural residential and agricultural holdings, mining and related uses, low intensity service industries and transport related concerns, intensive agriculture and beneficiation of agricultural produce, etc. should be promoted in this area” (MLM-SDF, 2010). The proposed ring road may therefore require a review of the designation of these areas in a future update of the SDF.

Although the proposed ring road does not provide direct access to planned townships, it will help reduce the volume of heavy traffic going through the town, thereby reducing traffic congestion, improving safety, and preserving the integrity of the municipal roads. Convenient access into Ermelo is retained from all directions, and two further access interchanges are proposed to serve future needs of connection with possible new local streets. In addition, adequate crossings of the ring road will be defined in the preliminary design to serve both current and potential future needs.

3.3 NEED AND DESIRABILITY ASSESSMENT

Table 4 below responds to the need and desirability questions provided in the DEA guidelines, in relation to the proposed ring road.

Table 4: Need and Desirability Assessment for the proposed Ermelo Ring Road development

Need and Desirability Assessment Is the land use (associated with the activity being As part of the screening process, ILA reviewed the applied for) considered within the timeframe Msukaligwa Spatial Development Framework (SDF, intended by the existing approved Spatial March 2010) and the Integrated Development Plan Development Framework (SDF) agreed to by the (IDP) 2012/2013 to determine whether any aspect relevant environmental authority? (i.e. is the of the proposal or the alternative alignments are in proposed development in line with the projects and direct contradiction to these planning documents, programmes identified as priorities within the as the documents are utilised by decision making credible IDP). authorities. The rerouting or realignment of the national roads (N2, N11 and N17) is considered in the SDF as an alternative option for increasing the mobility and ease of travel for traffic passing through the town of Ermelo. However, the SDF warns that such a move may have significant adverse effects on the local economy and should therefore be carefully considered. Although the ring road is not specifically mentioned in the SDF, a similar realignment has been considered for the N17. A number of consultative meetings were held with the Msukaligwa Local Municipality Technical Committee, including the town planner, to determine the best practicable route in terms of the town’s spatial planning. Based on the engagements held to date, none of the proposed

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alternative routes are considered to be in direct conflict with Municipal and District spatial planning, although some few exceptions were identified. Some of these exceptions include where certain sections of the proposed ring road pass through planned and existing townships. More importantly, the extension of the urban edge as a direct consequence of the ring road development. These and other exceptions have been addressed in numerous correspondences and consultations with the technical committee, which are still ongoing. In a nutshell, according to Msukaligwa’s SDF, the development of an effective transport system to minimise traffic related problems in the town is imperative, not only from a traffic point of view but as well as from a socio-economic perspective. Should development, or if applicable, expansion of The proposed ring road borders Ermelo’s urban the town or area concerned in terms of this land edge and is set to provide an integrated transport use (associated with the activity being applied for) network that links all the major national routes occur here at this point in time. around the town of Ermelo. This development of a ring road or bypass will address road capacity constraints on the existing routes and will contribute to greater transport efficiency. Failure to address these needs will stifle long-term economic growth and expansion of the town’s urban area. Refer to the social and economic reports attached as Appendices 16 and 15 respectively, for the socio-economic benefits associated with the proposed ring road in Ermelo. Does the community/area need the activity and the The community has raised concerns about the associated land use concerned (is it a social existing truck bypass route along Fourie and priority)/? This refers to the strategic as well as Havenga Road, which passes through residential local level (e.g. development is a national priority, areas. The major concerns raised by residents but within a specific local context it could be include noise and air pollution caused by passing inappropriate) trucks, and road safety. The local residents, and the community at large, are also concerned about the lack of regulation and policing of trucks in town. It is reported that trucks travel overnight in Ermelo, despite this being illegal. Given the above concerns, there is a need for the ring road as it will provide a safe route for trucks around the town of Ermelo. All this was investigated as part of the social impact assessment study attached as Appendix 16. Although the proposed ring road is a national route of strategic economic importance, it will also address some of the challenges faced by the local community in Ermelo in terms of road mobility, safety and regulation of their existing roads currently congested by haulage trucks. Are the necessary services with adequate capacity The required services for the development and currently available (at the time of application), or operation of the proposed ring road will be must additional capacity be created to cater for the determined as part of the preliminary design development. phase. Is this development provided for in the The proposed ring road development is a national infrastructure planning of the municipality, and if strategic infrastructure project (SIP 1), and not what will the implication be on the infrastructure therefore does not fall within the scope of municipal

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] planning of the municipality (priority and placement infrastructure planning. However, according to the of services and opportunity costs). Msukaligwa’s Integrated Transport Plan, the N2, N11 and N17 are important development corridors with great potential for stimulating economic growth in Ermelo. The routes are also important for freight logistics, and Msukaligwa municipality as one of the coal mining areas, have high coal haulage industries. The proposed ring road will provide a strategic and efficient road transport network to the coal haulage industry not only in Ermelo, but along the entire Richards bay corridor thereby contributing to the regional and national economy. According to the economic impact assessment study in Appendix 15, the proposed ring road development will create an economic displacement effect. This displacement will affect selected business enterprises and not the economy at large. The displacement effect (which creates only limited new business opportunities along the new alignment) is offset by larger economic impacts and benefits. Is the development the best practicable Environmental screening was conducted for all the environmental option for this land/site? identified alternative route alignments in order to identify any potential environmental fatal flaws or no-go areas along the routes. A number of environmentally sensitive areas with wetlands or sensitive grasslands were identified during the screening and scoping phases. In addition, further specialist investigations have been conducted as part of this EIA phase to assess the impact of the alternative routes on these identified environmentally sensitive areas (refer to Sections 4 & 5 of this report). No environmental fatal flaws are anticipated as a result of the proposed ring road development on environmentally sensitive areas provided road design engineers and construction contractors comply with the mitigation measures recommended by the Biodiversity specialists. Further, none of the alternative routes pass through conservation areas identified in the Msukaligwa Spatial Development Framework, 2010, and Mpumalanga Biodiversity Conservation Plan, 2007. Would the approval of this application compromise The approval of the ring road will not compromise the integrity of the existing approved and credible the integrity of the existing Msukaligwa IDP 2015/16 municipal IDP and SDF as agreed to by the and SDF-2010, as it is in line with the town’s spatial relevant authorities? planning in terms of land use management and development. Further engagements with the town planning authorities will be held throughout the EIA process in order to ensure any changes in route alignment do not compromise the town’s planning. Would the approval of this application compromise According to the Mpumalanga Biodiversity Plan, the integrity of the existing environmental certain areas affected by the alternative alignments management priorities for the area (e.g. as defined are categorised as Critical Biodiversity Areas. in EMPs), and if so, can it be justified in terms of These are irreplaceable and considered essential sustainability considerations? in meeting targets for the conservation of biodiversity in the Province. However, due to historical mining and agricultural activities, forestry Page | 70

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

and urban development, the natural vegetation in substantial parts of the study area (urban periphery) is disturbed. This has been verified by the Biodiversity specialist findings in Appendix 14, in which appropriate mitigation measures have been included for environmentally sensitive areas likely to be impacted by any of the alternative route alignments. In general, the proposed ring road development will not compromise the municipal, district, and provincial conservation targets as set out in the Mpumalanga Biodiversity Conservation Plan, 2007. Do location factors favour this land use (associated The proposed alternative route alignments traverse with the activity applied for) at this place? (This within and outside the urban edge. Areas within the relates to the contextualisation of the proposed urban edge comprise of townships and open land use on this site within its broader context). spaces planned for township development, whereas areas outside the urban edge comprise of mines and farms. The road is not suitable in areas within the urban edge as it dissects existing and planned townships, which in turn results in various environmental and social impacts such as limited access between abutting settlements, noise pollution, social cohesion etc. However, the urban periphery favours this type of development as it will create nodes for future industrial development in line with the SDF’s a long-term plans for a development hub in the area. In addition, the development of a ring road within the urban periphery will also attract more investors in the transportation and haulage industry in Ermelo, which currently dominates as one of the main economic sectors in Msukaligwa Municipality. How will the land use associated with the activity A number of features that form part of the heritage applied for, impact on sensitive natural and cultural and cultural landscape in Ermelo, such as burial areas (built and rural/natural environment)? sites, memorials, entrance gates, old railway lines, telephone lines, power lines, and avenues of trees were identified within the study area of the proposed alternative routes. However, many of these features occur sporadically on the borders of the route alternatives and are clearly visible and easy to avoid. Alternative 4 will have the highest impact on these features. Refer to Appendix 18 for further details on the heritage and cultural resources likely to be affected by the proposed ring road development in Ermelo. How will the development impact on people’s According to the Noise Impact Assessment in health and wellbeing (e.g. in terms of noise, Appendix 17, the proposed ring road development odours, visual character and sense of place, etc.) will result in a permanent upwards shift of the prevailing noise levels in the vicinity of the alignment which runs through vacant open land and in some sections close to the noise sensitive areas (settlements). The impact on the environment and the noise sensitive areas can however be controlled or minimised by means of engineering control measures such as use of road surfaces with low noise levels and the construction of noise barriers. Noise barriers will be required in the vicinity of Wesselton (opp. Power Street), Wesselton (informal settlement), Ermelo Ext 32 Page | 71

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

East, Ermelo Ext 32 Middle, and planned George Botha Park. In terms of the SDF, the ambient air quality in Ermelo is generally poor due to emissions from the surrounding coal mines. Although coal haulage trucks are expected to contribute to the deterioration of the air quality through exhaust emissions, the operation of the proposed ring road is not expected to directly result in an increase in the number of coal haulage trucks using the new route. Instead, it will have a displacement effect on the concentration of exhaust plumes, which will be further directed away from the urban area as a result of the ring road development. Therefore, no further deterioration of the air quality is expected. Due to the negative impacts associated with road developments through urban and rural settlements, the proposed ring road development will negatively impact on the “sense of place” in noise sensitive areas, and visual character in areas along the urban periphery. However, the level and extent of the impact is minimal and can be effectively mitigated. The proposed ring road is necessary for the town’s future expansion in terms of densification and infilling, integration of land uses, and optimal use of existing infrastructure and resources. Will the proposed activity or the land use Findings by the socio-economic specialist indicate associated with the activity applied for, result in that unacceptable opportunity costs will be realised unacceptable opportunity costs? if development of the proposed ring road does not proceed. Will the proposed land use result in unacceptable A number of negative and positive cumulative cumulative impacts? impacts have been identified, and these are assessed in Section 8 of this report. None of the identified and assessed negative cumulative impacts are considered “unacceptable” from an environmental perspective.

In addition, the Guideline outlines key issues that need to be considered in the assessment. These include: The scale of the proposed development - the proposed ring road is expected to be at least 35 km in length with a road reserve of 80 metres, and will cater for 3 lanes of traffic from either direction. The numbers of the population implicated in the proposed development - the proposed ring road is expected to largely serve long distance travellers particularly commercial trucks and all other forms of private and public transport currently passing through the town of Ermelo. Companies involved in the transportation of goods through the town of Ermelo will largely benefit as a result of the proposed ring road, thereby increasing trade along these freight corridors and subsequent economic growth and integration of the associated towns. The urban and surrounding rural commuters in the town of Ermelo will benefit from an efficient public transport system due to decongestion of the local road network. Present use/s of the property - to a large extent, the proposed ring road predominantly traverses on land used for agricultural purposes, mine impacted land and a few residential areas. Agricultural land use is dominated by extensive grazing and dry-land crop production to a smaller degree. The impact on the existing character of the neighbourhood - noise and dust emissions during construction will have a negative impact on the character of existing residential areas located Page | 72

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] along the route. In addition, concerns have been raised during public consultation on potential increase in crime, prostitution and hitchhikers, especially where the route passes along residential areas. Impact on protected or conserved areas - none of the alternative route alignments pass through or near any conservation areas identified in the Msukaligwa Spatial Development Framework, 2010, and Mpumalanga Biodiversity Conservation Plan, 2007. Traffic implications – based on the findings of the Traffic Survey report in Appendix 11, the proposed ring road will: o Reduce traffic congestion in the built-up (CBD) area; o Remove heavy vehicle through –traffic from the town centre; o Improve traffic safety and operational efficiency; o Improve pedestrian safety; o Improve traffic flow in the town centre; o Improve the amenity of the town’s centre for shoppers, residents and workers; o Reduce heavy vehicle noise; and o Create more space for development that will generate new business.

Past site history - a limited variety of heritage and cultural resources were identified within the larger region as well as in the study area. Therefore, there is a possibility that the proposed ring road development will have an impact on these heritage resources. Refer to Section 5.5 of this report for further details on the type of identified heritage features and proposed mitigation measures. Future proposals –the proposed ring road development will stimulate local and regional economic development and integration. This will create new development opportunities in various sectors ranging from retail, trade, manufacturing, and logistics. In essence, the ring road development will provide an impetus for local economic growth through its multiplier effect on investment . Non-agricultural uses in the area – non-agricultural land uses impacted by the proposed ring road include existing and planned townships, municipal waste water treatment works facility, agricultural research centre, informal settlements, open space systems, etc. All these land uses mainly occur within the urban edge although some of these extend into the urban periphery, which means the proposed ring road will easily blend as part of the existing urban landscape architecture. New/existing buildings - some of the existing buildings and structures within the proposed road reserve will be demolished or relocated, although this can only be confirmed during the preliminary design phase.

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

SECTION 4: DESCRIPTION OF THE BIO-PHYSICAL ENVIRONMENT

A bio-physical survey of the proposed alternative routes was conducted within a study area of 500m across the alignments.

4.1 ROUTE TOPOGRAPHY

Moderately undulating plains predominate in the general area, with a few rocky ridges and endorheic pan depressions, and shallow drainage lines that form part of the upper Vaal River catchment area. Generally the town slopes to the southeast, but actually it spans a low watershed with most streams to the west draining into the Kleinspruit and those to the east into the upper Vaal River, although these two main drainage lines are confluent southwest of Ermelo. The town is at an altitude of about 1700 m above mean sea level (amsl) with the terrain traversed by the proposed alternative routes ranging from between 1690- 1730 m amsl. The majority of the slopes have an average percentage gradient of 2-5%, with steeper slopes (10-30%) occurring northwest - upstream of Willem Brummer and Douglas Dam. The north western alignments of Alternative Routes 1, and 3 cut through these rocky hills over Douglas dam. Further east, the study area slopes and drains steeply off the rim of the Drakensberg escarpment and down into Swaziland and northern KwaZulu-Natal.

Potential impacts as a result of the route topography include: Increased soil erosion on unprotected slopes; High storm water velocity and erosion on steep gradient slopes; Poor storm water drainage and potential flooding along low road depressions; and Concentrated run-off on tarmac and associated road pavements.

The following mitigation measures are recommended for the above identified potential impacts: A route specific Storm Water Management Plan based on the site topography must be compiled by a suitably qualified engineer and appended to the EMPr prior to appointing the construction contractor. The appointed construction contractor must ensure all storm water structures along the routes are designed and constructed according to the relevant route specific Storm Water Management Plan. Structures on steep slopes or rocky terrain must be designed and built according to the recommended Geotechnical specifications or standards. Site specific slope stability and soil erosion control measures should be implemented for all unstable slopes. Cut slope gradients must not exceed the natural angle of repose for the particular soil type wherever possible. Finishes on cut and fill slopes should be roughened to emulate the natural surroundings and accumulate soil. Construction of the road sections should be implemented in phases to minimise exposed areas prone to erosion at any specific time. Cut-off slopes should be protected from erosion during and after construction. All steep slopes must be stabilised and protected from erosion during and after construction. Stormwater drainage structures transporting concentrated run-off should incorporate dissipaters and sediment traps where necessary.

4.2 SURFACE WATER AND HYDROGEOLOGY

The study area is located in the Upper-Vaal Water Management area, in which the Vaal River is the major drainage system. The river drains in a south-westerly direction, in the western half of the municipality. There are a number of marshy areas or wetlands in the upper parts of the valleys and numerous pans, which vary from insignificant vegetated depressions to large deeply etched features with bare clayey floors. An ecologically important concentration of pans and freshwater lakes is located in the Chrissiesmeer area.

The western route alignments mainly drain into Klein-Drink Water Spruit to the North West, whilst the eastern route alignments mainly drain into Witpunt Spruit. The northern opening of Alternative 1(Route A2),

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] along the N11 crosses over the headwaters of Douglas dam. The route crosses two streams further downstream. Route C crosses spruits and associated grasslands. The western route alignments are in quaternary catchment area C11F, while the eastern route alignments, joining N2 and N11 to the south, are in C11A and C11B. Refer to Figure 11 below for the drainage channels crossed by the alternative routes.

Figure 11: Topography and drainage of the proposed road servitude (Wetland Report, pg 18)

The underlying hydrogeology of the area consists of intergranular and fractured aquifers of the Bushveld Igneous Complex, which is a feature of the Transvaal Supergroup and locally the Karoo Supergroup as well as Jurassic dolerite intrusions, with predominantly arenaceous rocks (sandstone). Borehole yields range between 0.1 – 0.5 l/s. According to Burger (2011), the aquifer represents an important source for base-flow into the streams draining in the area.

According to the Wetland Delineation and Functional Assessment Report attached as Appendix 13, the following five major wetland types were identified along the proposed alternative route alignments: 1. Channel wetland: Natural channel: The natural perennial channel observed in the study area (other than the channels that form part of the channelled valley-bottom wetlands) flows from the Douglas Dam through rocky outcrops in a westerly direction. The channel is slightly clogged as indicated by the presence of bulrush Typha capensis, while other plants observed along the channel banks and in the water include Cyperus esculentis, Persicaria serrulata and Juncus effuses. The exotic tree species Salix babylonica also occur along the channel in isolated areas. Man-made canal: The man-made canal in Ermelo Township was modified to function as a stormwater canal. The canal forms part of wetland system to the east and west of Ermelo that can be classified as channelled valley-bottom wetlands. The canal is characterised by sediment in the canal bottom that builds up at bridges and culverts in the system. Plant species associated with the canal include exotic weeds, Cyperaceae (sedges) and bulrush (Typha capensis).

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2. Valley bottom wetlands associated with the low-lying valleys of the project area: Channelled: is classified as a mostly flat valley-bottom wetland dissected by and typically elevated above a channel. Dominant water inputs to these areas are typically from the channel, either as surface flow resulting from overtopping of the channel bank/s or as interflow, or from adjacent valley-side slopes (as overland flow or interflow). Unchannelled: is mostly a flat valley-bottom wetland area without a major channel running through. This wetland type is characterised by an absence of distinct channel banks and the prevalence of diffuse flows, even during and after high rainfall events. Water inputs are typically from an upstream channel, as the flow becomes dispersed, and from adjacent slopes (if present) or groundwater.

The valley bottom wetland type is the most common wetland in the project area with the highest risk of being impacted on. The vegetation structure of the valley bottom wetlands vary from the actual channels being closed grassland in certain areas, to a sandy riverbed with alluvial sand and conglomerates along the riverbanks. The most abundant and most conspicuous plant species is hygrophilous grasses such as Sporobolus africanus, Paspalum dilatatum, Andropogon eucomis, Hyparrhenia tamba, Eragrostis gummiflua and Setaria sphacelata. Other plants associated with valley bottom channels are Juncus effusus, Schoenoplectus corymbosus, Verbena bonariensis, Persicaria serrulata and Typha capensis. Many of the usual weeds were recorded together with Eucalyptus camaldulensis (Red river gum), Xanthium strumarium (Large cocklebur) Datura stramonium and Flaveria bidentis. Weeds and invaders should be removed, as well as destruction of such plants in a safe place and manner.

The exotic species are more dominant in the valley bottom wetlands in the surrounding Townships (Wesselton and New Ermelo) where dumping and littering has occurred in the streams. Erosion also occurs in these areas and needs to be rehabilitated to allow natural drainage to be reinstated.

3. Valleyhead seep wetlands associated with the origin of low-lying rivers and channelled valley bottom wetlands.

The valley head seep wetlands are described as a gently-sloping, typically concave wetland area located on a valley floor at the head of a drainage line, with water inputs mainly from subsurface flow (although there is usually also a convergence of diffuse overland water flow in these areas during and after rainfall events). Most of this wetland types have been degraded. Degradation that occurred in the wetland was as a result of overgrazing by livestock and creation of planted pasture fields on the seep area.

These seasonal marsh wetlands are vegetated by hydrophytic grass (Poaceae) and sedge (Cyperaceae) species. The plant species associated with valleyhead seep wetlands are mostly hygrophilous grasses such as Eragrostis gummiflua, Paspalum dilatatum and Sporobolus africanus, while other sedges and dwarf shurbs include Juncus effusus, Cyperus esculentis, Stoebe vulgaris and Verbena bonariensis.

4. Hillslope seep wetlands A Hill slope seep is classified as a wetland area located on (gently to steeply) sloping land, which is dominated by the colluvial (i.e. gravity-driven), unidirectional movement of material down-slope. Water inputs are primarily from precipitation that that enters the wetland from an up-slope direction in the form of subsurface flow. This wetland type has a unique nature due to its direct connectivity to the drainage valley-bottom as a result of the geological formation directly adjacent to the drainage channel that forms an impermeable layer of hard plinthite rock and very shallow soils.

The most common grass species associated with hillslope seep wetland is Eragrostis gummiflua. Where degradation such as overgrazing has occurred the dwarf shrub Stoebe vulgaris completely dominate the lower herbaceous stratum as observed on the seeps associated with communal land to the east of New Ermelo. The overgrazing further caused sheet erosion along hillslope seeps of this area. The more natural variation of seeps are dominated by species such as Helichrysum nudifolium, Eythrina zeyheri and Andropogon eucomis and occur on the private owned land in the Northern section of the project area.

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5. Depressions: Natural pans; Man-made dams. The two types of depressions that occur in the project area are characterised by the way water exits the systems. Water exits by means of evaporation and infiltration for endorheic depressions; and as concentrated surface flow in channels for exorheic depressions, although the primary means of water still exits as evaporation. The vegetation associated with depressions is mostly sedges and bulrushes depending on the depth of the water and the substrate. Species such as Persicaria serullata, Typha capensis, Schoenoplectus corymbosus, Ludwigia stolonifer and Leersia hexandra mostly grow along the shallow edges of dams and pans in the project area on a muddy substrate. Species such as Azolla species occur in areas with standing open water in dams such as Douglas Dam.

The above wetland types indicated in Figure 12 (refer to Appendix 9(c) for the A3 Size Map) were identified according to geology, soil types, soil wetness indicators (mottling in top 50 cm of soil) topography of the landscape and vegetation (plant species indicators).

Figure 12: Different wetland types traversed by the proposed alternative routes.

A wetland integrity assessment of the identified wetland systems was conducted based on the Present Ecological State (PES) and Ecological Importance and Sensitivity (EIS) scores, and the findings are summarised in Table 5 below.

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Table 5: Summary of the Present Ecological Status and Ecological Importance and Severity of the wetland systems

Present Ecological Status (PES) Ecological Importance and Severity (EIS) Description 1. Channel, Valley bottom wetlands and Douglas Dam along Northern section of preferred route and route alternative 2 and 3 Douglas Dam and upstream: Douglas Dam and upstream: Moderate The impacts associated with the site is reflected in the results of the PES Class D: Largely Modified assessment which indicates that the wetland area of Douglas Dam and Downstream from Douglas Dam: Moderate upstream is in a ‘Largely Modified’ condition due to the reservoir interrupting Downstream from Douglas the natural flow of water causing alien species invasion, erosion and Dam: Class B: Largely natural sedimentation of the dam and inflow area of the dam. The channel wetland with few modifications below Douglas Dam is still in a ‘Largely Natural State with few modifications’. This wetland represents a high energy stream ecosystem flowing through outcrops. The drainage regime is largely natural as a result of the sediment loading in the Douglas Dam. The EIS of all the wetlands on site is considered to be Moderate and are considered to be ecologically important and sensitive at least on a local scale. The biodiversity of these wetlands is not usually sensitive to flow and habitat modifications and may play a small role in moderating the quantity and quality of water entering downstream areas. The degraded state of the wetlands associated with the Douglas Dam and the area upstream is related to the coal mining operations to the East of the N11 if one considers the water quality entering the Douglas Dam. The area to the east of the N11 before the stream enters Douglas Dam is clearly sedimented as indicated by dense stands of Typha capensis. Evidence was also observed on site of transformation of the floristic characteristics of the site, especially considering the presence of exotic species such as Eucalyptus and various exotic weeds. Impacting activities which may have altered the expected floristic composition include alien infestation, Impoundment (Douglas Dam) and road crossings. The Douglas Dam clearly plays an important role in streamflow regulation, erosion control and sediment trapping considering the less disturbed state of the area below the dam wall of Douglas Dam. The channel to the east of the dam wall flows through an area with outcrops and forms a small canyon with high energy flow. Although alien infestation was observed, this was much lower compared to the upstream areas, while the water quality, erosion and sediment accumulation in the stream was significantly reduced.

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The Douglas Dam provide breeding and feeding habitat to various wader bird species as well as refuge for fish and amphibians. The ecosystem surrounding the dam, although degraded, should be considered a conservation priority to ensure the ecosystem functions are kept intact. This section of the preferred option could be slightly amended to avoid the section of the unchannelled valley bottom wetland. 2. Channelled valley-bottom, canals and dams associated with the Klein Drinkwater Spruit Upstream of sewage works in Upstream of sewage works in canal & valley The upstream area from the sewage works in the canal and valley-bottom canal & valley bottom: Class C: bottom: Low / Marginal wetland is in a ‘Moderately Modified’ condition due to the canalisation, Moderately modified impoundment, alien invasion, erosion and sedimentation in the upstream Downstream from sewage works: Low / area. This is mostly attributed to the fact that this section of the spruit flows Downstream from sewage Marginal through the township of Ermelo and Wesselton where increased hardened works: Class E: Seriously surfaces and road crossings are the major human activities causing the modified changes in the stream from its original state.

The area downstream from the sewage works have been impacted severely through declined water quality as a result of Acid Mine drainage (AMD) from the coal mining operations and sewage spillages due to inadequate capacity of the Wastewater Treatment Works (WWTW), while alien species invasion, impoundments (dams), sedimentation and erosion has further impacted this section of the spruit as a result of increased hardened surfaces and road crossings associated with the surrounding townships. The EIS of all the wetland on site is considered to be Low /Marginal which could be expected considering the anthropogenic impacts in the surrounding township areas. This indicates that the wetlands associated with the Drinkwater Spruit are not ecologically important and sensitive at any scale. The biodiversity of these wetlands is ubiquitous and not usually sensitive to flow and habitat modifications and play an insignificant role in moderating the quantity and quality of water entering downstream areas. Considering the poor water quality of this perennial spruit, very little animal life, can be expected in this ecosystem, other than a few wader species and common invertebrates. 3. Channelled valley bottoms associated with major tributaries of the Klein Drinkwaterspruit on the farms Nooitgedacht and Rietspruit Channelled valley bottom Channelled valley bottom wetland on The channelled valley-bottom wetland that bisects Nooitgedacht is in a wetland on Remainder of the ‘Largely Natural’ condition due to being further away from the major

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farm Nooitgedact: Class B: Remainder of the farm Nooitgedacht: High townships in the area. The area on the farm Nooitgedacht forms part of a Largely natural with few small nature reserve and the wetland in this area can be considered as Valley bottom wetlands on Rietspruit and modifications natural with the only minor impact being limited alien species invasion and small section of Nooitgedacht outside impoundment. The protected species Nerine angustifolia also occur in the Valley bottom wetlands on Public Works property: Moderate valley bottom area at one of the proposed crossings, further emphasising the Rietspruit and small section of importance to prevent negative impacts on this wetland ecosystem. Nooitgedacht outside Public Works property: Moderately The EIS of the Valley bottom wetlands on Nooitgedacht is also considered to modified be High which indicates that the area is relatively undisturbed. This wetland type is therefore considered to be ecologically sensitive and important. The

biodiversity of this wetland may be sensitive to flow and habitat modification, while the wetland plays a significant role in moderating the quantity and quality of water entering downstream areas. The small section of the valley bottom on the farm Nooitgedacht outside the Public Works property and on the farm Rietspruit (channelled and unchannelled valley-bottom wetlands) has a ‘Moderately Modified PES’. The major impacts associated with these areas at present include impoundment, alien invasion, sedimentation and wastewater spillages (from reservoirs), although compared to other wetlands along the proposed road development alternatives, impacts on these valley-bottom wetlands are much lower. The EIS of the area is ‘Moderate’ and considered to be ecologically important and sensitive at least on a local scale. The biodiversity of these wetlands is not usually sensitive to flow and habitat modifications and may play a small role in moderating the quantity and quality of water entering downstream areas. The most significant biodiversity features in this section of valley bottom wetlands are birdlife and amphibians utilising the small dams for breeding and foraging, although the unchannelled valley-bottom wetland will support specific small mammal species such as rodents. Ecoagent (2013) indicated that the moist grassland associated with wetlands are functionally an optimised terrestrial mammal habitat, which is also more stable because of its moisture content and concomitant fire resistance. 4. Channelled valley bottom associated with the Witpunt Spruit and its major tributaries in the eastern section of the study area Channelled valley bottom Channelled valley bottom wetlands of the The Witpunt Spruit flows adjacent to the township of New Ermelo, while crop wetlands of the Witpunt Spruit: Witpunt Spruit: Moderate cultivation occur further upstream closer to its origin. The crop cultivation in Class C :Moderately Modified combination with overgrazing by livestock of the local communities causes severe erosion and sedimentation of the banks and floodplains adjacent to

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the actual channel. Impacts causing the PES of this wetland type being classified as ‘Moderately Modified’ include impoundment by several dams, overgrazing and overfishing, sedimentation, erosion and alien species invasion. The valley-bottom wetland still plays a significant role in toxicant-, nitrate- and phosphate removal as well as streamflow regulation and sediment trapping. The EIS of the area is ‘Moderate’ and considered to be ecologically important and sensitive at least on a local scale. The biodiversity of these wetlands is not usually sensitive to flow and habitat modifications and may play a small role in moderating the quantity and quality of water entering downstream areas.

Refer to Figure 13 below for a map showing the above assessed wetland systems.

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Proposed amendment of route to the Degraded hillslope seep in exotic south to avoid VB wetland plantation to west of N11 (unchannelled)

Valleyhead seep wetland with springs and pans to the east of Ermelo

Crossing through gorge (sensitive channel. Largely natural PES with High EIS

Major crossing along Klein Drinkwater Spruit. PES: Seriously Modified; EIS: Low (note high TDS in water)

Sensitive crossing in channelled valley-bottom Unchannelled valley-bottom wetland feeding a Channelled valley-bottom wetland along wetland with protected Nerine spp. stream route alternative 2

Figure 13: Sensitive wetland systems along the route alternatives Page | 82

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Based on the above wetland integrity assessment, the Present Ecological State (PES) for major crossings vary from “seriously Modified” to “Large natural with few modifications”, while the Ecological Importance and Sensitivity (EIS) varies from Low/Marginal to High. This indicates different levels of degradation according to land use practices and also play a significant role in determining the most suitable route alternative or mitigation measures to be implemented. Water Use Authorisation in terms of Section 21(c) and (i) of the National Water Act will be required for all the proposed wetland crossings. Potential impacts identified as a result of the proposed ring road development on wetlands include: Permanent loss of wetland and their associated functions; Destruction or loss of wetland floral diversity or riparian communities; Loss of wetland and water dependant faunal diversity through migration and decline in animal numbers; Loss of in-stream habitat due to changes in channel structure and condition; Soil compaction and increased risk of sediment transport and erosion; Soil and water pollution; Spread and establishment of alien invasive species; Potential surface water and groundwater contamination resulting from fuel, oils or cement spills; and Potential increase in sediment load in drainage channels and surface water bodies as a result of soil erosion. The following mitigation measures are recommended for the construction phase : Clearing of vegetation should be scheduled for the direr winter months and limited to areas immediately needed for construction. Vegetation stripping should occur in parallel with the progress of road construction to minimise erosion/or run-off. Large tracts of bare soil will either cause dust pollution or quickly erode and then cause sedimentation in the lower portions of the catchment. Only selected plant species must be used in the re-vegetation process. All development activities should be restricted to the footprint areas of the proposed development. The removal of indigenous trees and shrubs associated with the riparian areas should be limited to the footprint areas. Bridges must span the entire width of the channel and floodplain so as to avoid disturbance to the riparian zones of rivers and valley bottoms. Pillars, columns or bridge buttresses should not be placed in-stream or in riparian zones, if at all possible. If needed, the number and width of pillars, vertical columns and buttresses placed within the river channel and riparian zone should be minimised. The disturbance of in-stream channels and riparian zones during bridge construction must be minimised. Physical structures, which could later alter hydrological regimes, should not be placed in the vicinity of any wetlands. During and after construction, ensure effective storm water management around permanent infrastructure, rehabilitate disturbed areas, protect topsoil and protect sensitive soils. This will reduce the possibility of soil erosion. Erosion control of all banks must take place so as to reduce erosion and sedimentation into river channels or wetland areas. The Stormwater Management Plan must include strategies such as: o Minimising impervious area; o Increasing infiltration to soil by use of recharge areas; o Use of natural vegetated swales instead of pipes; or o Installing detention or retention facilities with graduated outlet control structures. Rehabilitation: re-vegetate or stabilise all disturbed areas as soon as possible. Indigenous plant species can be planted in the buffer zone of the proposed development to enhance the aesthetics value of the site and stabilise soil conditions. Have both temporary (during construction) and permanent erosion control plans. Temporary control plans should include: o Silt fencing o Culverts should be regularly maintained and cleared so as to ensure effective drainage o Temporary silt trap basins; and o Short term seeding or mulching of exposed soil areas.

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Cut slope gradients must not exceed the natural angle of repose for the particular soil type wherever possible. Finishes on cut and fill slopes should be roughened to emulate the natural surroundings and accumulate soil. Protect all areas susceptible to erosion and ensure that there is no undue soil erosion resultant from activities within and adjacent to the construction camp and Work Areas. Line overflow and scour channels with stone pitching along their length and at their points of discharge to prevent soil erosion. The point of discharge must be at a point where there is dense natural grass cover. Ensure that channels do not discharge straight down the contours. These must be aligned at such an angle to the contours that they have the least possible gradient. The following sediment control devices are suggested: o Grass filter strips: it encourages sediment to settle as water passes over a vegetated area; o Sediment filters: use materials such as fine mesh or geofabric to filter run-off prior to discharge; o Sediment traps: temporary sedimentation basins; and o Drop inlet filters: e.g. hay bales and silt fences, which prevent sediment entry into the drainage system.

Comparative Route Assessment The route option analysis indicated that route Alternative 4 can still be considered as the preferred option from a wetland perspective, although the need was identified that a ringroad needs to be constructed around the town of Ermelo rather than through town.

The three route alternatives for the ring road all bisect major wetland sections. Route option alternative 1 was considered the least suitable, while either of route 2 or 3 can be considered suitable although alternative 2 was considered slightly more suitable considering that less wetland surface area will be affected by this route option, with less major crossings. The preferred route is considered suitable, although specific mitigation is necessary for crossings of major wetlands in valley bottoms.

4.3 REGIONAL CLIMATE

The area falls under the central Mpumalanga climatic zone, characterized by warm summers temperatures (during the day) to cold (at night), and dry winters with sharp frosts.

Precipitation mainly in the form of thunderstorms occurs from October to March, with maximum rainfall normally experienced in November, December and January. Rainstorms are often violent (up to 80mm occur in one day) with severe lightning and strong winds, sometimes accompanied by hail. The winter months are droughty with the combined rainfall in June, July and August making up only 3.9% of the annual total (734 mm). Because of its position near the escarpment, the area is somewhat windier than is typical for the south-eastern Mpumalanga Highveld, although the majority of winds are light and controlled by topography. The windiest months are August and September. Surface inversions occur during 80% of nights in winter and about 40% of nights in summer to depths of between 100m and 150m. With sufficient humidity in the cooler layer, fog is typically present below the inversion cap. Nocturnal stability near the ground occur regularly causing stagnation and slow catabolic drift, particularly during winter. These stable conditions during winter are responsible for trapping air pollutants, and this generally happens during the early morning hours.

The average daily maximum temperature in January (the hottest month) is 25.2°C and in July (the coldest month) is 16.7°C. The mean daily minimum in January is 12.4°C and in July drops to 0.3°C.

As a result of the above climatic conditions, the following potential impacts are expected to occur: Prevalent foggy conditions due to temperature inversions during winter, which increases the risk of vehicle accidents as a result of poor visibility; Increased run-off, soil erosion, and flooding during storms or heavy downpours ; Risk of severe flooding and potential damage or loss of road infrastructure such as bridges and stormwater structures; and Slippery road surfaces during the wet season, with the potential to cause accidents.

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Proposed mitigation measures for the above identified impacts include: Where necessary, enforce regulatory or warning signage of reduced visibility as a result of fog or mist on roads; The road paving must be designed taking into consideration the requirements of the Storm Water Management Plan in order to ensure effective drainage of surface run-off; All the major road crossings over wetlands must be designed in conformance to approved engineering standards, and conditions of the Water Use Authorisation or Department of Water and Sanitation requirements; and The road must be designed to prevent any possible ponding or flooding during the rainfall season.

4.4 REGIONAL GEOLOGY AND GEOTECHNICAL CONDITIONS

The proposed development area is predominantly underlain by the Ermelo Coalfield, characterised by consolidated sedimentary layers of the Karoo Supergroup. These layers mainly consist of coal, sandstone and shale of the Vryheid Formation of the Ecca Group, which is underlain by the Dwyka Formation of the Karoo Supergroup. The sediment layers were deposited in shallow marine and fluvio-deltaic environments resulting in the accumulation of coal as peat in swamps and marshes. The fossilised nature of these rocks means they potentially contain plant or animal material of paleontological significance. This is confirmed by the findings of a desktop Palaeontological Impact Assessment (PIA) study in Appendix 19. According to the report, there is also an exposure of Jurassic dolerites of the Karoo Dolerite Suite that underlie the southern route alignments of Alternatives 1, 3, and 4. The findings of the PIA can be summarised as follows: The geology of the area traversed by all the alternative routes mainly consists of 2 geological units; the Permian sediments of the Vryheid Formation, and the Jurassic igneous rocks of the Jurassic Karoo Dolerite Suite. The Vryheid Formation is potentially fossiliferous, but no fossil materials are known to occur within the unit within the environs of the project area. The rocks of the Karoo Dolerite Suite are considered to be non-fossiliferous. In general the potential for any negative impact on fossil materials contained within the unit is classified as moderate. It is anticipated that the effects of any road construction will be limited to the upper few (1-2m) of the land surface. Where road cuttings are required to be built this may result in a deeper disruption. However, over the majority of the proposed Alternatives 1-3 the upper-most few tens of centimetres of the land surface has been historically disturbed by the effects of ploughing and the potential for any negative impact has been reduced in this interval to being negligible. Despite the moderate to negligible chances of any negative impact being caused by the project, any fossils that may be anticipated to be present within these units are potentially highly significant to the cultural and scientific heritage of South Africa and the world. Any damage or loss of provenance (due to accidental relocation) that occurs to such fossil material during the excavation and construction phase of the project would be permanent and irreversible.

According to the findings of a preliminary Geotechnical Desktop Investigation attached as Appendix 20, undermining is the most important geotechnical consideration affecting the potential routes. Relatively shallow undermining has been undertaken in the past, which affects the potential routes under consideration as shown in Figure 14 below. The depth and nature of the mining is unknown as mining plans are not available or do not exist. It is expected that mining took place by means of board and pillar method and occurs at depths of between 30m and 60m below surface.

Investigation of the underground conditions including voids and cavities was undertaken along two of the routes, namely Alterative 1 and 3. The investigation methodology included geophysical surveys and drilling, which was carried out in a phased approach with geophysics preceding drilling. The findings of the Geophysical Investigation confirm the undermined section of the north-eastern link is reasonably safe and the one cavity found can be filled with slurry to provide a stable road foundation. A Risk Assessment based on the Geophysical findings was submitted to the Department of Mineral Resources for approval. The DMR approved the proposed construction of the ring road over the undermined areas subject to compliance with certain conditions (refer to Appendix 10 for details on the specified conditions).

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Figure 14: Geology map also depicting undermined areas (refer to Appendix 9(e))

A summary of the anticipated soils and their associated typical engineering properties are presented in Table 6 below.

Table 6: Summary of expected soil properties and geotechnical implications

Lithology Expected Soils Formed Associated Engineering Impact Unconsolidated Clayey sand or silty sand Collapsible grain structure; dispersive soil; high Transported Hillwash permeability; moderate erodibility; moderate or Colluvium compaction and workability. Unconsolidated Gravel, sand, silt or clay All possible problems, including heave and settlement, Transported Alluvium dispersivity and erosion. Dolerite Clay (turf); silty clay Potentially expansive clay; low shear strength semi- to changing to sandy clay impervious soil; generally poor compaction and with depth; corestones; workability; uneven bedrock surface. Possible gravel (sugar dolerite), occurrence of sugar dolerite considered a good cobbles and boulders construction material. Sandstone Silty sand ; sandy silt Pervious to semi-impervious soil; moderate to high erodibility; good to excellent compaction and workability. Shale Clay, silt, silty clay Expansive clay; low shear strength; high settlement; slaking on exposure; semi- or impervious soil; dispersive soil; moderate to poor compaction or work- ability; unstable slopes. Breakdown of rock on exposure to atmosphere (slaking).

Bedrock - Shallower bedrock within drainage areas may be encountered, depending on the topographic setting. Deep alluvial soils may also be encountered. The depth to bedrock is dependent on the rock type the nature of the underlying residual soils and topographic situation. Transported soils are expected to be

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] thicker on side-slopes than on slope crests. However, the generally flat nature of the topography expected would lead to expected thicknesses of transported soils of the order of 1-2m.

Material Usage - the most likely materials, which may occur in the area and which may be considered as potential construction material sources would be the dolerite, depending on its weathering characteristics. The occurrence of sugar dolerite, forming gravels would be a good source of construction materials, should this material be present. Residual sandstone is considered a moderately to good source of construction material, but is likely to be variable. Residual shale is not considered a good material in general due to potential expansive properties. Sources of ferricrete are considered potentially good for use as construction materials.

Dolerite and fresh sandstone as crushed rock are considered good materials for aggregate. Shale rock is not considered suitable due to potential slaking and breakdown upon exposure to the atmosphere.

Groundwater - perched seasonal groundwater levels can be expected at reasonably shallow depths, particularly above the shale and residual shale soils and shallow sandstone, where occurring. Perched water tables are likely to occur during the rainfall season and following heavy or continuous downpours.

Shallow groundwater levels can be expected in close proximity to drainage channels and rivers.

The following Geotechnical constraints are therefore expected based on the above findings:

The potentially expansive hillwash is not considered suitable founding material. If unadapted structures are founded on this material, and the moisture condition of the insitu material should vary, unacceptable differential movements, with resultant cracking may occur in structures. The potentially expansive residual shale is not considered suitable founding material. If unadapted structures are founded on this material, and the moisture condition of the insitu material should vary, unacceptable differential movements, with resultant cracking may occur in structures. The weathering of diabase is irregular with pockets of rock adjacent to deeply weathered slots in which corestones may be present. Founding unadapted structures partly on residual material and bedrock or diabase boulders may result in unacceptable differential, vertical movements in structures, with resultant cracking of structures.

The above identified potential Geotechnical constraints will be verified through a detailed Geotechnical Investigation once the route for the bypass has been finalised and approved. As part of the detailed Geotechnical Investigation, appropriate intrusive fieldwork will be conducted along the centreline of the proposed route and at major interchanges and structures including bridges, embankments, culverts and cuttings, where these are applicable.

Identified impacts on potential palaeontological sensitive material include: Potential exhumation of paleontological sensitive material during construction. Many fossil taxa (particularly vertebra taxa) are known from only a single fossil and, thus, any fossil material is potentially highly significant. Accordingly, the loss or damage to any single fossil can be potentially significant to the understanding of the fossil heritage of South Africa and to the understanding of the evolution of life on Earth in general. Where fossil material is present and will be directly affected by the building or construction of the projects infrastructural elements it will potentially result in the irreversible damage or destruction of the fossil(s). Movement of fossil materials during the construction phase, such that they are no longer in situ when discovered. The fact that the fossils are not in situ would either significantly reduce or completely destroy their scientific significance.

It is therefore recommended, as a mitigation measure, that a close examination of all excavations and new road cuttings be conducted during construction. Should any fossil materials be identified, the excavations should be halted and the SAHRA immediately informed of the discovery. The excavation of any unearthed fossil material should be done by a Palaeontologist (under permit from SAHRA), and the excavated material lodged with an appropriately permitted institution.

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Blasting might be required during construction along the rocky terrain north west of Douglas dam. The type, duration and timing of blasting procedures should be well planned with due cognisance of other land uses and structures in the vicinity. Any planned blasting activities within 500m of any building, railway, public thoroughfare, powerline, telephone line, pipeline, sports field or any place where people congregate, then these must be inspected and their condition photographically recorded prior to blasting. The provisions and requirements of the relevant authorities must be complied with. All planned blasting activities must comply with the Explosives Act (Act No.15 of 2003).

Road design and construction over the undermined areas should meet the required engineering safety standards as per the findings of the Geophysical investigation, and as specified by the Department of Mineral Resources.

Road infrastructure such as bridges, retaining walls , culverts , stormwater structures, interchanges etc. should be designed according to the required Geotechnical specifications or standards.

4.5 SOILS, LAND-USE AND AGRICULTURAL POTENTIAL

Following a preliminary soil survey conducted by Terra Soil Science during the scoping phase, a detailed soil survey has been conducted by Exigo Sustainability as part of the Agricultural Potential Assessment study (Appendix 12). According to the findings of the soil survey, the proposed development site shows some variations in terms of soil characteristics and soil types. The identified soils are classified into the following broad classes according to the dominant soil form and family: 1. Shallow, rocky soils of the Glenrosa or Mispah soil form associated with outcrops and ridges; 2. Shallow/medium depth red-yellow apedal soils of the Glenrosa/Hutton/Clovelly Soil Forms; 3. Shallow sandyclay to sandyclayloam soils associated with seepage zones (Avalon / Longlands soil forms); and 4. Black clayey/alluvial soils of the Rensburg/Katspruit soil forms associated with drainage channels and valley-bottom wetlands.

The description, agricultural potential, and land capability for each of the above identified soil classes are summarised in Table 7 below, and mapped in Figure 15.

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Table 7: Agricultural potential and land capability of the identified soil classes

NO. BIOMINAL CLASSIFICATION S.A.: DESCRIPTION AGRICULTURAL POTENTIAL LAND CAPABILITY 1. Shallow, rocky soils of the Glenrosa or Mispah soil form associated with outcrops and ridges Mispah /Glenrosa / bedrock The soils are generally shallow and derived Low potential soils, due to the shallow The grazing potential of these soil form from dolerite. All three soil forms can be nature of the soils and sloping terrain, areas is moderate-low. The categorised in the international classification making these areas not suitable for crop most suitable and optimal group of lithic soil forms. In lithic soil forms the cultivation under arable conditions. The utilisation of the area would be solum is dominated by rock or sparolite orthic A-horizon of the lithic soils group is grazing by small livestock or (weathered rock). These soils have sandy to unsuitable for annual cropping or forage game species. sandy-loam texture, while topsoil structure is plants (poor rooting medium since the apedal and the profiles are very shallow. low total available moisture causes the Exposed rocks and boulders is spread on the soil to be drought prone). These topsoils soil surface throughout the area. The soil in are not ideal for rehabilitation purposes this area is often weekly structured, sandy to for they are too shallow and / or too rocky loamy and forms a mosaic of shallow to strip. Topsoil stripping and stockpiling Glenrosa soils and very shallow rocky soils of the “shallow” soils should only be (Mispah soil form), with exposed bedrock in attempted where the surface is no too some areas. The Mispah and Glenrosa soils rocky. found on this section of the site are widespread and shallow in depth, although it has a medium clay content. Landscape: Rocky ridges / undulating slopes Depth: 200 – 300 mm Texture: sandy to sandy loam soils Average Clay Content: 8 – 15%

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2. Shallow/medium depth red-yellow apedal soils of the Glenrosa/Hutton/Clovelly Soil Forms Hutton soil form Hutton soils are identified on the basis of the Moderate potential soils depending on Livestock and / or grazing are (Dominant); Clovelly / presence of an apedal (structureless) “red” B- soil depth and size of land available for viable due to the higher Glenrosa soil form (isolated horizon. These soils are the main agricultural sustainable arable agriculture. Soils vary nutrient and organic content of pockets) soil found in South Africa, due to the deep, well- from shallow and sandy in some area the topsoil in grassland areas drained nature of these soils. The Hutton soils (Glenrosa, Hutton soil form) to deeper that support a mixture of found on the site occur in pockets throughout with a higher clay content (Hutton soil palatable and unpalatable the study area on plateaus and slightly form). The red apedal Hutton soils with species. undulating plains. The Hutton soil forms are a higher clay content in the topsoil has especially dominant in the western section of a higher clay content in the topsoil and the study area where the underlying bedrock is high water holding capacity. Under dolerite. The Hutton soil form on site varies from climatic conditions these soils would shallow to deeper and has a medium to high sustain arable crop production, clay content. The relatively high magnesium and although as isolated pockets that iron content of the parent rocks which these cannot be considered economically soils are derived, impart the strong red colours viable units. The areas with deeper soils noted. represent the most viable options for Landscape: Plains/Plateaus crop production under arable conditions Depth of soil forms: 200-400 (Glenrosa, Hutton) considering the rainfall and moisture 600-1200 mm (Hutton / Clovelly) availability in the topsoil. Considering Texture: Sandyloam that the amount of land that is needed Vegetation: Planted pastures / Degraded or to economically sustain arable natural grassland agriculture, the soil type described Average Clay Content: 15-25% (Hutton); 6-15 above cannot be considered as viable (Clovelly, Glenrosa). for crop production. The many old cultivated fields confirm that crop cultivation over the longer term is not a financially viable option under the prevailing climatic conditions. 3. Shallow sandy clay to sandy clay loam soils associated with seepage zones (Avalon / Longlands soil forms) Avalon soil form (dominant); The Avalon soil form is characterised by the The Avalon soil form has a medium – These soils support mixed Wasbank / Longlands occurrence of a yellow brown apedal B-horizon high clay content and the high water quality grazing and can be (isolated pockets) over a soft plinthic B-horizon. The yellow brown holding capacity of these seasonally utilised as high quality apedal horizon has the following wet seep wetlands would limit crop livestock grazing throughout characteristics: cultivation. The area therefore has a low the year, especially as planted Has undergone localised accumulation of potential for crop cultivation. The pastures. The area therefore iron and manganese oxides under production system is extremely has a moderate to high conditions of a fluctuating water table with management sensitive. potential for livestock grazing. clear red-brown, yellow-brown or black The only limiting factor may be

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stains ion more than 10% of the horizon that livestock movement is Has grey colours of gleying in or directly limited during the wet season underneath the horizon; and when the clay expands, Does not qualify as a diagnostic soft causing livestock to get stuck carbonate horizon in the muddy conditions. Soils These soils are found between lower down the are very sensitive and prone to slopes than the Clovelly soils and indicate the erosion. start of the soils with clay accumulation. Landscape: Hillslope seepage and valley head seep wetlands along slopes Depth:800 – 1200 mm Texture: sandy clay to sandyclay loam; Average Clay Content: 15 – 25% 4. Black clayey/alluvial soils of the Rensburg/Katspruit soil forms associated withj drainage channels and valley-bottom wetlands. Rensburg soil form These clay soil forms are found in areas where Zero potential soils, due to the soil The grazing potential of these (Dominant); katspruit soil clays have accumulated to such an extent that wetness these areas are not suitable for low-lying areas is high due to form (isolated) the majority of the soil matrix is clays. These crop cultivation under arable conditions. the palatable grasses growing soils are usually indicative of seasonal or throughout the year on these permanent wetland conditions. The soils are soils. The only limiting factor generally dark grey to black in the topsoil may be that livestock horizons, and high in transported clays, and movement is limited during the show pronounced mottling on gleyed wet season when the clay backgrounds in the subsoils. These soils occur expands, causing livestock to within the zone of groundwater influence. get stuck in the muddy Rensburg soils are characterised by a vertic A- conditions. Soils are very horizon underlain by a G-horizon. The soils are sensitive and prone to erosion. slightly sensitive to erosion. The subsoil is more A specific strategy is needed sensitive to erosion and should preferably not to prevent damage to these be exposed. soils considering that Landscape: bottomlands (drainage channel and overgrazing and tramping has floodplains; pans) already caused some Depth: 400-600mm degradation of the valley Texture: Clay bottoms in some areas. Average Clay Content: 40-60%

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Figure 15: Soil forms/classes along the proposed alternative routes

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The geological formations and vegetation patterns showed a strong correlation to the major soil units mapped in the study area. Results of a laboratory analysis conducted for eight soil samples taken on different soil types in the study area, generally reveal the following: The soil fertility status can be described as leached on the sandy soils associated with the seeps and plateaus; The only soils that can be utilised for crop cultivation occurs in small pockets of the project area, and these are in many cases shallow and too small to sustain viable crop cultivation; and Higher amounts of external organic or inorganic fertilizer application and frequent irrigation will be required for satisfactory crop production in the sandy soils, although on the seepage areas and wetlands the soil wetness makes the area unsuitable for crop cultivation and highly suitable for grazing.

4.5.1 Arable Land (crop production)

The limiting soil depth (shallow rocky soils; duplex soils) and soil wetness indicators are the main factors determining the soils to be marginally suitable for arable agriculture along the proposed routes. The cultivation of crops in the project area is mostly confined to small pockets of cultivated maize and beans on soils associated with seeps. These soils are not the most suitable from a land capability point of view considering the soil wetness. Economically viable crop production is therefore limited to isolated areas of the project area considering the many seep wetlands and shallow soils associated with the soil catena along slopes. The land capability is depicted in Figure 16 below

Figure 16: Land capability route map

4.5.2 Grazing Land (Livestock production)

The current vegetation in the study area varies between natural grassland, degraded grassland and planted pastures. According to the Agriculture Resources Centre (ARC) databases the grazing capacity of the area for livestock is high (<4ha/LSU), which indicates the veld to be highly suitable for sustainable Page | 93

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] grazing over a large area such as the project site. The nature of the vegetation on most of the farms is therefore suitable for extensive livestock production, although only on the larger farms.

As indicated in Figure 17, the grazing capacity for the area is less than 4ha/LSU. In terms of the national norms applicable to Subdivision of Agricultural Land Act 70 of 70, an economically viable livestock farm for this area will be between 60 and 240 Ha. Most of the privately owned farms can therefore support sustainable grazing.

Figure 17: Grazing capacity map (Exigo Sustainability)

However, considering that the development of the road will only impede on small linear pockets of land, the impact of the development footprint will not significantly decrease the grazing value of the land. Where the proposed development bisect farm portions specific mitigation would be necessary that allow the uninterrupted movement of livestock between grazing fields on both sides of the road, without any major risk of road crossings (livestock underpass / culverts underneath).

4.5.3 Comparative Route Assessment

From a soils and land capability perspective, Alternative Route 4 would always be considered the preferred route alternative considering that zero impacts would occur on agricultural land. However, considering the need for alternative routes around Ermelo, route alternatives 1, 2 and 3 were compared considering potential negative impacts on the soils and land capability in the larger area (Figure 18).

All of the route options (except route alternative 4) bisect areas where agricultural activities occur. The soil potential varies from being low to medium potential and no areas with high potential soils occur along any of the route alternatives. Of the 3 route alternatives assessed, any of the alternatives can be considered as suitable, although route option 3 are the most suitable due to having a smaller footprint area that would impact on agricultural land outside the Ermelo urban edge;

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Figure 18: Soil potential of the alternative routes

4.5.4 Potential impacts and mitigation

Potential impacts of the proposed road development on the land capability and agricultural production of the area include:

Any development activities on the shallow rocky soils will have a low impact on the soil potential or land capability, although the area is highly vulnerable to erosion risks associated with soil disturbance along the steeper sloping terrain; Development activities on flatter plains and plateaus will have a lower impact with only marginal erosion risks that can be managed through proper mitigation measures; Development on flatter terrain associated with clays soils (valley bottom wetlands) will not negatively impact crop production and local food security due to the seasonally wet conditions, although it will negatively impact on the grazing capacity of the land; Soil compaction by construction vehicles and machinery resulting in increased surface run-off and soil erosion; Increased soil erosion due to widespread soil disturbance during construction; Soil pollution through potential leakage of hazardous substances or materials, including chemicals and hydrocarbons such as fuel, and oil, which could also indirectly pollute surface and groundwater bodies; Potential loss of grazing land along the road servitude tough to a limited extent; and Fragmentation of grazing land creating a barrier for the movement of livestock and agricultural equipment and machinery. This might negatively impact on the productive capacity of the land, although on a minor scale. Potential loss of livestock through road killings. Recommended mitigation measures for the above identified impacts include: Provision should be made for over/underpasses where necessary during the design process in order

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to allow the uninterrupted movement of livestock between grazing fields on both sides of the road, without any major risk of road crossings. Routes passing through operational farms must be aligned to the farm boundary as much as possible to minimise severed large farm portions. Road servitude agreements with farmers involved in livestock production should emphasise on the importance of keeping the servitude boundary well fenced and secure to prevent livestock from escaping. If possible, all the affected farms along the road servitude should be afforded the opportunity to harvest grass growing within the road servitude, as an off-set measure for the loss of pasture for their livestock. Provision must be made for slope and soil stabilisation prior to site clearance on areas highly susceptible to erosion. On steeper slopes rehabilitation measures may include systems such as soil terracing, berm creation, grass blocks, fascine work, gabion basket work, reno-mattresses, retaining block mechanisms, sand bags, boulder and rock placement, stone pitching, and grading. Soil loss on the construction site is proportionally related to the time the soils are exposed, prior to rehabilitation. The time from commencement of rehabilitation activities to finalisation thereof should be limited. Rehabilitation efforts should commence as soon as practical. Construction staging and progressive/concurrent rehabilitation is important. Hazardous chemicals to be stored on an impervious surface protected from rainfall and stormwater run-off. Spill kits should be on-hand to deal with spills immediately. Spillages or leakages must be treated according to an appropriate procedure as determined by a plan of action for the specific type of disturbance.

4.6 BIODIVERSITY - FLORA

4.6.1 Vegetation Assessment

Based on the findings of the Vegetation Assessment Report in Appendix 14(a), the entire town and proposed road is situated within the Mesic Highveld Grassland of the Grassland Biome, in particular within its Eastern Highveld Grassland vegetation unit. Scattered within this grassland are also habitat patches assignable to Eastern Temperate Freshwater Wetlands, while just to the west of all these developments is the eastern edge of the Soweto Highveld Grassland. The Eastern Highveld Grassland is generally short and dense with a relatively homogeneous cover but with diverse and rich plant species composition. Refer to Figure 19 below for the vegetation categories affected by the proposed alternative routes.

In terms of the Mpumalanga Biodiversity Conservation Plan, 2007, none of the vegetation units traversed by the alternative route alignments occur in formally protected areas or irreplaceable areas as shown in Figure 20. However, the Mpumalanga Biodiversity Sector Plan – Terrestrial CBA Map indicates the proposed alternative routes traverse irreplaceable areas as depicted in Figure 21. Refer to Appendix 9(b) for the A3 size maps.

The most prominent habitats are the spruits and wetlands, as these systems are ecologically sensitive and legally protected. The Moist Southern Grassland on the lower slopes within the slightly undulating landscape merges gradually into the wetlands and could be included in the moister ecosystem of the site. The rocky outcrops in the north represent a unique and limited habitat type and plant community within the study area, and is therefore considered to have a medium-High sensitivity. Table 8 below summarises the level of sensitivity for the identified plant communities in the study area.

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Figure 19: Vegetation map of the alternative routes (Source: EcoAgent)

Figure 20: Mpumalanga Biodiversity Conservation Plan, 2007

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Figure 21: Mpumalanga Biodiversity Sector Plan –Terrestrial CBA Map

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Table 8: Ecological status of the plant community traversed by the alternative routes

Ecological Status Ecological Dominant spp. Red Listed Plants Assessment Sensitivity Recorded 1. Disturbed Grassland This area is covered with disturbed to Low Eragrostis curvula, Two Forbs : Except for small patches, the vegetation is highly disturbed grassland or even Eragrostis chloromelas, Boophone disticha, transformed and degraded. Although species transformed grassland. These areas are Heteropogon contortus, Eucomus montana richness can be high in local less disturbed areas, often located close to mining or other hyparrhenia hirta, alien and some red data species or protected species developments. These areas are flat to trees may be locally present, this is quite rare and in gently undulating, with moister areas in general these disturbed grasslands have a low troughs. Alien tree species are often conservation value and also low sensitivity. present in these areas. However, some

typical grassland plant species remained in isolated, less disturbed patches. 2. Secondary Grassland Secondary Grassland occurs where the Low Cynodon dactylon, None The vegetation is disturbed, degraded, transformed Primary Grassland has been destroyed, Eragrostis curvula, and secondary grassland found on old fields. It has mainly by agriculture (ploughing), but Hyparrhenia hirta low conservation value and low sensitivity. after the agriculture was stopped,

vegetation developed again to secondary grassland. The secondary grassland is therefore mostly old agricultural fields. This plant community occurs scattered over the study area. The most prominent plant species are Cynodon dactylon, Eragrostis curvula and Hyparrhenia hirta. Weedy species are often present. 3. Rocky Outcrops Rocky hills with short shrubs occur in Medium-High Diospyros lycioides, One Forb: The rocky hills constitute a very specific, limited the northern parts of the area, north and Heteromorpha habitat type within the study area. The species

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] west of Douglas Dam, and extends arborencens Boophone disticha richness is high, with 1 red data listed species and southwards across the spruit below the two provincially protected species. Due to specific Douglas Dam. The herbaceous layer is rocky hills habitat, high species richness and unique in this type of habitat. Although presence of red data species and provincially locally grazed by cattle the vegetation is protected species, this area is considered to have considered to be primary. This is the high conservation value and high sensitivity. only rocky hill habitat in the entire study area, and is therefore considered to have a high conservation value and high sensitivity. 4. Moist Southern Grassland This plant community occurs on brown Medium Themeda triandra, None The vegetation is primary grassland, and although to dark brown or black clayey soil in the Eragrostis plana not rich in plant species, it is regarded to have a southern parts of the study area. Most Medium conservation value and sensitivity, due to its of these areas are situated on lower- proximity to, and locally merging into wetlands and lying areas within the undulating spruits. landscape, and often the Moist Grassland merges into wetland conditions along spruits. The vegetation is dominated by grasses, often with Themeda triandra and/or Eragrostis plana prominent. This grassland is often intensely grazed and therefore often somewhat disturbed and degraded, though are still considered to be primary. 5. Plains Themeda Grassland This plant community occurs on flat or Medium Themeda tiandra, One Forb : Boophone The vegetation is primary grassland, often degraded, higher-lying plains in the slightly Eragrostis curvula, disticha and is relatively low in species richness. The undulating landscape. This vegetation Eragrostis chloromelas sensitivity is regarded as being Medium. currently occurs in patches, though was more widespread in the past. Large parts have been destroyed by agriculture and in Ermelo, by urban

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] development. The dominant species is Themeda triandra, though in many cases Themeda triandra became less prominent due to disturbance, then being replaced by Eragrostis curvula and Eragrostis chloromelas. Several grass and forb species are present in this grassland community. Alien trees such as Eucalyptus sp. and Acacia mearnsii are locally found, while some garden ornamentals may also occur. 6. Grassland on Ferricrete This plant community occurs on the Medium High Eragrostis curvula, None The floristic composition of this plant community is shallow soils with ferricrete (ouklip) that Heteropogon contortus, unique within the study area. However, no rare are found south and east of the airport. Themeda triandra species or species of conservation concern occur The vegetation is a dense grassland here, and the sensitivity is regarded as being with many forb species present. Locally Medium-High. Hypoxis rigidula is very prominent. The species composition is unique within the study area, with floristic relationships to Bankenveld, being on the shallow soils. 7. Spruits This linear plant community transects High Variety of hygrophilous One Forb: Crinum All spruits are considered to be ecologically various plant communities, and is species bulbispermum sensitive, and these ecosystems must be protected locally fairly undisturbed, though areas and not destroyed or even damaged. It is clear that where it is highly disturbed are also the planned roads will have to cross spruits at present. However, all river and spruit several localities. Proper bridges will have to be wetland systems are considered to be constructed at these localities, even at small spruits. sensitive ecosystems, and should be Any damage to the spruits that my occur during protected. In general the spruits flow construction, will have to be rehabilitated, using local through grassland, and grassland grass species. Erosion must be avoided at all times, therefore occurs up to the spruit banks. and rehabilitated should erosion occur during (and Few indigenous woody plant became after) construction. After completion of construction,

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] established on the spruit banks, though water should be allowed to flow freely through the alien woody species are locally bridges, and no damming of water should occur at prominent. the bridge localities. 8. Wetlands This plant community often occurs on High Trees and shrubs, dwarf One Forb: Crinum The vegetation is grass and sedge dominated. The black vertic clay soils. Although limited shrubs bulbispermum ecological sensitivity of the wetland is considered to in distribution, most of the wetland be High, and these systems should be conserved. areas occur in the southern and south- Although no species of conservation concern were western parts of the study area. The directly recorded during this survey, it can be wetlands also often merge into the accepted that several orchid species do occur here. Moist Southern grassland (Plant Community 4). Due to scale, many of the smaller wetland areas could not be mapped. The vegetation is characterised by typical wetland grasses and sedges, and also contains specific forb species, but as they merge with the spruits, the species composition is basically similar. 9. Mining and similar developments Several coal mines are currently Low Degraded vegetation None These areas have Low conservation value and Low operational, some new mines are ecological sensitivity. No further vegetation surveys planned and some mines have closed. were done in these areas. Within these areas the vegetation has been either destroyed or totally transformed. 10. Developed Town Areas No vegetation surveys were done in this Low Degraded vegetation None These areas have Low conservation value and Low area, as all natural vegetation has been ecological sensitivity. destroyed by urban development and streets. 11. Agriculture, Plantations Old Fields

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In areas of current agriculture, Low Degraded vegetation None The natural vegetation has been destroyed and plantations of alien trees, mainly these areas have Low conservation value and Low Eucalyptus but also Acacia mearnsii ecological sensitivity. No further vegetation surveys and also recent old fields (where were done in these areas. agriculture was abandoned recently, and the area is either bare or covered with weedy pioneer species).

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As indicated in Table 8 above, Boophone distichia, Crinum bulbispermum and Eucomis Montana are the only red listed plant species recorded during the site survey. Suitable habitats do however exist within the study area for Acalypha caperonioides, and Gunnera perpensa. Records from Mpumalanga Nature Conservation indicate the presence of the following additional plant species of conservation concern on farms along the alternative route alignments Farm Nooitgedacht 268 IT o Khadia carolinensis – Vulnerable o Lotononis difformis – Vulnerable Farm Spitskop 276 IT o Gladiolus robertsonianiae – Near Threatened o Hesperantha rupestris – Data Deficient o Eulophia parvilabris – Rare

No nationally protected trees were identified or recorded along the alternative routes.

4.6.2 Comparative Route Assessment

Compared to the other two route alternatives, Alternative 3 seems to be a compromise from an ecological perspective and aims to: avoid the underground mining area in the north-east of Alternative 1, avoid the large Moist Southern Grassland (Plant Community 4) and associated spruits and wetlands in the south and south-east, east of the N11, of Alternative 2 East of the N11 the route turns north-eastwards and runs through quite disturbed area north of the railway complex. Here are some Critical Biodiversity Areas, especially along the spruits, but this area is highly disturbed and the route was changed to run mainly in a modified corridor.

However, limitations are: The route has to cross the ecologically sensitive Rocky Outcrops (Plant Community 3). This seems unavoidable as the ecologically less sensitive area south of the Douglas Dam is earmarked for residential development. The east-west link through the town will still be needed. The limitations here being 1) the road runs along the spruit (though highly disturbed in the western part) and has to cross the Grassland on Ferricrete (Medium-High sensitivity) in the east

Taking all aspects into account, this route seems to have the least impact on biodiversity in the area, and is therefore the preferred route from an ecological perspective.

4.6.3 Potential ecological impacts

These include:

Removal and destruction of vegetation necessary for the functioning of ecosystems. Decrease of exotic plants and weeds. Loss of ecological sensitive and important vegetation units. Loss of plant habitat, and endangered/threatened plant species. Destruction of riparian / wetland habitat and vegetation Vegetation removal and loss may indirectly result in soil erosion and sedimentation of surface water bodies. Spread and establishment of alien invasive species

Proposed mitigation measures for the above identified impacts include: A comprehensive Ecological Management Plan compiled by a suitably qualified biodiversity specialist should be attached in the EMPr. Any removal of ecologically sensitive vegetation during construction should be undertaken in

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accordance to the conditions of the Ecological Management Plan. All sensitive plants and vegetation units identified by the Biodiversity specialist should be mapped and demarcated prior to construction activities. The route alignment should be amended wherever possible to reduce or avoid ecological impact on sensitive vegetation units. If not possible, red data or localised endemic or protected plant species occurring within the construction path must be rescued and relocated by a registered Botanist prior to the commencement of any construction activities. Permits should be obtained from the Mpumalanga Parks and Tourism Agency before the removal or relocation of any red data plant species. All construction activities should be restricted to demarcated areas including the storage of road construction equipment, fuel and other materials. Layouts should be adapted to fit natural patterns rather than imposing rigid geometries. The entire development footprint should be clearly demarcated prior to initial site clearance and prevent construction personnel from leaving the demarcated area. Ensure protection of important resources by establishing protective buffers to exclude unintentional disturbance. All possible efforts must be made to ensure as little disturbance as possible to the sensitive features such as riparian vegetation and wetlands during construction. An Alien and Invasive species Control Plan attached in the EMPr should be adhered to during construction. The Ecological Rehabilitation Plan attached in the EMPr should be strictly adhered to during construction. Use existing access roads to the extent possible to minimise impact on new undisturbed areas. Ensure the amount of bare soil exposed is minimised by staging earthworks in phases and leaving as much ground cover intact as possible during construction. Institute an alien control plan to prevent the spread and growth of alien invasive species early, before they become established. Rehabilitate all disturbed areas as quickly as possible to reduce the area where invasive species would be strong advantage and most easily able to establish. Any post-development re-vegetation or landscaping exercise should use species indigenous to South Africa. Plant species locally indigenous to the area are preferred. As far as possible, indigenous plants naturally growing along the route, but would otherwise be destroyed during construction, should be used for re-vegetation / landscaping purposes

4.7 BIODIVERSITY - FAUNA

4.7.1 Mammal Habitat Assessment

Based on the findings of a Mammal Habitat Assessment in Appendix 14(b), three of the four major mammal habitats were identified, to a greater or lesser extent, along the alternative routes on either side of the 500 meter servitude. These are terrestrial, rupiculous, wetlands, and arboreal. Arboreal habitat is absent in a functional sense, since indigenous trees with higher and dense canopies are absent from this Highveld vegetation unit. Some low-canopy woody vegetation are present in the rocky cliffs towards the extreme northern ends of Alternative Route 2, but these are too stunted to accommodate arboreal mammals, apart from being a considerable distance outside their distributional ranges.

Terrestrial habitat is spatially by far dominant. Most of it is grazed by cattle, sheep goats and in some instances Equids and even game; as a result, the normally short Highveld grassland basal cover is often closely cropped. This condition is less conducive for terrestrial small mammals that rely on good grass cover for protection against predation. In certain areas, dense moist grassland occurs near the bases of slopes, but is also grazed. Moist grassland is functionally regarded as terrestrial, although because of its moist nature it supports denser basal cover which is more resistant to fires. It would appear that grass fires are avoided by farmers to benefit year-round livestock grazing and concomitantly buffers population dynamics of small mammal species against excessive fluctuations. The conservation condition of this habitat type is considered to be less average, although this is ameliorated by the extent of the surrounding natural rural environment.

A rupiculous major habitat type is present in and along the valley towards the northern end of the alternative routes, below the Douglas Dam. Although limited in extent, this habitat is considered to be adequate for rupiculous mammals, whereas the conservation status of slopes and floral growth amongst Page | 105

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] rocky outcrops are deemed to be good. In ecological terms, wetlands, streams and riparian zones are rated of great importance and all should be regarded as sensitive. The undulating nature of the district produces moisture during precipitation and slopes direct runoff to lower-lying drainage lines which converge in seasonal and eventual in perennial streams. Furthermore, the surrounding areas of Ermelo are water-rich and provide ample habitat for water- and moisture-reliant mammals. It should also be emphasized that drainage lines and streams facilitate an important zoogeographical function, i.e. dispersal corridors.

The following conclusions were derived based on the mammal habitat survey : Species richness: A particularly high species richness of 77 was derived from the surrounding rural areas of Ermelo. Any of these species has the potential to occur in or migrate into the area earmarked for road development; but occupants will be displaced during the construction and operational phases. Relatively speaking that will be of little consequence. However, all wetlands along the routes are sensitive and will require special caution. Endangered species: 21 Red Data species are present in the district, and therefore by implication along the proposed routes of the ring road. Red Data species in the way of development will be displaced, and those confined between the new road and town will over time be threatened by new urbanisation. Local loss of Red Data species should be mitigated but will be restricted and in a global perspective thus not substantial. Sensitive species and/or areas (Conservation ranking): Generally speaking the natural areas within the servitude of all the routes and 500 meters of adjoining properties on either side of the servitude are in a average state of conservation. Concurrently the conservation status of resident mammals is also ranked as average or somewhat above. Habitat quality and extent: three habitat types are recognized. Of these three, the terrestrial habitat predominates and rupiculous is the most limited. However, these habitat types are extensive beyond the to-be-affected zones, and distressed species will have ample areas in which to retreat. Veld fires appear to be limited as part of a range management programme to maximize grazing, which favours year-round cover and nourishment for terrestrial mammals. Impact on species richness and conservation: Mammals will be affected along the construction route per se, and between the servitude and the town. On a greater scale the proposed road will not noticeably reduce the global conservation health of any of the resident species. Connectivity: Road kills on a busy highway will occur regularly and can be expected to negatively impact on population dynamics of resident mammals. The road must thus be regarded as a temporary barrier until the land inside the road becomes built-up and/ or unreceptive.

4.7.2 Herpetofauna Habitat Assessment

From a herpetological habitat perspective, it was established that three of the four major habitats (terrestrial, rupiculous and wetland-associated vegetation cover) are naturally present to a larger or lesser extent along all the proposed alternative routes on either side of the 500 metre road servitude.

The terrestrial habitat is spatially by far the most dominant and mainly consists of transformed grasslands due to agricultural activities. Most of the natural grasslands are grazed by livestock and are thus ecologically disturbed. The result of this extensive grazing is that the grass cover is often closely cropped and less conducive for terrestrial herpetofauna, which rely on good grass cover for protection against predation. In some places the basal cover was lush and would provide adequate cover for small terrestrial herpetofauna. Termitaria were observed in drier areas along the alternative routes. Moribund termitaria provide ideal retreats for small reptiles and amphibians in these areas.

Arboreal habitat is absent in a functional sense, since indigenous trees with higher and denser canopies are absent from this Highveld vegetation unit. Some low-canopy woody vegetation is present in the rocky ridges on the north-western side of the alternative routes. These are too few and too small to accommodate arboreal reptiles, apart from being a considerable distance outside their distributional ranges. Most of the scattered trees present in and around the two alternative routes are exotics such as

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Eucalyptus, poplar, cypress, pine, wattle and willow. Natural rupiculous habitats are present in some places of the study area in the form of scattered stones and rocks. A rocky ridge near the Douglas Dam provides excellent natural rupiculous habitat for some herpetofauna species. Although limited in extent, this habitat is judged to be prime habitat for rupiculous reptiles and amphibians, due to the many large boulders and rocks which form nooks and crannies as refuges for herpetofauna. The presence of terrestrial, arboreal and wetland-associated vegetation cover in the nearby vicinity makes the site even more important. A low rocky ridge also occurs north of the N17 Road. Good man-made rupiculous habitat exists in the form of piles of stone, buildings and building rubble along many places along the two alternative routes.

Although some of the wetlands are artificial and originate from farm dams, these are functional with several wetland plant species, and also wetland fauna. Therefore, ample habitat is available for water- and moisture-reliant herpetofauna.

The 500 metres zones of adjoining areas on either side of the proposed two routes are almost identical. Connectivity as a whole varies from fair to good and real opportunities for migration exist along streams and near pristine grasslands, while existing roads and railway lines are huge barriers to connectivity.

The following conclusions were derived based on the herpetological survey: From a Herpetological perspective the rocky ridge and the pristine grassveld north of Douglas Dam would be a limitation as Alternatives 2 and 3 bisect the habitat and the stream with its gorge slopes below the Douglas Dam overflow. In addition, the connectivity between the Douglas Dam and the Willem Brummer Dam to the west will not be hampered if Alternative 1 is selected for this small section. A high species richness of 65 (including 3 Red Data species). Any of these species presently have the potential to occur in or migrate into the general area earmarked for the road development, but will only be displaced within the road servitude. This is of little significance since the status quo of species richness in the extensive district outside the circle will remain unaffected. Sensitive species and/or areas (Conservation ranking): It is likely that Red Listed and sensitive species such as the many-spotted snake, plain stream frog and giant bullfrogs will migrate to aquatic and semi-aquatic conditions in and along the water sources from time to time. All water bodies like the Douglas dam, wetlands, streams and farm dams must be regarded as sensitive.

Red Listed Reptile Species - the study site falls outside the natural range of the sungazer, Breyer’s long-tailed seps, Natal hinged tortoise, Swazi rock snake and the Southern African python, and these species should not occur in the study site. The striped harlequin snake has not been recorded on the three quarter degree squares (TVL Museum Records), but the Mpumalanga Tourism and Parks Agency has a record of this snake on the quarter degree square (2629BD). A few localities along the study site contain declining termitaria, where this species is most likely to be found. It is very difficult to confirm whether this cryptic snake is present on any study site, but a small possibility exists that the striped harlequin snake occurs in this particular study site. Red Listed Amphibian Species - the study site falls outside the natural range of the spotted shovel-nosed frog and whistling rain frog, and these species should not occur on the study site. Potential breeding sites for the giant bullfrog are present in some localities on the study site. These breeding sites are temporary, which bullfrogs prefer in order to avoid predation from fish. They also require water bodies of which at least one side has a very gentle slope, which enables the female bullfrog to stand when she lays her eggs outside the water for the male to fertilise. Impact on species richness and conservation: Herpetofauna will be affected significantly along the construction route per se, and between the servitude and the town. On a greater scale the proposed road will not noticeably reduce the global conservation health of any of the resident species. Connectivity: The connectivity between the Douglas Dam and the Willem Brummer Dam in the north and road kills can be expected to negatively impact on population dynamics of resident herpetofauna. The road must thus be regarded as a barrier. Emigration and immigration are more Page | 107

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likely along the streams, with water sources serving in places as a dispersal corridor.

4.7.3 Avifauna Assessment

According to the Avifauna Habitat Assessment attached as Appendix 14(d), the habitats in the study area, as identified for bird community distributions, occur within the Mixed and Sour Grassland biomes (Allan et al. in Harrison et al. 1997) and more specifically the Eastern Highveld Grassland vegetation unit of the Mesic Highveld Grassland (unit Gm12 of Mucina & Rutherford 2006). A few natural pans and marshes in the region do contain elements of the wetlands and ponds that comprise the Eastern Temperate Freshwater Wetlands (unit AZf3), although, except for a single pan, not immediately around the development site. Much of the surrounding area has been developed for residential, agricultural and mining activities, with extensive crop and grazing lands degrading the natural vegetation.

The aerial mobility of birds also demands attention to the principal habitats surrounding the study site and their conservation status, not just those along the immediate borders but also more distant habitats that might provide sources for species visiting the site and sinks for those breeding on site. In this context, the roads linking Ermelo, Amersfoort, Bethal, Hendrina and Carolina demarcate the internationally recognised Bird Life IBA as site SA018, the Amersfoort-Bethal-Carolina District (Barnes 1998), while the extensive grass- and wetlands around Chrissiesmeer (northeast, IBA SA019 Chrissie Pans) and Wakkerstroom (south, IBA SA020 Grassland Biosphere Reserve) are all part of important linear connections with the mosaic of other natural and artificial water-bodies within the area. Several smaller private and official reserves are also found in the general area and patches throughout the area are designated as significant within the Mpumalanga Biodiversity Conservation Plan.

The three principal habitat types detected on and/or adjacent to the site, and considered most relevant to bird ecology and community structure are:

1) Natural Grassland - the main distinction made for birds was between relatively untouched natural primary grassland, of which there was little, and degraded secondary grassland. The majority of which is affected by previous grazing and/or cropping; including long-fallow cropland, and transformed grassland, where the grassland was ploughed as cropland, excavated for mining activities and/or developed for urban and industrial spread. From an avifauna point of view, these grasslands are considered to be structurally relatively homogenous, apart from minor variations which depend on whether they grew on more or less undulating plains or rocky ridges, or along moister drainage lines and around water bodies. Generally, natural grasslands are more productive than any of their degraded forms, but a distinction was made within grassland types between long and short grassland, since several grassland bird species prefer one or other form, for example Botha's Lark or Blue Korhaan on short, grazed and Rudd's Lark or White-bellied Korhaan on taller, moister and/or less grazed grasslands. Most areas traversed by the proposed routes cross a mosaic of long and short primary and secondary grassland, apart from the extensive areas of degraded grassland on old crop or mine lands. Only a few relatively small areas still support natural primary grasslands, mainly north and west of Douglas Dam, where the main rocky ridges were also found, and south and east of the airport. Generally, north and west of Ermelo supports the least affected and most extensive natural grasslands, where the highest avian diversity of grassland and threatened species can be expected. While east and south of the town fewer grassland and more diverse species can be expected, where the increased agricultural activity, alien woody vegetation and artificial structures are available as alternative habitat.

2) Watercourses and associated Wetlands - these habitats form a moister part of the natural grassland except that open water bodies tend to support their own subset of bird species, some of which also use the surrounding grasslands. They are also of special conservation concern, especially any endorheic pans, and so need to be avoided during development wherever possible, while for road construction they require special structures to approach and cross them, and special designs to control and integrate runoff from the bare road surfaces. The proposed routes cross relatively few watercourses and none of them qualify as especially large or important, the most significant being a bridge over the upper reaches of the Douglas Dam, and stretches alongside especially the Human and/or Jan Hendriksfontein watercourses.

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3) Transformed agricultural, mining, industrial and residential areas - this habitat has been assigned to areas where the majority of the land surface is transformed, where only small patches of degraded secondary grassland exist. In its place, novel habitats have been created with many more woody plant species, mostly alien, open un-vegetated mined, rehabilitated and rocky areas, artificial impoundments, and such artificial structures as buildings, roads, railways, quarries, bridges and culverts. Some of these habitats will partially support the more generalised grassland bird species, but many of the species will be ones that elsewhere prefer savannah or even forest habitats, or that make use of the artificial groves, caves, cavities, cliffs and embankments created by these various developments.

During the site visit, the proposed alternative routes were surveyed visually and their habitats assessed for the potential occurrence of priority Red Data avifauna, including those species previously recorded for farms in the area as supplied by the Mpumalanga Tourism and Parks Agency (MTPA) from their databases. Thirty-two species of international and/or national conservation concern (IUCN Red Data species from Birdlife International 2012, Barnes 2000), 14 Near Threatened, 16 Vulnerable, 1 Endangered and 1 Critically Endangered, were considered as possible to occur on site, although none were recorded during the survey. Most of these threatened species fall into a few obvious categories by habitat preference, their likelihood of occurrence on site, especially once one appreciates what habitats are useful and available to them on site.

In conclusion, no threatened bird species were recorded during the route transact survey around Ermelo, although 32 species are expected based on reports from surrounding farms. Some of these species might visit habitats impacted by the proposed ring road development, but none are expected as residents within these areas. Overall, the remaining natural habitats around Ermelo are expected to offer the most support to such resident but national threatened species as Blue Korhaan, Blue Crane, Secretary bird, Southern Bald Ibis and maybe Botha's Lark or even the Critically Endangered Rudd's Lark.

The main conservation objectives for birds in relation to the ring road planned around and through Ermelo town should be to retain as much as possible of the natural Eastern Highveld Grassland, drainage line, watercourses, wetland and pan habitats that occur in and around the town.

4.7.4 Potential impacts on Fauna

Potential impacts on mammalian, herpetological, and avian species identified include: Direct destruction of habitats; Degradation of habitat quality along the alternative routes; Loss of conservation-significant taxa and/or changes in community structure Fragmentation of habitat, change of form and geometry; Dissection of ecological and traditional migration corridors; Fragmentation of populations due to barrier effect of the road and inability of permanent and undisturbed communication; and Possible road killings.

All the above highlighted negative impacts may consequently result in disturbance of natural life cycles of many animal species, change of behaviour, decreased ecological elasticity and fading of local population, modification of composition and structure of animal habitats as a result of avoidance of the road which result in significantly improved biological diversity on all levels (genetic, spatial and ecosystematic).

More importantly, the proposed highway will be a partial lethal barrier to dispersal of terrestrial fauna. This implies that land between the town and the road will be ecologically restricted and connectivity reduced. Ultimately the species confined between the town and the new road will be displaced. This is of little consequence since the status quo of species richness in the extensive district outside the proposed ring road will remain unaffected by the intended development.

The planned development will not result in significant loss of ecologically sensitive and important habitat units, ecosystem function (e.g. reduction in water quality, soil pollution), fauna habitat, nor of significant loss/displacement of threatened or protected species. From a mammal perspective all the alternative routes will have a similar impact. Page | 109

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However the following mitigation measures are recommended: A barrier (either prefab concrete wall or galvanized sheeting that extends as a continuous sheet above ground for at least 40 cm and below ground for at least 30 cm) that will physically block animals from accessing the road surface should be constructed for a distance of 200 m on either side of all aquatic and terrestrial underpasses and at any point where roads are associated with suitable habitat for African Grass Owls. Holes under barriers should be routinely filled in and areas directly adjacent to the barrier should be kept free of vegetation. Where roads traverse streams / rivers, an underpass should provide for the movement of aquatic as well as terrestrial species through the inclusion of appropriate buffer zones within the underpass (a 32m buffer zone from the edge of the riparian zone recommended for rivers within the urban edge and a 100m buffer zone from the edge of the riparian zone recommended for rivers outside the urban edge).The number and spacing of underpasses will need to be determined by a specialist registered in accordance with the Natural Scientific Professions Act (No. 27 of 2003) in the fields of Ecological / Zoological Science. All underpasses should be dressed with a layer of sand (minimum 10cm), should be a minimum of 1.5m high and 1.0m wide so as to facilitate maintenance access and should be provided with small grates in the road surface to allow light penetration into the underpass. Underpasses should be accessible to maintenance staff and should be cleared of. Contractors must ensure that no fauna species are disturbed, trapped, hunted or killed during the construction phase. Conservation-orientated clauses should be built into contracts for construction personnel, complete with penalty clauses for non-compliance. Where trenches pose a risk to animal safety, they should be adequately cordoned off to prevent animals falling in and getting trapped and or/injured. This could be prevented by the constant excavating and backfilling of trenches during road construction. Keep construction activities entirely within the road servitude and, as far as possible, use only the smallest area necessary of the servitude to disturb minimal areas of natural vegetation. Road servitudes often end up providing protected fenced habitat safe from grazing, fire and pedestrians and should be managed for conservation purposes. Assess the extent and frequency of road kills by recording fatalities during routine road maintenance operations. Where necessary, erect warning signs to alert motorists to fauna at risk, such as owls at night, or install scaring devices to deter/alert low-flying waterfowl, ibises, cranes or bustards.

4.7 CONCLUSION ON BIODIVERSITY

A comparative assessment of the alternative routes based on the findings of the Flora, Fauna, Wetland , and Agricultural Potential Assessment are summarised as follows in Table 9. Table 9: Comparative assessment of Route Alternatives based on Ecological specialist findings SPECIALIST STUDY PREFERED DECIDING FACTOR ROUTE OPTION Flora Assessment Alternative Route 3 Alternative Route 3 seems to be a compromise and aims to: avoid the underground mining area in the north-east of Alternative 1; avoid the large Moist Southern Grassland (Plant Community 4) and associated spruits and wetlands in the south and south-east, east of the N11, of Alternative 2; and East of the N11 the route turns north- eastwards and runs through quite disturbed area north of the railway complex. Here are

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some Critical Biodiversity Areas, especially along the spruits, but this area is highly disturbed and the route was changed to run mainly in a modified corridor. Fauna Assessment Alternative Route 3 It is concluded that Alternative Route 3 is Mammal Habitat acceptable, from a mammal conservation Assessment point of view, though any of the alternatives would be acceptable. Its proximity to the town allows future urbanisation in the area between the road and the outskirts of the town that will be negatively impacted by the highway. Herpetofauna Habitat All alternative routes will have an impact on Assessment the herpetological environment, but ecologically Alternative Route 3 is preferred. However, from a herpetological perspective the rocky ridge and the pristine grassland north of Douglas Dam would be a limitation as Alternative Routes 2 and 3 bisect the rupiculous habitat and the stream with its gorge slopes below the Douglas Dam Avifauna Habitat overflow. Assessment From an avifaunal perspective, Alternative Route 3 is something of a compromise, especially given the route crosses natural grassland north of Douglas Dam, but otherwise it remains the least intrusive of all the other proposed alternative routes, provided that the necessary mitigation measures are imposed along the drainage line affected by the N17 link through town, and those parts of the southern loop liable to affect the Humanspruit and its wetlands. Wetland Assessment Alternative Routes All of the route options (except route alternative 2 and 4 4) bisect major wetland sections. Route option alternative 1 was considered the least suitable, while either of Route 2 or 3 can be considered suitable although alternative 2 was considered slightly more suitable considering that less wetland surface area will be affected by this route option, with less major crossings. Agricultural Potential Alternative Routes All of the route options (except route alternative Assessment 3 and 4 4) bisect areas where agricultural activities occur. The soil potential varies from being low to medium potential and no areas with high potential soils occur along any of the route alternatives. Of the 3 route alternatives assessed, any of the alternatives can be considered as suitable, although route option 3 are the most suitable due to having a smaller footprint area that would impact on agricultural land outside the Ermelo urban edge.

It is evident based on the above comparative assessment that Alternative Route 3 is the most preferred route option from an ecological perspective. However, analysis of the composite ecological sensitivity map (Appendix 9(a)) of all the four combined route options indicates the originally proposed Alternative Route 1 (excluding Alternative Route 4) is the least ecologically sensitive route option as its north western alignment avoids sensitive grasslands north of Douglas dam and excludes the N17 West–East alignment Page | 111

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] through the sensitive wetlands, and sensitive grasslands south of the airport. SANRAL’s preferred route option, Alt 1 Rev 1, is a combination of Alternative Route 3 and 1 which excludes the N17 West-East alignment by including the north eastern alignment to form a complete ring around the town. Therefore, Alt 1 Rev 1 is a compromise as the north western alignment traverses through the sensitive grasslands and rocky habitat north of Douglas dam. However, the associated ecological impacts can be effectively mitigated provided construction activities are conducted in accordance to the Ecological Management Plan. Alternative Route 4 involves the upgrade of existing roads and therefore has the least ecological footprint compared to the three new alternative routes. The major limitation with this route option is purely on technical grounds, as the required upgrades cannot be achieved within the confines of the urban network and setup.

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SECTION 5: ASSESSMENT OF THE SOCIO-ECONOMIC ENVIRONMENT

5.1 SURROUNDING LANDUSE AND VISUAL CHARACTER

The study area traversed by the proposed Alternative Routes mainly comprises of agricultural, mine, and urban related land uses, with agriculture being the dominant land use as shown in Figure 22. The main agricultural activity is livestock farming, with limited dry land cultivation of mainly maize and beans on the far eastern area of the route alternatives. Certain sections of the proposed Alternative Routes 1, 2, and 3 traverse through existing and future planned urban areas, whereas Alternative 4 primarily goes through town in existing commercial and residential areas (Figure 23). A few isolated operational mines occur along the south western and north eastern areas, with undermined areas mainly along the eastern and north eastern routes.

Figure 22: Surrounding Land-uses in Ermelo (MLM-IDP, 2013/14)

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Figure 23: Topographical map of the alternative routes

The existing visual character and nature of the surrounding land uses is predominantly rural, but extensively transformed or degraded by past and existing mining activities, and overgrazing. The undermined land is considered of low development potential due to safety risks and is therefore considerably degraded. The development of the ring road especially along the degraded undermined areas will improve the aesthetic value of the land, which was previously degraded and of no aesthetic value. Furthermore, the design of the ring road as a huge infrastructure development in Ermelo will add to the urban architectural structure, with the potential to influence future architectural designs of buildings or structures located along the road. SANRAL plans to lower down sections of the road passing through existing townships to minimise noise as well as the visual impact. Overall, the proposed ring road development will not be visually intrusive as it is located within and along the urban periphery.

However, the natural visual character of the rocky area north west of Douglas Dam will be negatively affected by the proposed Alternative Rev 1, 2 and 3 northern alignments. The visual impact along this section can be minimised by allowing the road to cut through the slopes or rock terrain thereby reducing its visibility. All the above recommendations will be taken into consideration during the preliminary design phase.

From a visual perspective, the development of Alternative Route 4 will actually improve the visual character of the urban landscape through a well designed and modern road infrastructure. Alternative Routes 1, 2, and 3

5.2 SOCIO-ECONOMIC AND DEMOGRAPHIC TRENDS

5.2.1 Population Size, Distribution and Growth

According to Statistics South Africa 2011 Census results, the population of the Msukaligwa Local Municipality grew by 19.7% from 124 813 in 2001 to 149 377 in 2011, which translates to an average annual population growth rate of 2%. The population is therefore projected to reach 161 659 by 2016 if the Page | 114

Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] same growth rate continues. As indicated in Figure 24 below, the demographics reflect a young population with approximately 39% of the youth (15-34 years) based on the 2011 statistics. The economically active population (15 – 65 years) account for 65% of the total population. This means the labour force is high, and the local economy requires investment in labour intensive industries such as manufacturing and mining.

Figure 24: Age-population size for Msukaligwa Local Municipality 2001-2011

A total number of 40 932 households with an average household size of 3.5 were recorded in the 2011 census results (SA Census, 2011). The majority of the population is concentrated in key anchor towns that dominate the urban settlements, and more than 50% of the total population resides in Ermelo /Wesselton as indicated in Table 10 below. These anchor towns, according to the MLM-IDP 2013/2014, create a big challenge in terms of service provision especially in rural or farmland settlements which makes coordinated planning and development expensive.

Table 10:Muskaligwa urban population distribution

2001 2011 AREA WARD Population Households Population Households

Ermelo / Wesselton 1,2,3,4,5,6,7, 70835 18002 89689 25754 8,9,16 & 17 Breyten / Kwazanele 13 & 14 9265 2438 14869 3988 Chrissiesmeer / 19 3500 920 6188 1775 Kwachibikhulu Davel / Kwadela 10 3633 909 4512 1186 Lothair / Silindile 12 & 15 5439 974 7037 1838 Warburton / Nganga 19 2224 584 2285 689 Sheepmoor 11 750 187 1393 303 TOTAL 95646 24014 125973 35533

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5.2.2 Socio-Economic Dynamics

Employment Approximately a quarter (15.6%) of the economically active population of Msukaligwa was unemployed in 2011, as indicated in Table 11 below. According to the MLM-IDP, 2013/14, the unemployment rate decreased by 7.2% between 2001 and 2011. This decline has been attributed to an increase in the number of people who are not economically active, resulting in a low labour population due to either migration or retirement (IDP, 2013/14).

Table 11: Employment rate for Msukaligwa Local Municipality, 2011

Employment statistics of the economically active population, 2011 Status Population Percentage Employed 41 698 42.6 Unemployed 15 267 15.6 Economically Active (15 – 65 97 902 years) Source: Stats SA Census 2011 Municipal Report

According to the Economic Impact Assessment Report attached as Appendix 15, the construction and operation of the proposed ring road will create local employment opportunities as projected in Table 12 below. Although most of the employment opportunities will be created during the construction phase and are of a temporary nature, long term job opportunities may be realised indirectly through “knock-on” effects such as the growth of the logistics industry and other commercial entities reliant on the external transportation of goods or products.

Table 12: Projected job losses and gains as a result of the proposed ring road development (Source: Demacon, 2013)

Labour Trends Jobs Gained/Lost Current Job Growth (10 year average)  150 to 250 jobs/annum (net annual gain)  Utilities: 45 to 55 jobs  Construction: 35 to 40 jobs  Trade: 450 to 500 jobs Sectors Responsible for Annual Job Gains (10 year  Transport & Storage: 50 to 100 jobs average)  Finance &Business: 5 to 10 jobs  Community, Social & Personal Services: 100 to 120 jobs  General Government: 200 to 220 jobs  Agriculture: 620 to 680 jobs Sectors Responsible for Annual Job Losses (10  Mining: 10 to 30 jobs year average)  Manufacturing: 100 to 120 jobs Estimated job Losses due to Route Realignment  150 to 200 jobs (in total) (exclude anticipated claw back effect)  4800 to 5500 (depending on route alignment chosen) Estimated Jobs Created during Construction Phase  Of which 2900 to 3300 jobs will be directly allocated to the local economy Estimated Job Growth after Construction Phase –  200 to 210 jobs per annum stabilised economy

In addition to job creation, the proposed ring road development is anticipated to provide skills during the construction phase which will benefit the locals from the surrounding community.

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In order to capitalise on this, it is imperative, according to the Social Impact Assessment Report (Appendix 16) that job creation is optimised from a local level upwards. It is suggested that non-locals should only be hired when specialist skills, which are not available locally, are required and local business providing such skills cannot be created. Emerging employment opportunities during the construction phase should be targeted at local residents as well as people from the surrounding townships. This will ensure a reduced dependency on temporary employment in addition to enhancing the living standards of local people.

5.3 ECONOMIC IMPLICATIONS

5.3.1 Regional and Local Economy

Regionally, Msukaligwa Local Municipality is located along the Gauteng/Richards Bay Corridor formed by the N17/N2 and the Majuba Railway line running through its southern part. The areas’ biggest exports are coal and agricultural produce. There are vast untapped coal reserves in the area, which will ensure its continued importance as a coal supplying region. The Chrissiesmeer area in the north and the escarpment in the east are experiencing rapid tourism growth, with the Chrissiesmeer Lake and pans being world renowned bird habitat.

The Gert Sibande district municipality has developed in orientation to agricultural, petrochemical and mining activities, which has led to the distribution of service centres (varying in size and function) and settlements (formal and informal) throughout the area. The main urban areas include Secunda, Evander, Bethal, Standerton, Ermelo, Volkstrust, Carolina, and Piet Retief. Secunda is the dominant urban centre, followed by Ermelo and Piet Retief, which are important at district level due to featuring high levels of economic diversification and value-adding activities. Ermelo is regarded as a first order service centre, it represents an agricultural and mining cluster, with the mining sector expanding towards the north past Breyten. Numerous new mines are also planned in the area. The Camden power station has also been recommissioned. It is therefore evident that the town fulfils an important economic function.

Figure 25: Ermelo / Wesselton economic and employment sector contribution to the aggregate economy sectors (Source: Demacon, 2013)

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As illustrated in Figure 25 above, the main economic sectors contribution to Msukaligwa Local Municipality are Trade (87.3%), finance and business services (72.4%), general Government and Social services (25.9%), transport and communication (23.0%), mining (12.5%), manufacturing (12.5%), and agriculture (2.8%) . These sectors are also the major employers in the municipality as indicated in the right hand column.

The following findings were made on the economic status of the municipal area: Ermelo/Wesselton represents the town economy to be impacted by the proposed ring road development; The town economy contributes 38.0% towards the GVA and 48.8% towards the employment figure of the Msukaligwa local economy; The dominant economic pillars of the town include Trade, Finance and Business Services, General Government and Social services, Transport & Communication and Manufacturing; The dominant employment pillars of the town include Trade, General Government and Social Services, Finance & Business Services, Transport and communication and manufacturing; and The town economy fulfils a dominant service centre function for the surrounding farming communities. It also reflects a relatively diverse economic and employment profile, reducing its level of vulnerability towards external shocks.

It can be concluded, based on the above economic status, that the respective local economy is relatively well diversified and that the trade sector represents one of the dominant economic and employment pillars. Therefore, the trade sub-sectors such as fuel sales and related industry component to a certain degree define a part of the local municipal area’s economic base, and it is anticipated that changes to this sector will result in a specific impact, although it is not anticipated that it will result in fundamental structural changes. This trend is also applicable to the individual town economy.

5.3.2 Economic Impact Assessment

According to the Economic Impact Assessment Report (Appendix 15), the economic impact of the proposed ring road on the town of Ermelo was analysed and tested based on the following formulated hypotheses.

“The economic impact of national road realignment creates selected displacement effects. These displacements affect selected business enterprises and not the economy at large. The displacement effect (which creates only limited new business opportunities along the new alignment) is offset by larger economic impacts and benefits. In short, the impact of route alignment does not effect negative long term structural economic changes. A short term construction benefit can typically be observed. Following route realignment, local economies reveal a similar and normalised growth trend, comparable with the local economy’s established long term growth trend.”

An analytical framework approach, which describes the economic landscape and assesses relevant case studies, was adopted in testing the above hypotheses as illustrated in Figure 26. The main objective of the economic study, according to Demacon, was to establish the most likely local economic impacts/effects that may arise due to the proposed Ermelo Freeway Realignment.

Figure 26: Analytical Framework (Demacon, 2013)

A location theory and sectoral sensitivity analysis was used to determine the impact of the proposed ring road on the existing economic landscape. The rationale behind the location theory is that different land

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] uses compete for land in the same areas. In other words, various land uses / economic activities reveal distinctly different location preferences (and sensitivities). This is typical of a free-market society, in which on-going competition between different land uses is regulated by the market mechanism. As a result, urban systems are characterised by the highest and best economic land uses, and equilibrium in the market is reached when the highest and best uses are allocated to a site. This highest and best economic use is a function of physical and economic factors, in which physical factors refer to the location, size, and visibility of the site. Whereas, economic factors mainly refer to the productivity of the land use, including the return on investment and site rent achievable.

The economic impact of the proposed ring road to each economic sector in Ermelo was evaluated as follows in Table 13 based on the above location and sensitivity rationale

Table 13: Location and sensitivity analyses of economic sectors in Ermelo (Demacon, 2013)

Economic Sector Location factor Sensitivity Analyses

Finance and Business These services are typically located This sector is regarded as location services in areas in proximity to clients, insensitive towards the route qualified labour force, proximity to realignment, as it is accessible to the similar activities, areas with a local and regional consumer market specific image, and linked to other and do not rely on direct accessibility economic activities. The majority of and visibility from the various main these activities in Ermelo are located roads such as the N11, N2 and N17 in and around the central parts of the itself. town – characterised by high levels of accessibility and visibility Manufacturing Activities These are predominantly located This sector is regarded as location within the industrial area towards the insensitive towards the route east of the town centre (and areas realignment, as the location of these southeast), and mainly include industries in general is primarily driven wholesalers and warehousing, by regional accessibility, available transport, truck stops and repairs labour pool and agglomeration and a range of non-noxious advantages. Therefore, it is industries. None of these rely on anticipated that the impact on this visibility or direct accessibility from sector with regard to the potential the N11 or N2, and a railway line realignment of the routes will be runs through the middle of the minimal. industrial area. Community & General These services in general locate This sector is regarded as location Government Services & where it is accessible to the local insensitive, as it does not rely on Infrastructure and regional consumer market. direct access or visibility, though the transport component of the infrastructure sector relies on local and regional accessibility. Trade sector The majority of the activities in this This sector is arguably regarded as sector are concentrated towards the the most sensitive to access and entrances and centre of the town. exposure variances. It is therefore These include retail activities, evident that certain components of wholesale activities, short-stay this sector are location sensitive with activities, restaurants and take away regards to the routes realignment. offerings, automotive sales and repairs and fuel sales. Given the spatial structure of the town economy, specific activities are reliant on direct access and visibility from the respective freeways. These activities relate directly to fuel sales and ancillary activities including retail sales, catering establishments Page | 119

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(restaurants) and to a lesser scale short-stay establishments (e.g. guesthouses).

The above Table clearly indicates the impact of the freeway realignment will be most noticeable in terms of selected trade based activities. Given the findings of the location theory and sectoral sensitivity exercise it is evident that the trade sector is location sensitive with regard to the route realignment. The trade sector of the town contributes moderately towards the town economy (39.8%) as well as towards the trade sector of the local economy (87.3% to Msukaligwa).

It is therefore anticipated that the impact will be deemed towards a certain proportion of the trade sector and not the local economy at large. Table 14 indicates the actual size of the affected economies and the respective trade sectors.

Table 14: Economic: Regional output and GDP as gross value added (GVA), R millions

Msukaligwa Local Municipal Economy 2011 Ermelo/Wesselton Town Economy 2011

Total Economy 3 857.2 Total Economy 1 466.5 Trade Sector 668.8 Trade Sector 583.7 Source: Demacon Ex.Quantec, 2013 pg 13

A local case study analysis of towns affected by national route realignments was conducted to obtain a quantitative and qualitative perspective. This analysis assessed trends in terms of a number of variables in time series format for these local economies before, during and after road construction. These findings illustrate the most sensible anticipated effects/impacts national road realignment may have on small towns and cities. This is furthermore supported by a qualitative assessment of Mokopane and Bela-Bela, which include visual appraisals and interviews with local business chambers to identify perceived impact, changes over time and the cyclical nature of the impact from a perception base. Three relevant case studies were selected as follows

1. The N4 Ring Road at Nelspruit – the initial route alignment passed directly through the CBD of the town. Road users travelling along the N4 Toll Route in and around Nelspruit (Mbombela) now have the option of taking the N4 Nelspruit Ring Road around the central business district (CBD). The new N4 route branches off at Mataffin, skirt Riverside Mall, bridge the R40 and the Crocodile River and continue through to Karino where it rejoins the N4 on the eastern side.

2. Trichardt Ring road as part of the N17 East Toll Road (which comprises Section 2, 3, 4 and 5 of the proclaimed N17 route). In general terms, the route can be described as the existing N17 between Springs and Oshoek, with approximately 26km of newly constructed sections.

3. Realignment of the N1 between Pretoria and Polokwane. The initial route alignment passed directly through a number of small towns (CBD’s, for example Bela Bela, Nylstroom, Potgietersrus, Mokopane). The new realignment resulted in the development of a double lane highway bypassing all of these small towns (at various distances). Emphasis was placed on Mokopane due to the similarities with Ermelo (the N1 and the N11 freeways ran through the town). As is the case with Ermelo, the original route remained operational.

From the above list of case studies, the town of Mokopane was evaluated as the best match for Ermelo in comparative terms based on the following similarities Similar town sizes; Similar economic sizes; Both do not represent a major city; Both are located on important transport corridors; Ermelo – N11, N2, N17, R39 and R65; and Mokopane – N1, N11, R101 and R518 (east and west).

The following conclusions were derived from an assessment of the three case studies:

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Regional freeway upgrades and associated ring-road developments are necessary elements to open up regional trade, stimulate growth and job creation – aligned with multiple National Growth agendas. In this context, the net economic gains (on macro, meso and micro level) need to be weighed against individual business losses. Comprehensive case study material illustrates that these net economic effects are positive in medium to large sized towns with populations of at least 30 000 to 50 000 and town economies with an annual gross geographic value (GVA) of at least R2bn. Under such conditions, the positive net gains outweigh individual business losses. This is evidenced in the long term business cycle trends of various town case studies – pre- and post by- pass road construction. Concerning individual business impacts, destination type activities – such as shopping centres and guest houses – are more resilient and tend to benefit from the short-term construction spike as well as new sustained and stable town growth in the post-construction phase. Business enterprises that reveal the highest degree of locational sensitivity to a new ring road include filling stations and associated c-stores and fast food outlets. Affected establishments in well diversified towns may suffer a 20-30% initial loss of trade, with a 10% annual claw-back over the short to medium term. Isolated establishments without surrounding support may experience more severe losses. Regardless of town size, a so-called displacement effect tends to occur: the ring road creates a new optimum location for a conveniently located facility to capture passing trade. This so-called displacement effect stimulates new growth which, in smaller settlements may be limited to a typical freeway based one-stop facility. In larger towns and small cities it tends to stimulate a new locational dynamic which may unlock far greater opportunities than a mere one-stop- development which, without the aforesaid road upgrades, would not have materialised.

Important development implications identified in the assessment of the Mokopane case study include:

The size and level of diversity of the local economies correlated with the economic impact experienced by national route realignments. The larger more diversified local economies were able to absorb the economic impact resulting from the route realignments predominantly due to the fact that the economies did not rely on transient trade but on their economic pillars such as mining not affected by the route realignment. The smaller economies which are more concentrated, relying more strongly on transient trade, were hardest hit by the route realignments. Those unable to reposition and refocus their economies experienced economic decline. However, those economies were able to reposition and refocus themselves along a positive growth trajectory, similar to that before the route realignment took place. The size and diversity of the economies also determined the length of economic recovery after completion of the route realignments. The smaller and more concentrated economies took much longer to recover and required more intense actions, than that of the larger more diversified economies. The new road alignment stimulated hardly any new commercial and new town development. Besides the old filling station development, no other commercial developments located along the new N1 alignment transpired. This in itself indicates that a new route alignment in itself is not significant to cause a spatial economic shift. It is true that business enterprises that were purely reliant on transient trade were negatively affected – limited to filling stations and directly associated establishments at major entrances and central parts of these towns. The fact that no discernible deceleration in local economic growth post-construction occurred, indicates that these local economies reflected sufficient levels of economic diversity to ‘naturally’ absorb and mitigate the impact of the new alignment. The economic impact can be illustrated in two levels – economic and business impacts, as shown in Figure 27. With the route realignment the old economy is transformed towards the new economy either by means of natural sectoral growth or active steps to reposition and refocus the economy. In general, the economic shock is absorbed by the local economy. However, the visibility of the impact occurs on business level where a number of selected businesses are repositioned or displaced

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Figure 27: Displacement effect of economic and business impacts (Demacon, 2013)

As emphasised earlier the ability of an economy to respond to national realignment relates to the size and diversity of the local economy. In the context of the case studies, national route realignment appears to create very focused and limited business impacts on selected business enterprises only – business enterprises which capitalised on a previous, opportunistic route-based location rationale. Route realignment is, in essence, a given and known risk bound to materialise at some point in time and the risk is therefore automatically factored (directly or indirectly) into the long term financial assessments / payback periods of such enterprises.

As mentioned earlier, it is anticipated that the town of Ermelo will most probably experience similar impacts to that of the town of Mokopane. It is therefore anticipated that certain businesses primarily involved in fuel trade and food will be hardest hit by the route realignment, however the local economy is large enough as well as diverse enough to absorb the economic shock over the medium term. This will be supported by growth related to the mining industry.

The economic impacts of the proposed ring road are anticipated to manifest in three levels – macro level, meso level, and micro level.

(i) Macro Level Impact

New freeway development will improve inter- and intra-regional accessibility and mobility.

New freeway development stabilises and potentially accelerates economic growth. Opens up the region and unlock latent regional potential. Selected localised negative business impacts may occur: filling stations may experience a short- term decrease in sales; replaced by far greater economic benefits It also provides for more economically efficient flow of goods and services, provided that the accessibility of existing routes is not diminished The project’s anticipated macro-economic multiplier effect will align with national agendas pertaining to employment creation, economic growth and income distribution. Similar contributions will be made with regard to provincial growth and development agendas. Freeway development addresses road capacity constraints in a region characterised by economic growth and expansion

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(ii) Meso Level Impact

Over the short term the new freeway may pose an attractive opportunity for a modern integrated one stop facility. As a consequence filling stations in town may experience a short term decrease in sales. Modern freeway filling stations typically achieve sales of approximately 500 000 litres per month. In Ermelo this accounts for 20% of total estimated town fuel sales. The meso level impacts therefore constitute a relatively small short term loss limited, by and large to one or two sub- sectors, namely fuel sales and food store/ restaurant sales.

Regional through traffic is expected to continue to grow, thereby benefiting the region whereas the destination function of the town will continue to provide a demand base for local business. Trade based activities that draw direct benefit from locational positioning relative to a major freeway include filling stations and fast food outlets - and to a lesser extent automotive support and repair services. Short stay accommodation (i.e. guesthouses and hotels) are destination orientated and its viability does not hinge on passing trade – on the contrary numerous guesthouse enterprises in town indicated diminishing business due to the low volume of heavy vehicles and trucks (coal haulers) passing through town Despite the above, the benefits of these new trade activities will still accrue to the same local economy, i.e. Msukaligwa local economy. On aggregate, a small portion of local economic benefits may be displaced within the same local economy, and not be lost to the local economy. Given the magnitude of the local demand base it can be expected that most of the affected enterprises should be able to take advantage of the short to medium term claw back effect over the short to medium term. This notion is substantiated by means of the various case studies analysed.

Figure 28 below illustrates the growth scenarios projected by Demacon for the proposed ring road 2015 onwards.

Figure 28: Baseline and Freeway Impact Growth Scenarios (GVA at constant 2005 prices)

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The figure illustrates the effects of the sizeable capital investment associated with freeway construction. The assumption is made that freeway construction will commence in 2015 and continue up to 2017/2018. During this construction period the negative impacts on the town economy are expected to be minimal due to the fact that construction will take place on the new alignment, beyond the urban fabric and no major interruption/disruptions of traffic flows will occur. In the post-construction period economic growth is expected to resume its natural growth trajectory albeit at a marginally higher level than before. In other words, increased regional accessibility, coupled with a steadily expanding local economy, growing population and physically expanding town would accelerate annual economic growth by a factor of 1.11962. Concerning individual business impacts, sub-sectors most vulnerable include filling stations and associated take away establishments. These business entities although prominently located (mostly along Church Street and the N11 extension through town), the economic value of these subsectors to the local economy is relatively small (±4.1%). Given the aforementioned expanding nature of the environment and subject to property business management the claw back principle should enable the subsectors to recover within three to five years. A displacement effect may occur with the development of a more modern conveniently located filling station offering along the new alignment. This could be a mitigated impact as the number and placement of such establishments (and hence the displacement effect) can be managed. The net effect will however be positive for the local economy due to: o Additional capacity to accommodate increased inter- and intra-regional flows of goods and services; o New local development opportunities; o Revival of the guesthouse industry – a number of establishments have reported dwindling occupation numbers due to the negative effects of trucks passing through the residential areas; and o Socio-economic benefits including – job creation, safer neighbourhoods, increased property transactions and recovery of property prices (many residents reported the inability to sell residential properties due to the by-passing trucks).

(iii) Micro Level Impact

It is evident that the impacts / effects will be more noticeable on a micro-economic level. As is evident from the case studies, the larger and more diversified the economy, the lower the anticipated impact of the proposed route realignment and vice-versa. Given the town’s size, location and function and the fact that all the proposed route alternatives effectively result in by-passing of the town, it can be expected that the displacement effect of the scenarios will be similar. The economic impact on the Ermelo/Wesselton town is summarised in Table 15 below.

Table 15: Micro-Level Economic impacts on the Ermelo/Wesselton town (Demacon, 2013)

Ermelo/Wesselton Economic Status Economic Impact

The town economy contributes 38.0% towards Given the location theory analysis it is evident the GVA and 48.8% towards the employment that it is primarily the trade sector that is figure of the Msukaligwa local economy. location sensitive with regards to the existing The town constitutes approximately 58 529 freeways. The trade sector is arguably the people. sector which acts most sensitive to access and The dominant economic pillars of the town exposure variances. The trade sector includes include: Trade, Finance and Business Services, retail activities, wholesale activities, short-stay Page | 124

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Government and Community Services, activities, restaurants and take away offerings, Transport Communication and Manufacturing. automotive sales and repairs and fuel sales. The dominant employment pillars of the town Given the structure of the town economy include: Trade, Community and General specific activities are reliant on access and Government Services, Finance and Business visibility from the freeways and its extensions Services, Transport & Communication and through town. These activities directly relate to Manufacturing. fuel sales, retail sales, automotive support and The trade sector contributes 39.8% towards the repair services, catering establishments and to GVA and 66.3% towards the total employment a much lesser scale short-stay establishments. of the town economy. The majority of these activities are concentrated towards the entrances and central parts of the town. In the context of the above it can be concluded that the impact of the proposed realignment will be most profound in terms of these activities. It is therefore evident that the route realignment will not result in an impact on the town economy as a whole, or in fact on the trade sector as a whole but that it will be focused on very specific trade sector activities only. An analysis of the national accounts and local economic structure furthermore indicate that the actual economic impact (whether real net loss / displacement effect) does not correlate with a loss or change in turnover: the actual economic impact correlates with a net change in GVA which, for fuel sales and related activities, only accounts for approximately 10% of business turnover, e.g. if business turnover were to change (positive or negative) by R100 million per annum, the actual economic impact is not R100 million per annum but merely 10% thereof, i.e. R10 million.

It is anticipated that regardless of the proposed alternative route alignments, the impact on the town economy will be similar and focused towards a specific segment of the trade sector. Table 16 below indicates the anticipated impact/effects that the bypass will have on these specific trade sectors in the town of Ermelo/Wesselton. Table 16: Anticipated business impacts on specific Trade sectors in Ermelo/Wesselton (Demacon, 2013)

Trade Sector Anticipated Business Impact

Automotive maintenance and Represent destination based activities, and based on the fact that no repairs and motor vehicle parts substitution effect will occur on the ring road the percentage of business and accessories sales to be displaced from town is 0%. Fuel sales A percentage of fuel sales are accounted for by loyal daily patronage – as such, patronage based on daily routine which may include home/to work based trips. There is however a significant convenience element involved. Fuel sales hinge on convenience – and this particular activity is the most location sensitive and susceptible to route realignments. The impact of the ring road and associated displacement effect created by a new one stop facility can be illustrated as follows: Fuel sales data are confidential It is however estimated that filling stations in town on average sell between 230 000 and 250 000 litres per month; Therefore for the eleven filling stations in town this cumulates to a total of ±2.75 million litres of fuel per month;

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Fuel is sold at an average of R10.0 per litre (2012 average) – fuel sales therefore constitutes a value of R27.5 million per month/ R330.0 million per annum; However, the margin on fuel sales is 86 cents on a litre (the R330.0 million are therefore multiplied by 6.8%) – resulting in a value of R28.38 million per annum; Given the fact that the town’s fuel sales constitute a GVA of R25.1 million it is evident that the assumption that each filling station sells between 230 000 and 250 000 litres per month is correct. It is crucial to note that cargo carriers including trucks supplying coal to the mines do not utilise local filling stations. These trucks fill up either at the mines or dedicated depots. Modern, one sided freeway filling stations achieve sales of approximately 500 000 litres per month (1.0 million litres if double sided). The maximum foreseeable impact on town fuel sales created by a potential future displacement effect is therefore estimated at 18%. (500 000 litres of the 2.75 million litres per month). Given the magnitude and growth dynamics of the local market it can be expected that the claw back effect (5 to 6%) could be achieved over the medium term, i.e. 3 to 5 yrs. New sales achieved at a potential one stop along the new freeway alignment will still accrue to the local economy hence creating a displacement effect as opposed to a complete loss of sales to the local economy. This could be a mitigated impact as the number and placement of such establishments (and hence the displacement effect) can be managed. Short-stay accommodation Represents a destination activity (and not an impulse activity). Based on the fact that none of these facilities will be developed along the ring road no substitution effect will occur and the percentage of business sales to be displaced from town is 0%. The guesthouse industry should benefit from the new freeway due to increased regional accessibility and trade coupled with reduced trade volumes of undesirable heavy vehicle traffic currently passing through residential areas. Restaurants Restaurant and take away activities represent impulse activities and are supported by daily patronage and impulse transient trade. The sustainability of this category is expressed in terms of the following: Total Restaurant/ Take Away Floor space = 8 000sqm Localised demand threshold = 9 000sqm Surplus = 1 000sqm. Sufficient residual local demand exists to sustain business trade in spite of an initial percentage loss that may occur due to decreased regional passing trade. A similar 20% to 30% loss of sales could be experienced by certain establishments with a 10% annual claw back over a three to five year period. Similar to fuel sales new restaurant sales at a new modern one stop freeway facility will still accrue to the local economy.

It is evident based on the above that the route realignment will not result in a negative impact on the town economy as a whole, or in fact on the trade sector as a whole, but that it will be focused on very specific trade sector activities only, in particular filling stations and associated fast food restaurants.

As indicated in Table 17 below, the economic impact of the road realignment will result in a displacement effect on these specific trade sectors. These displacements affect selected business enterprises and not the economy at large. The displacement effect (which creates only limited new business opportunities along the new alignment) is offset by larger economic impacts and benefits.

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Table 17: Displacement effects for specific trade sectors

Trade Sector GVA (R Percentage Estimated Estimated Annual offset Recovery million) of Town Economic Loss Economic Loss – (“claw back”) – Period GVA – GVA (%) GVA (R million) GVA (R million) Automotive 47.2 3.0% 1 to 2% 0.9 0.5 1 to 2 years maintenance & repairs Fuel Sales 25.1 4.1% 18% 4.5 0.3 3 to 5 years Sale of motor 11.4 2.7% 1 to 2% 0.2 0.1 1 to 2 years vehicle parts and accessories Short-stay 3.6 4.0% 3 to 5% (if at all) 0.2 0.1 1 to 2 years accommodation Restaurants 9.4 9.2% 25 to 30% 2.8 0.3 3 to 5 years TOTAL 96.7 23.0% 8.6 1.3

Route Rating An economic and sensitivity rating was determined based on the cumulative economic impacts of each proposed route as indicated in Table 18 below. The following scale was used in the ratings: Economic Rating Scale: o 0-15%: Low Impact o 16-25%: Medium Impact o 26 -37.5%: High Impact Sensitivity Rating Scale: o 0-15%: High Sensitivity (Most likely that impact will occur) o 16-25%: Medium Sensitivity o 26-37.5%: Lowest Sensitivity (Least likely that impact will occur). Given the structure of the matrixes and the fact that the focus is only on the economic section of the matrix, ratings exceeding 37.5% could not be obtained. Table 18: Economic and sensitivity route rating

Route Alignment Economic Rating Sensitivity Rating Alt 1 28.1% 20.0% Alt 2 25.0% 23.3% Alt 3 34.4% 15.0% Alt 4 24.5% 33.3% No development / Do nothing 23.4% 37.5%

Alternative Three (3) reflects the highest economic ratings, with the lowest sensitivity ratings – which makes it the preferred route alternative from an economic perspective.

5.4 SOCIAL IMPLICATIONS

A Social Impact Assessment of the proposed ring road conducted by Strategic Environmental Focus, attached as Appendix 16, was aimed at: Understanding the baseline social conditions within the area and how these are related to the proposed development; Page | 127

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Understanding the demographic profile of the area (including identified individuals, community organisations, institutions) that will be affected; Investigating policy and planning frameworks for the site and surrounds and degree of it with local, regional and national economic and social development visions and plans; Identifying the social and economic trends and drivers in the affected area including primary, secondary and tertiary economic sectors; Identifying short and long term social impacts; and Identifying vulnerable communities (and possible relocation).

One of the core steps followed as part of the SIA methodology involved an extensive and intensive public participation process in order to give effect to the qualitative approach. The following key stakeholders and affected parties were consulted as part of the SIA public participation process: Businesses operating in Ermelo and its immediate surrounds (i.e. filling station owners, take-away facilities and restaurants); Transport companies (i.e. including taxi associations); Local communities residing in Ermelo (including Ward Councillors); Informal settlements around Ermelo; Farming Community; Camden Power Station; Tourism Industry (including guest houses/lodges); and Residents bordering the current truck by-pass route (i.e. Oos and Fourie Streets).

A varying degree of socio-economic sentiments were recorded from meetings held with the above listed stakeholders and affected parties, and these are summarised as follows: The restaurant and fast food industry do not support the implementation of the ring road and predict a severe impact on their businesses; Filling station owners do not support the ring road and predict a severe impact on their business; Eskom, in particular Camden Power Station, supports the ring road because it will have long term cost saving benefits, including improved mobility advantages for them; The farmers to the east of Ermelo support the ring road, but not to the N2/N17 link, as it will fragment their farms, making farming uneconomical; The Ermelo Business Association (EBA) are completely opposed to the ring road being implemented because they anticipate that it will negatively impact on the future viability of business enterprises within Ermelo; The guest houses are not dependent on the ad-hoc customer trade (i.e. not pre-booked) and are therefore in support of the ring road; The residents bordering the current truck by-pass support the proposed ring road as their quality of life is severely affected by the existing situation; and The local municipality is not opposed to the ring road, but anticipates that it will have an effect on filling station owners. Although attempts were made to meet with the surrounding community through their ward councillors, most of the meetings were poorly attended and some of them had to be cancelled due to zero attendance. As such, no formal engagements were held with the informal settlers in order to obtain their views. However, further attempts will be made by SEF during this Drat EIA public participation phase to obtain the views of all the remaining interested and affected parties for inclusion in the final SIA Report.

All the above sentiments were taken into consideration in identifying and assessing the anticipated social impacts associated with the proposed ring road development. Table 19 below summarises the adverse Page | 128

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Table 19: Socio-economic impacts

Nature of Impact Description of Impact Proposed Mitigation / Recommendations Anticipated beneficial/positive socio-economic impacts Increased regional The strengthening of the current transport Ensure that local businesses, especially those of historically Disadvantaged economic linkages (N17, N2, N11, R39 and R65) and Individuals (HDI), women and SMMEs get allocated the maximum appropriate development. general flow of traffic, with reference to heavy share of project related business opportunities; duty trucks transporting goods, is thought to Stimulation of regional Establish a local SMME recruitment preference policy; have a positive impact on the regional economy. economy during both The current upgrading of the road network ties Implement a monitoring system to ensure that the project honours the local construction and in with the regional and local government SMME preference policy; and operation. policies for the area which will stimulate growth Ensure that the Labour Relations Amendment Act, 2002 (Act 12 of 2002) as on a local and regional scale. well as the necessary policies and procedures are taken into consideration to ensure the correct procurement procedures . Increased employment The construction and operation of the Ermelo Use labour-intensive construction methods where possible; opportunities ring road is anticipated to create employment Local labour should be prioritised from the onset of the project; opportunities for approximately 5 years. SANRAL has indicated that details on the Develop labour community agreement with targets and employment to be anticipated number of jobs to be created during included in SANRAL’s policy document for procurement in this region; construction are not yet available. In order to Establish a centralised “skills register or a labour desk” for local unemployed capitalise on this impact, it is imperative that job persons. If not feasible, it is suggested that employment be undertaken creation is optimised from a local level upwards. through assistance from the ward councillors and local Non-Government It is suggested that non-locals should only be Organisations and community leaders or the Department of Labour; hired when specialist skills, which are not available locally, are required and local business Employment opportunities should be communicated in a fair and transparent providing such skills cannot be created. manner, while at the same time being sensitive not to create any expectations for employment.; Emerging employment opportunities during construction phase should be targeted at local Women must be afforded equal employment and tender opportunities; residents as well as people from the Fair labour practices for women such as equal remuneration with men for surrounding townships. This will ensure a same job; reduced dependency on temporary employment in addition to enhancing the living standards of Local construction and supplier companies should be used whenever local people. The actions/strategies suggested possible, especially for subcontracting work;

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to achieve this objective are outlined in the Liaise with the local ward committee, local business operators to establish mitigation section. and grow Small Medium and Micro Enterprises (SMMEs). The support of local business and the use of their products and services should be promoted as far as possible; Fair employment criteria should be used in sourcing employment from the surrounding areas, so as to avoid a situation whereby many unskilled and unemployed persons from the surrounding areas are not employed during construction, which can cause potential conflict; and Ensure that the Labour Relations Amendment Act, 2002 (12 of 2002) as well as the necessary policies and procedures are taken into consideration to ensure correct procurement procedures. Increased SMME The construction and operation of the ring road Ensure local businesses, especially those of Historically Disadvantaged Opportunities is anticipated to create opportunities for SMMEs Individuals (HDI), women and SMMEs get allocated the maximum appropriate including not only direct employment but in- share of project related to business opportunities. direct (i.e. as fence maintenance, grass cutting, Establish a local SMME recruitment preference policy; road reserve clearance, painting of road signs etc). The direct economic growth should also Implement a monitoring system to ensure that the project honours the local indirectly benefit SMMEs including local SMME preference policy; and financial and human capital assets. Ensure compliance to the Labour Relations Amendment Act, 2002 (12 of 2002) as well as policies and procedures in procurement procedures. Skills transfer The project is anticipated to create employment Skills transfer will ensure that local labourers are not used merely as unskilled opportunities that would positively result in the labourers. The local municipality is expected to play a critical role in this, by transfer of skills. In addition to the temporary ensuring that the local residents and business owners benefit from the spin- jobs created during the construction phase, and offs associated with the construction and maintenance of the ring road. the permanent jobs in the operational phase Stakeholders are encouraged to be mutually accountable for increased (maintenance), there will be an element of skill opportunities in skills development and competency training (general acquisition. education and training). Training should be concentrated on skills that can be readily transferred to other employment opportunities in the local area to avoid persons with trained skills from leaving the area for work elsewhere. In order to ensure the appropriate skills transfer, it is recommended that the implementers and / or the contractors identify the required jobs to be

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undertaken prior to the construction phase, which will then pave way for local recruitment and /or some form of basic training to follow; Special training to prepare workers for jobs in the proposed development may be conducted either by local or regional technical institutions, often with support from government; and It is important to follow the principles of the Expanded Public Works Programme (EPWP) and apply effective labour based construction technologies in order to increase the job creation effects. Improved Safety and The current safety and mobility for road users It is recommended that damaged sections of the current by-pass route be Mobility for Road within Ermelo is being compromised by the repaired or restored to acceptable standards once the ring road is complete, Users ingress of heavy duty trucks transporting mainly and a clean-up strategy is initiated by the Municipality targeted in areas coal, timber and other goods to and from adjacent to the railway line (where littering from truck drivers is prevalent) various locations in the region, and the Richards including Oos and Chris De Villiers streets. bay Terminal is the predominant destination. Although the current Havenga Street by-pass is viewed as a solution by some residents, it was designed as a temporary solution. The safety and mobility of the residents bordering the current by-pass route cannot be guaranteed, and are permanently at risk. Considering the growing demand for coal on the international and domestic market, the situation is likely to deteriorate, even if Eskom’s ”road to rail” strategy is implemented due to numerous small-scale collieries in Mpumalanga solely depending on coal haulage. The current by- pass route is therefore not a permanent solution. Decline in HIV, STDs It has been widely reported, that long haul truck The Contractor should design and implement an HIV/AIDS and STD and Prostitution in traffic is associated with the spread of HIV and awareness programme in liaison with existing HIV/AIDS organisations and Ermelo Sexually Transmitted Diseases (STDs) and institutions. according to the South African National Aids The Contractor should adhere to SANRAL’s HIV/AIDS Policy; Council (SANAC), truck drivers are very likely to use the services of commercial sex workers in The Contractor should minimise the need for construction workers to be

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stop-over towns near major transportation housed outside of their existing accommodation structures; routes. Commercial sex workers have been Free condoms should be supplied to construction workers and surrounding reported as a problem in Ermelo, due to the communities; and number of heavy trucks passing through the town. SANRAL also acknowledges this as a A voluntary counselling and testing (VCT) programme should be available major problem, and SEF believes that the during the construction phase and undertaken in conjunction with existing diversion of heavy trucks out of Ermelo through VCT programmes. the proposed ring road will have a positive effect on the community, as trucks will no longer be going through town thereby lessening the demand for commercial sex workers. Furthermore, the risk of HIV/STDs is expected to be perpetuated by the influx of workers in the area. Anticipated Adverse Socio-economic impacts Increase in noise and A national route brings the unwanted element of Where possible, deviate the route alignment to avoid residential areas vibration noise and vibration to surrounding land users. according to the noise specialist’s recommendations. Although not all persons will experience this Include noise and vibration mitigation measures as pr the specialist element, the areas of noise sensitive receptors recommendations (i.e raised side walls, if possible). have been identified as part of the Noise Impact Assessment and these include: Construction activities should be limited to office hours (07:00 am – 17:00 pm) The N17 approaching town from the west All vehicles and construction machinery should be kept in good working order (Phumula Residential Area); in order to minimise noise emissions. Along the N11 passing through Ermelo from Existing community forums should serve as liaison between the affected the South (through George Botha Park); and stakeholders and Contractors to discuss and find solutions in traffic, dust, noise and construction related concerns. N2 west close to Nederland Park South. Prepare a noise reduction plan to cover all significant impacts at source and Research shows that noise has psycho-social implement noise reduction and screening to limit exposure effects which include annoyance, mental health disturbances, noise induced stress and sleep The maximum acceptable night time noise levels should not be exceeded disturbances. These effects are expected to be Traffic calming measures should be put in place to minimise traffic noise. more pronounced along the current bypass route through residential areas, without the

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necessary road reserves or noise barriers. Loss of revenue for It is anticipated that the implementation of the It is forecasted that the actual construction of the ring road is expected to local businesses ring road around the town of Ermelo will have a commence in 10 or 15 years time. A phased-in development approach is substantial impact on filling stations and take therefore suggested, in order to provide sufficient time for businesses to either away/restaurants facilities along Kerk Street. diversify or relocate themselves to more strategic locations along the ring These amenities are to a large extent dependent road; on transient traffic (not including heavy duty It is further recommended that no other filling stations or fast-food stores trucks, as they have strategic depots should be allowed to open along the ring road in order to force road use determined by the mine), and thus customers existing outlets in town; will have the option to bypass the town. This includes informal traders that take advantage of Affected businesses should be offered the first right to refusal to construct a public transport areas (especially taxi ranks) in new filling station and truck stop facilities along the ring road; town. Design easy and visible access points into the town that will channel vehicles The prevalence of nine (9) operational filling through strategic business location in town; stations within a 2km radius is an indication of Encourage light vehicles to use the existing route through town by means of the high through traffic in Ermelo. However, the signage and advertising; and ratio of tourist traffic and pre-determined traffic (customers that visit Ermelo for a specific Make use of local suppliers and contractors for construction and operational purpose) is not known at this stage and the phases. assessment is thus based on anecdotal evidence. From certain case studies it is reported that route re-alignment is a given and known and risk to these business enterprises and it is an inevitable risk bound to materialise at some point in future. The risk is therefore factored in by default (directly or indirectly factored into the long term financial assessment/payback periods of such enterprises (Demacon, 2013). Nevertheless, a loss in total sales for the filling stations and food outlet stores will be experienced leading to operational cut-backs. The loss in sales across these sectors will lead to smaller operations and in most cases, the

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redundancy of employees. Loss of natural capital The preferred route, Alternative 3, will cut The implementation of the ring road should take place over a phased time through existing farm lands to the east of period, in order to provide sufficient time for the farmer to either diversify their Ermelo. Most of the affected farms are relatively farming practice (if possible). The current forecast suggests that the actual small, and more vulnerable to yield losses if a road construction will not take place within the next 10-15 years. portion of their land is sterilised by the ring road. Design appropriate number of under and/or overpasses so that access to and The majority of the farmers interviewed are from natural resources are not impeded; and involved in mixed farming (including dairy, cattle, crops etc.) and also provide Alternative 2 (which excludes the north-east link) is therefore the preferred accommodation to farm workers and their route from a socio-economic perspective. families. The dissected farm portions will make

farming impracticable, as access and movement of equipment will be limited. Land SANRAL has not yet started the process of Avoid loss of residential and or/farm land as much as possible through the acquisition/resettleme acquiring the land for the road alignment as a alignment; nt impacts decision on the preferred route is still to be Compensate landowners for land and assets lost; and finalised. Alternative 2 will traverse farm land, residential areas (sections of George Botha Park Establish an effective communication channel between SANRAL and affected and the section between Nederland Park and parties. Ermelo CBD). Although this is predominately an Routes should be realigned to avoid passing through informal settlements economic issue, it has ripple effects on the where possible. If not possible, provision should be made for the successful social well being of the community due to the relocation of the settlers by providing them with suitable alternative fragmentation of neighbourhood patterns and accommodation linked to basic services such as water supply and sewerage. surrendering of long term assets. The process of relocation must be well planned and coordinated in conjunction with the local municipality and relevant departments. Crimes and security Some residents are concerned that the All construction workers are to be easily identifiable by means of uniform and construction phase of the ring road will bring name tags; unwanted element of crime to the town due to Establish liaison structures with the local police to monitor any changes the influx of workers, which will be most during the construction phase; prevalent along alignments bordering informal townships, residential areas and farms. Potential Provide additional security measures in areas adjacent to established increase in criminal activities is also considered residential areas during construction; most likely during the operational phase due to Establish a community policing forum in affected areas, the Contractor should

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convenient access. assist in facilitating such forums; Construction camps should not be allowed in close proximity to residential areas. Visual impact and The implementation of the new ring road is likely Measures that seek to enhance the visual and aesthetic value of the area sense of place to change the rural character of undeveloped traversed by the ring road should be incorporated as much as possible during areas in and around Ermelo. This can impact on the design process. the rural atmosphere for selected community members, especially farmers, and lead to a change in the sense of place that people experience. Light intrusion in residential areas located along the new ring road have been identified as another potential visual impact. Hampering of Urban The Msukaligwa LM SDF has earmarked the Local and regional development strategies and policies need to be revised to Edge Expansion south east and west outskirts of Ermelo for accommodate the proposed ring road. These changes should be reflected in future urban expansion. Thus, there are fears the IDP and SDF so as to streamline economic growth in the region. from a town planning perspective that the implementation of the ring road around the town will hamper future urban development and growth towards those areas to the south east and west of Ermelo. However, there are numerous towns within South Africa with a similar economic profile that have experienced urban expansion and growth beyond national routes. This includes town such as Emalahleni (previously known as Witbank) and Mbombela (previously known as Nelspruit).

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A case study approach was also adopted as part of the Social Impact Assessment, and involved a review of similar towns assessed by Demecon as part of their Economic Impact Assessment study. These towns are: Nelsruit/Mbombela; Trichardt –N17; and Polokwane –N1. The towns were assessed based on the following social indicators Population size; Economic growth rate; Unemployment rate and the youth unemployment rate (reflecting the percentage of those under the age of 35 who are unemployed); Finally, the percentage of the population who have a matric, and who are over the age of 20 is assessed; and Access to electricity for lighting.

However, it should be noted that a direct comparison could not be made due to Ermelo’s unique characteristics including the converging of three (3) national roads into town ( N11, N2, and N17), the converging of two provincial roads (R65 and R39) into town, its position in relation to the coal rich field of Mpumalanga Province, and strategic location between Mpumalanga province and the Richards Bay Coal Terminal. Ermelo is also the administrative chair of the Gert Sibande District Municipality and serves as an economic hub for the region.

Findings based on the above case study analyses generally indicate trends of a positive nature. There has been no major decline in the levels of population, which would indicate that people are forced to relocate in search of job opportunities. In economic terms there is no evidence to suggest a substantial decline in the levels of economic activity, municipality’s ability to provide services, or in employment levels. This indicates that the negative effects of the construction of the ring road are not permanent and that any negative economic down turn would be short lived and simply represent a time of correction in the economy.

The employment levels and trends indicated by Demacon show a relationship between demographic and general employment trends, which are evident and stable in the country on a macro level. Demacon results also indicate that there is a short-term increase in the level of employment in the region due to construction. Formalised employment will provide the opportunity for skills transfer in the region thereby ensuring those involved in construction are able to apply for work elsewhere on the basis of this experience. Other socio-economic impacts identified in the case studies include: Decline in the value of agricultural land severed by the ring road; Security of farmers, as the road would make these more accessible to criminals; and Concerns on potential toll fees, if implemented, and how these will negatively impact the local residents and farmers. In conclusion, based on the social concerns raised by interested and affected parties and results of the case study analysis , there no social fatal flaws associated with the construction and operation of the proposed ring road in Ermelo. This is evident in the growth of economic activity, and improvements in education and service delivery. The major and most definite social impact anticipated is the displacement of human settlements located along the proposed ring road route. The preferred alignment ( Alternative 3) will result in the resettlement of certain farmsteads and residents being relocated (i.e. East –west link through Ermelo Central, farms on the east link etc.) to other parts of Ermelo. This impact is critical to the social well-being of the community, and according to SEF, must be addressed through at least a Resettlement Policy Framework (RPF). This is necessary for proper planning and management to avoid involuntary resettlement, which may result in long-term hardship for affected people and environmental damage to the locations in which they are resettled.

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SEF further recommends that the RPF should be aligned to national (i.e. the African Bank’s Involuntary Resettlement Policy, 2003 and the IFC Handbook for preparing Resettlement Action Plan, 2002) and international best practice and should aim to minimise the risk associated with resettlement. The categories of the RPF should include: Identification of project impacts and affected populations; A legal framework for land acquisition and compensation; A compensation framework; A description of resettlement assistance and restoration of livelihood activities; A detailed budget; An implementation schedule; A description of organisational responsibilities; A framework for public consultation, participation, and development planning; A description of provisions for redress of grievances; and A framework for monitoring, evaluation, and reporting.

It is recommended that the following experts are consulted in the compilation and execution of the RPF for the ring road. A Socio-economic specialist with experience in resettlement projects, preferably a specialist with experience in working with the World Bank Policy Directive OD 4.30 and background knowledge in the design, implementation, monitoring/evaluation of capital development projects in development countries. A land use planner/ natural resource economists to assist in the design, implementation, and analyses of studies needed for socio-economic developments as well as logistical requirements for resettlement to new areas; and A public consultation expert with skills in community facilitation, conflict resolution and communication, preferably with project experience gained in Africa and South Africa.

5.5 CULTURAL AND HERITAGE LANDSCAPE

A Phase 1 Heritage Impact Assessment has been conducted as part of this EIA Phase (refer to Appendix 18), and assesses the heritage and cultural resources identified in the desktop Heritage survey conducted during the Screening Phase.

According to the findings of the Heritage Impact Assessment Report, a limited variety of heritage and cultural resources occur within the larger region as well as in the study area. The following heritage sites, features and objects of cultural significance were identified along or near the proposed alternative routes: 1. Burial Sites - Areas of high sensitivity – sporadically all over. Although some of these sites go right up to the outside border of the proposed route alternative 3 and 1, they are all clearly visible and can therefore easily be avoided. As burial places are highly sensitive areas, it is recommended that they are demarcated off with danger tape, allowing a sufficient large enough buffer zone (e.g. 5 metres from the outside of the burial place) around it and declaring that as a no-go zone. Should graves be exposed during excavation activities, all work in the region of the find must stop immediately and a heritage consultant should be contacted to investigate and evaluate the finds. 2. Cultural landscapes - Areas of high sensitivity – a number of features that forms part of the cultural landscape, such as memorials, entrance gates, avenues of trees occur sporadically all over. Many of these features are located on the borders of the route alternatives. Fortunately, these features are clearly visible and it would be easy to avoid them. Should any sites, features or object of cultural significance be exposed during excavation activities, all work in the region of the

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find must stop immediately and a heritage consultant should be contacted to investigate and evaluate the finds. surface features such as memorials, although illegal, should be respected and care should be taken to avoid damaging them. It is the easiest to demarcate them with danger tape, allowing a sufficient large enough buffer zone (e.g. 2 metres from the centre point) around it and declaring that as a no-go zone. If that is not possible, the feature must be photographed in situ, removed for the duration of construction to a safe storage facility and afterwards returned to its original position. 3. Built environment - Areas of high sensitivity - the proposed Alternative 4 traverse the historic Ermelo town core. The proposed route alternative might have an impact on heritage features such as pavements, water furrows, postal boxes, trees, etc. It is possible that some buried features may be uncovered during upgrading of the roads. Upgrading of the road through the historic core of the town should be monitored by a heritage practitioner. Although this is not required on a full time basis, the project manager/ECO must be able to stop the work if anything such as refuse dumps, water furrows, etc. are uncovered in order to get a heritage consultant to investigate and evaluate the finds. 4. Industrial Heritage - Areas of high sensitivity – old railway lines, telephone lines and power lines occur sporadically all over. Many of these features, e.g. telephone lines, are located on the border of existing roads where the proposed route alternatives would cross. Alternative 3 and 1 would cross the original railway bed. If work is taking place in regions where such lines or bridges still exists, care should be taken to avoid causing damage.

The above identified heritage sites, features and objects of cultural significance are indicated in Figure 29 below.

LEGEND Alternative 1 Alternative 2 Alternative 3 Alternative 4 Formal Cemetries Infrastructure Churches Other sites Old buildings

Figure 29: A map indicating identified heritage sites (Dr J. van Schalkwyk)

Alternative Route 3 will pass in close proximity to a Brickyard Cemetery, located on the eastern side of town. This feature is viewed to be of high significance on a regional level and should be

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avoided. Alternative Route 1 will pass over the decommissioned railway line. This feature is viewed to have low significance and would not prevent the proposed development from going forward. Alternative Route 4 will pass through the business district of Ermelo. There is a possibility that features forming part of the urban cultural landscape such as memorials, entrance gates, avenues of trees, as well as buildings will be impacted by the proposed upgrades.

All of these sites should be avoided as far as possible. Mitigation should take the form of isolating known sites and declare them as no-go zones with sufficient large buffer zones around them for protection. In exceptional cases mitigation can be implemented after required procedures have been followed, but only as last case scenario.

Once the proposed route alignment has been approved, all sensitive heritage sites or features located along the route will be documented and demarcated by a suitably qualified heritage specialist prior to any construction activities.

5.5.1 Route Analysis

It is evident based on the findings of the Heritage Impact Assessment that Alternative Route 2 is not affected by any heritage sites or features, which therefore makes it the preferred option from a Heritage perspective.

5.6 NOISE IMPACT ASSESSMENT

According to the findings of a noise survey conducted as part of the Noise Impact Assessment ( Appendix 17). The ambient noise level in the vicinity of Ermelo CBD is predominantly made up out of: Domestic type noise; Industrial noise; Central business type noises such as extractor fans, amplified music and mechanical ventilation noises; Commercial activity noise; and Traffic noise. Whereas, the prevailing ambient noise level along the proposed alternative routes consists of: Agricultural type noise; Distant traffic noise; Mine activity noise; Train activities and hooting noise; Domestic type noise; and Birds and insects.

The following observations were made about the proposed route alternatives during the noise survey: Alternative route 1 The proposed road will run close to three (3) noise sensitive areas and for the majority of the route along vacant land. The alternate routes along the north-eastern side will create roads on both sides of noise sensitive areas. Alternative route 2 The proposed road will run in the vicinity of the CBD and more along the western side of the town along noise sensitive areas (Individual farm houses, Ermelo Ext 32, Ermelo Ext 34, proposed George Botha Park, Wesselton and Phumula), Penumbra mining licence area and vacant land.

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Alternative Route 3

There is only one section of the road which will run along the northern side of Ermelo and through the residential area (Individual farm houses, Ermelo Ext 32, Ermelo Ext 34, proposed George Botha Park, Wesselton and Phumula), Penumbra mining licence area and vacant land.

Alternative Route 4 Some of the existing feeder roads through the town will be upgraded and the through routes will be shifted to areas within Ermelo which was not exposed to excessive traffic noise. The following conclusions were made based on the noise survey: The proposed alternative routes traverse in the vicinity of some of the noise sensitive areas but mostly along vacant land, whereas the upgrade of the roads in Ermelo will be through residential areas where there will be more traffic with subsequent increased noise levels. The prevailing ambient noise levels are largely created by emissions from a combination of noise sources such as traffic noise from existing roads, domestic type noises, industrial noise, rail road noise and agricultural activity noises. The noise is proportional to the distance between the noise and the residential areas; The noise impact on the environment and how the residents will perceive and experience the change in the upwards shift in the prevailing ambient noise levels in the vicinity of the proposed ring roads will be audible. There is however times when the noise level is higher due to domestic and internal traffic noise.

5.6.1 Sensitivity Analysis and Noise Level

The noise sensitive areas are situated throughout the Ermelo study area of which some are single units and others residential areas as indicated in Figure 30 , and categorised in Table 20 below

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Figure 30: Noise Sensitive Areas within and round the town of Ermelo (dBAcoustics, 2014)

Table 20: Category of Noise Sensitive Areas

Noise Sensitive Areas (NSAs) Residential Areas Single Units A,B,C,D,J,S,V,W,X,Y,Z,A1,D1,G1,H1,J1,K1,L1,W1 E,F,G,H,I,K,L,M,N,O,P,Q,R,T,U,B1,C1,E1,F1,I1,X1

A sensitivity analysis was conducted according to the distances between the route alignment and the noise sensitive area as measured and classified in Table 21 below. Table 21: Sensitivity Analysis

Description Low Sensitivity Noise sensitive areas in excess of 500m from the roads Medium Sensitivity Noise sensitive areas in between 100m to 500m from the roads High Sensitivity Noise sensitive areas within 75m from the road.

The distance between the noise sensitive areas and the section of the proposed road was determined by taking the shortest route between the relevant NSA and the specific section of the proposed Alternative Roads 1, 2, and 3 respectively. These are direct line of sight distances. This sensitivity is based on the closer to the noise source the higher the noise intrusion level will be.

The human perception of sound may be influenced by the acoustical characteristics of the noise (whether it has audible tones or other characteristics that may annoy the receptor) and how much louder the propagated sound is above the prevailing ambient noise level. The perception of the noise is furthermore influenced by the attitude towards the noise source. One person may find the singing of birds in the morning delightful whereas another person may find the sound aggravating. If a person has, a negative attitude towards a noise source is much more likely to view the new noise itself negatively however low it is (Rogers and Manwell, 2002). The difference between the actual noise and the ambient noise level will determine how people will respond to sound.

The noise sensitivity and projected traffic noise level at each of the identified noise sensitive areas are illustrated in Table 22. This noise level was based on an ADT of 8971 vehicles of which 23% was heavy- duty vehicles. The red flagged sections indicate the areas where acoustic screening will have to be carried in terms of SANS 10103 of 2008, and the yellow sections where the prevailing ambient noise level will be exceeded by more than 7.0dBA.

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Table 22: Noise sensitivity and projected traffic noise level at each of the identified NSAs

Prevailing ambient Calculated noise levels at the different Distances between a specific point at the noise level at noise noise sensitive areas - dBA noise sensitive area and the road in sensitive areas -dBA meters Noise Sensitive Area Day Night Alternate Alternate Alternate Alternate Alternate Alternate Alternate Alternate 1 2 3 4 1 2 3 4 A – Wesselton (South –11th 50 45 N/A 47 47 N/A N/A 300 300 N/A Street) A – Wesselton (South of 50 45 N/A 48 48 N/A N/A 250 250 N/A school) A – Wesselton (Opp. 50 45 N/A 48 48 N/A N/A 260 260 N/A Mxmatshwa street) A – Wesselton (Power 50 45 N/A 56 56 N/A N/A 75 75 N/A Street) A - Wesselton – informal 50 45 N/A 60 60 N/A N/A 35 35 N/A settlement B - Phumula 50 40 60 52 52 N/A 35 133 133 N/A C – Phumula-East 60 53 45 36 36 N/A 380 1104 1095 N/A D 34 39 55 39 39 N/A 85 800 818 N/A E 39 38 38 N/A 39 N/A 934 N/A 818 N/A F 37 39 42 N/A N/A 25 566 N/A N/A 2817 G 42 38 37 34 34 31 1010 1320 1320 1810 H 42 38 55 31 31 34 90 1735 1660 1410 I 56 45 34 50 28 43 1335 183 2280 478 J 42 38 61 50 46 38 30 183 333 890 K 56 45 42 35 35 43 542 1200 1225 495 L 41 38 54 39 42 42 100 770 575 577 M 43 42 48 48 50 50 250 238 187 187 N 43 42 50 49 53 50 190 220 107 185 O 56 45 53 42 44 42 120 562 445 520 P 56 45 42 39 50 39 532 799 190 800 Q 41 38 41 35 37 37 590 1188 990 1030 R 56 45 38 27 37 N/A 917 2470 982 N/A S 67 60 34 57 49 61 1407 63 220 30

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T 41 38 36 N/A 32 36 1080 N/A 1680 1078 U 64 60 27 N/A 24 56 2430 N/A 2970 66 V 41 38 38 N/A 40 49 861 N/A 675 211 W – Ermelo Ext 32 East 41 38 43 31 54 N/A 513 1837 106 N/A W – Ermelo Ext 32 West 41 38 36 38 46 N/A 1110 915 305 N/A W – Ermelo Ext 32 Middle 41 38 41 34 56 N/A 650 1380 75 N/A W1 – Ermelo Ext 34 East 41 38 48 35 49 N/A 256 1235 200 N/A W1 – Ermelo Ext 34 West 41 38 58 40 52 N/A 50 740 136 N/A X 60 54 31 33 32 47 1781 1561 1685 274 X1 60 54 41 44 43 N/A 620 430 520 N/A Y 54 44 34 33 39 59 1368 1508 801 40 Z 54 44 40 38 39 59 670 880 806 40 Z1 – George Botha Park 48 45 58 58 58 N/A 50 50 50 N/A A1 48 45 39 36 37 41 770 1075 1031 638 B1 48 45 51 53 53 36 148 123 123 1146 C1 48 45 44 44 44 48 440 440 440 257 D1 48 45 35 56 35 56 1230 68 1230 75 E1 55 45 36 36 35 N/A 1153 1153 1153 N/A F1 39 37 35 56 35 N/A 1202 68 1202 N/A G1 39 37 31 51 31 61 1804 159 1804 30 H1 60 50 32 32 32 50 1650 1650 1650 174 I1 60 50 38 44 38 N/A 916 433 916 N/A J1 49 45 33 33 33 61 1455 1455 1455 30 K1 60 50 50 46 46 61 185 330 339 30 L1 60 53 N/A N/A N/A 61 N/A N/A N/A 30

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The above results in Table 22 indicate the following: Alternative Route 4 has the least required acoustic screening, but the highest number of high sensitive noise areas. This route is therefore the least favourable option as there will be roads on both sides of noise sensitive areas and the route through Ermelo will increase the noise level in residential areas up to 20.0dBA during the operational phase. The current N17 route along Fourie Street runs in close proximity of houses which creates a noise disturbance as the noise increase at these areas were exceeded by more than 7.0dBA. Alternative Route 3 does not traverse close to any noise sensitive areas within 75m, which makes it the preferred route from a noise impact perspective, though acoustic screening will be required especially along the N17 West-East alignment in Wesselton In terms of noise increases, persons exposed to an increase of 2 dBA or less would not notice the difference. Some people exposed to increases of 3-4 dBA will notice the increase in noise level, although the increase would not be considered serious. Noise increases of 5dBA and above are very noticeable, and, if these are frequent incidents, or continuous in nature, could represent a significant disturbance.

5.6.2 Noise Impact Significance

The source of noise associated with the proposed development of the Ermelo ring road is divided into construction and operational phase activities. Construction phase Construction of the site office and infra-structure; Earthworks during the preparation road sections; Blasting; Hauling of waste material and rock; Hauling of material for the construction process; Compaction Tarring of the road. Operational phase Road maintenance; Road traffic. In terms of significance rating, noise from the construction phase is expected to be moderate to low, though blasting activities are likely to result in high noise frequency and vibration. However, this impact is expected to be moderate if properly mitigated. During the operational phase, traffic noise is expected to be high for Alternative Routes 1 and 4, even with mitigation measures in place.

5.6.3 Recommendations 1. The following three primary variables should be considered when designing acoustic screening measures for the control of sound and/or noise: o The source - Reduction of noise at the source – Type of road surface to be used; o The transmission path - Reduction of noise between the source and the receiver – Noise barrier to be erected along the road; and o The receiver - Reduction of the noise at the receiver by constructing a barrier along the boundary of the property.

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This type of screen wall will create a noise barrier for the residential properties as well as to provide a security barrier between the road alignment and the residential properties. 2. The following mitigation measures are recommended: o A porous surface (UTFC) to be used on the alignment in close proximity of noise sensitive areas; o There must be a smooth gradient and sudden sharp gradients to be avoided; o The position of the security wall at Wesselton or Phumula residential areas Alternative 2 and 3) will serve as a noise barrier and the height off the wall must be an effective height of 3.0m. The boundary wall with no openings will have to be erected along the residential boundaries on both sides of the proposed road; o Construction activities to take place during the daytime periods only (sunrise to sunset); o There must be no truck stops in the vicinity of residential areas; o Blasting to be done in terms of the blasting chart to ensure that there is no damage to buildings; o Any proposed township establishments proposed after completion of the ring road must ensure that there is servitude of 150m be allowed for on both sides and measured from the centre of the road; o 150m servitude from the centre of the road to be allowed for when relocation of existing noise sensitive areas is required. 3. Extensive acoustic screening measures along the boundaries of the NSAs and/or inside the houses will have to be done should any changes be made to the roads to accommodate the proposed alternatives through Ermelo. This will be to give effect to SANS 10103 of 2008. 4. The recommended noise level for a residential area is 55.0dBA during the day and 45.0dBA during the night. There will also some acoustic screening required at the noise sensitive areas along Alternative 2 which will have to be examined and evaluated.

5.6.4 Conclusion of noise findings

The following conclusions were drawn based on the findings of the Noise Impact Assessment. The construction of the new ring road will result in a permanent upwards shift of the prevailing noise levels in the vicinity of the alternative alignments which run through vacant open land and in some sections close to the noise sensitive areas. The impact on the environment and the noise sensitive areas can however be controlled or minimised by means of engineering control measures such as use of road surfaces with low noise levels and the construction of noise barriers. Noise barriers will be required in the vicinity of Wesselton (opp. Power Street). Wesselton (informal settlement), Ermelo Ext 32 East, Ermelo Ext 32 Middle, and planned George Botha Park. The noise level in excess of 60.0 dBA along the existing routes through the town in Ermelo exceeds the noise levels for residential areas, and any relocation of the routes will expose other residents to noise levels which are higher than the noise levels to which they are currently exposed to. Noise barriers will have to be provided along all the sections of the through routes in the vicinity of noise sensitive areas. The proposed ring road will however be free-flowing traffic where in the case of the existing through roads in Ermelo are a stop-start situation with higher noise levels. The relocation of the road from the current position through the town will reduce the already high noise levels which are experienced at the noise sensitive areas along the entire length of the road. The distance between the road and the NSAs will play an important role in noise propagation and how the continuous noise from the traffic will be perceived at the noise sensitive areas.

The traffic going through Ermelo will create an increased noise level as the heavy duty vehicles will stop and go at the traffic calming measures and at intersections. The most preferred route will be

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Alternative 3 as limited acoustic screening will be required in Wesselton, depending on the height of the alignment.

5.7 CONCLUSION OF SOCIO-ECONOMIC FINDINGS

A comparative assessment based on all the above specialist findings confirms Alternative Route 2 is the most preferred route option from a social, economic, heritage, and noise perspective. The findings are summarised in the table below. Table 23: Comparative route assessment based on socio-economic findings

SPECIALIST STUDY PREFERED DECIDING FACTOR ROUTE OPTION Social Impact Assessment Alternative Route 2 It is evident that the south-east link (between the R65 and N2) is not traffic intensive (only 3% of light vehicles and 1% of heavy vehicles uses this road), which makes Alternative 2 more desirable from a Social Impact perspective (SANRAL’s preferred alternative is Alternative 3). Furthermore, the implementation of the east- west link through Wesselton/Ermelo is crucial for integrating the proposed ring road with the current service offerings of Ermelo. Economic Impact Assessment Alternative Route 3 It is evident that Alternative Three reflects the highest economic ratings, with the lowest sensitivity ratings – reflecting the best choice from an economic perspective. Heritage Impact Assessment Alternative Route 2 Alternative 2 is the preferred route from a heritage perspective, as it is the only route without any heritage sites or features identified. Noise Impact Assessment Alternative Route 3 The most preferred route will be Alternative 3 as limited acoustic screening will be required in Wesselton, depending on the height of the alignment.

As indicated in Table 23 above, Alternative Route 3 is the most preferred route option based on socio- economic specialist findings, followed by Alternative Routes 2 and 4 respectively. However, it should be noted all the specialist studies were conducted during the time when Alternative Route 1 was considered not feasible due to the safety concerns associated with the undermined areas underlying the north eastern alignment. This to a certain extent influenced the specialist’s choice of the preferred route option though it was largely based on their findings.

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SECTION 6: TRAFFIC SURVEY AND SPATIAL PLANNING INITITAVES

This section assesses the need for the proposed ring road development based on current and projected traffic volume in relation to spatial planning priorities and policies. It answers the following question:

“Is this development provided for in the infrastructure planning of the municipality, and if not what will the implication be on the infrastructure planning of the municipality (priority and placement of services and opportunity costs)”.

6.1 TRAFFIC SURVEY

A Traffic Survey was conducted by AECOM to inform the Route Determination process, with the objective of: Quantifying current traffic volumes and the expected future traffic volumes travelling to and from, as well as through Ermelo. Investigating all the four proposed alternative routes o 3 Ring Road Options; and o Upgrade of Existing Ermelo Road Network. Selecting the most appropriate route from a traffic point of view.

Subsequent sub-sections below summarise the main findings of the Traffic Survey report attached in Appendix 11.

6.1.1 Study area

The study focused on the national routes passing through Ermelo, N2, N11 and N17 as well as two provincial routes R39 and R65. A screen line was drawn around Ermelo, and traffic surveys were conducted on the screenline at the crossing points of each of the respective major national or provincial routes into town (refer to Figure 31below). Traffic surveys were also conducted at critical intersections on the Ermelo road network. The survey locations are indicated in Table 24.

Table 24: Traffic survey locations

Route Location N11 North of Ermelo N11 South of Ermelo N17 West of Ermelo N17 East of Ermelo N2 South-east of Ermelo R39 South-west of Ermelo R65 East of Ermelo Manual Traffic Counts Intersection 1) Fourie St/Church St 2) Oos St / Fourie St 3) Joubert St/ Church St 4) De Clercq St/ Church St 5) Wedgewood Ave / Border St 6) Border St / Voortrekker St 7) Voortrekker St/ Church St 8) Havenga Rd / Voortrekker St

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Figure 31: Study area map for traffic surveys

6.1.2 Data collection and Analysis

Electronic Traffic Counts Seven (7) day electronic counts were conducted during May and June 2012, along the screen line on all the routes, to ensure adequate information for the purpose of the study. The locations and numbers of electronic traffic counting stations are shown in Figure 32. A summary of the Average Daily Traffic (ADT), Average Daily Light Traffic (ADLT) and Average Daily Truck Traffic (ADTT) is given in Table 25 below.

Table 25: 7- Day Electronic traffic counts, May 2012

Road Site ID ADT ADLT ADTT %HV N2 South 089 3 156 2 499 657 21% N11 North P473 4 154 2 956 1 198 29% N17 East P474 5 394 4 497 897 17% N17 West P713 3 089 2 283 806 26% N11 South P714 2 391 1 606 785 33% R39 West 6113 2 631 2 204 427 16% R65 East 6127 858 738 120 14%

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Figure 32: Location of electronic counting stations (Image from AECOM TS, pg 4)

Origin Destination Surveys Origin-Destination (OD) surveys, for a typical weekday, were conducted from Tuesday to Thursday (13 – 15 August 2013) from 06h00 – 18h00 at each of the crossing points on the screen line. The purpose of this survey was to develop an understanding of the potential users of a new ring route, and to determine which of the ring route alignments would best serve the demand. Four different trip types were observed based on the above OD survey results. 1. Through trips – long distance trips travelling through Ermelo. 2. Short stop trips – vehicles that make a convenience stop in Ermelo, this includes stopping for fuel or food.

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3. Stopover trips – vehicles that stopover in Ermelo for purposes excluding convenience stops, like business or education. 4. Trips originating or terminating in Ermelo.

The samples surveyed during the OD surveys revealed the following splits (Table 26):

Table 26: Split for Trip Types

Percentage of surveyed sample Light vehicles Heavy vehicles Will not stop in Ermelo 28% 52% Will make a convenience stop in 4% 7% Ermelo Will stop in Ermelo 8% 8% Trip originates / terminates in 60% 33% Ermelo Total 100% 100%

Through trips and short stop trips have no specific purpose in Ermelo itself and can be grouped together as long distance through traffic. Stopover trips and trips originating and terminating in Ermelo have a specific purpose in Ermelo and can be grouped together as Ermelo based trips.

OD Matrices

The electronic traffic counts were used to determine the annual daily traffic (ADT) on all the routes. The ADT volumes together with the OD survey data were then used to develop trip matrices for light vehicles and heavy vehicles respectively.

It is evident based on the matrices that the most prominent origin/destination is the N2 south and N11 north, followed by the N11 south and N17 west. The most prominent OD pair is the N2 south / N11 north, followed by significant contributions from the N11 north / N11 south and N2 south / N17 west pairs. These OD pairs alone represent roughly two thirds of all through trips. The results suggest that the ring road should link the N2 with the N11 north around the western side of Ermelo in such a way that the N17 west and N2 can link into the ring road efficiently. Such a ring road would service all OD pairs, except those involving the N17 east and R65 east, and would serve approximately 70 % of all the long distance traffic that currently travels through Ermelo.

6.1.3 Manual Surveys

Traffic surveys were conducted at the following critical intersections on the Ermelo road network:

- Fourie St / Church St; - Oos St / Fourie St; - Joubert St / Church St; - De Clercq St / Church St; - Wedgewood Ave / Border St; - Border St / Voortrekker St; - Voortrekker St / Church St; and - Havenga Rd / Voortrekker St.

The surveys were conducted during the morning (06h00 – 09h00) and afternoon (15h00 –

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18h00) peak periods. A distinction was made between light and heavy vehicles. A status quo operational analysis was conducted to determine what the current level of service is on the existing Ermelo road network. The analyses were based on the existing intersection layouts and AM and PM peak hour traffic volumes. The results indicate that currently all the intersections operate at an acceptable level of service and ample capacity is available.

6.1.4 Expected Future Traffic

A growth rate of 3% for light and heavy vehicles was selected for local Ermelo traffic.

Based on the regression analyses, light traffic on the N11 north increased at an average rate of 7% and light traffic on the N17 west increased at an average rate of 3.75%. An annual growth rate of 5% for the first 10 years and 3% for the following ten years was assumed as indicated in Table 27.

Table 27: Expected Annual Traffic Growth Rates

Light Vehicle Heavy Vehicle Local traffic 2013 -2033 3% 3% Long distance traffic 2013 -2023 5% 8% 2023 - 2033 3% 4%

The annual growth in truck traffic is not consistent as indicated on the graphs. On the N11 north there was an increase of 200 trucks from 2004 to 2005 and on the N17 west there was an increase of 250 trucks from 2005 to 2006. This is mainly due to the coal mines surrounding Ermelo. An annual growth rate of 8% for the first 10 years and 4% for the following 10 years was assumed as indicated in Table 27 above.

6.1.5 Route Analyses

Heavy vehicle traffic in the Ermelo CBD is currently a significant concern which is likely to be exacerbated as more coal mines open in the vicinity. Although bypass routes for heavy vehicles have been identified, the use of these routes by heavy vehicles is not enforced and the roads have not been adequately developed (eg. Havenga Road, which is earmarked as the eastern bypass for heavy vehicles). The implementation of an effective strategy to minimize heavy vehicle traffic in the Ermelo core area will make a significant contribution to maintaining the quality of this area.

The capacity of the proposed alternative routes were analysed for the base year (2013) and a future horizon year (2033).

The link capacity for alternative 1 – 3 was analysed based on a two-lane highway according to the HCM(ref 1). Based on link capacity Alternative 1 has ample spare capacity in the base and horizon year. Alternative 2 has ample capacity in the base year. In the horizon year the east west link (N17 W N17 E / R65) will have to be upgraded to a multilane highway with 2 lanes per direction. Alternative 3 will have sufficient capacity on all links during the base and horizon year.

Alternative 2 provides direct alternative routes to all of the major OD pairs and accordingly has the best utilisation of the three alternatives.

For alternative 4 the critical intersections were analysed, taking into account the required minimum upgrades, to determine the operational LOS. All intersections will operate at an acceptable level of service during the base year. Improvements will be required at four intersections in the horizon year: Installation of a traffic signal, when warranted, at the listed intersections: o Oos St / Fourie St

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o Wedgewood Ave / Border St o Border St / Voortrekker St Additional north south through lane on Havenga Rd

It is evident based on a travel time estimate that a significant benefit in terms of travel time will result from the ring road. Conservative travel speeds were used in the calculation of travel time through town. Apart from intersections there is a lot more friction when driving through town that will result in lower travel speeds than 50 – 80 km, particularly on the sections with on-street parking, business accesses on sidewalks, etc. In addition to the reduced travel time the ring road also has the added benefit of the driver not having to leave the highway.

6.1.6 Recommendations

The following recommendations were made based on the findings of the Traffic Survey: Based on safety and mobility, alternative 4 is not recommended. Alternative 1, 2 and 3 are all viable solutions. Taking into account mobility, safety as well as utilisation and capacity it is recommended that alternative 2 be implemented from a traffic point of view.

6.2 SPATIAL PLANNING ANALYSES

The following local planning and development guidelines were consulted in determining the relevance of the proposed ring road development in terms of spatial needs and priorities: Msukaligwa Integrated Development Plan 2015/16. Msukaligwa Local Municipality Spatial Development Framework (SDF), March 2010 Msukaligwa Environmental Management Framework (EMF), August 2010

6.2.1 Msukaligwa Local Municipality Draft IDP 2015/2016

According to the latest MLM-IDP, the MLM economy is largely based on coal mining, agriculture, forestry and timber processing. Eskom’s Camden power station is strategically located within the municipality and receives its coal supplies from the surrounding coalmines stretching as far as Albert Luthuli Municipality. Coal haulage/transportation has therefore been identified as one of the important economic sectors in terms of its contribution to employment and local economic development in Ermelo. The roadmap for Ermelo’s economic development is enshrined in MLM’s economic development strategy. This strategy is based on the municipal’s role of identifying and providing an enabling environment for economic development, and it focuses on job creation, promoting and supporting SMME’s, sustaining existing business, promotion of tourism, increasing local beneficiation and shared growth. The proposed ring is therefore in line with the MLM economic development strategy in terms of promoting local economic growth and job creation.

The proposed ring road is in line with the municipal’s Integrated Transport Plan (ITP), which seeks to address transport issues within the Municipality and the District at large. The ITP, according to the MLM- IDP, has managed to address the transport system demand and supply with regard to modal split between private, public and non-motorised transport for the district as well as the local municipality. The plan also recognises the strategic and economic importance of the N2, N11 and N17 as development corridors with great potential for promoting economic growth in Ermelo and the district at large. The development of these corridors is being implemented as part of a freight logistics strategy, which aims to address challenges related to the road freight transportation of mainly coal and other commercial commodities such as timber, and agricultural products produced in and around Ermelo.

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6.2.2 Msukaligwa Local Municipality SDF, 2010

The MLM- SDF provides an integrated approach to urban development in Ermelo, and one of its main objectives, as outlined in the SDF, is to: “Provide a visual representation of the desired spatial form of the Municipality, which representation will: Indicate where public and private land development and infrastructure investment should take place; Indicate desired or undesired utilisation of space in a particular area; Delineate the urban area; Identify areas where strategic intervention is required; and Indicate areas where priority spending is required”.

The SDF seeks to address issues pertaining to public and private land development, infrastructure investment, desired or undesired utilisation of space, areas where strategic intervention is required as well as areas where priority spending is required.

In terms of identifying areas of future economic growth, the following opportunities are listed in the SDF: Transport and logistics – the study area or town of Ermelo is located within two major transportation corridors the N17 Gauteng/Swaziland road corridor and the N17/N2 Gauteng/Richards Bay road and rail corridor. The importance of these corridors in the local economy is reflected by the large number of transport and related businesses in Ermelo. The proposed ring road is therefore an important investment for increasing mobility and economic growth in both corridors. Coal mining – the town of Ermelo is surrounded by coal mines and plans are in the pipeline for a number of new coal mines around the town and these will have a significant positive impact on the local economy, not only directly through the creation of more jobs, but also indirectly through the stimulation of other economic sectors such as transport, construction etc. The coal transportation industry is closely linked to this growth and the proposed ring road will improve the existing coal haulage network. Agriculture – the proposed ring road development site is located outside the urban edge on predominantly agricultural land. However, according the SDF, the contribution of agriculture to the local economy is small. The municipality is looking for opportunities in local beneficiation of agricultural products in order to improve the economic viability of the industry. Eco-tourism – the N17 East is major tourist route to the Chrissiesmeer lakes and incorporates some unique landscapes. The development of this route through the proposed ring road is therefore an important investment for tourism in the area.

One of the major challenges to economic growth identified in the SDF is inadequate infrastructure. The SDF acknowledges the importance of sound infrastructure as a key pre-requisite for sustainable economic growth. The proposed ring road is a national infrastructure project, which is expected to result in economic spin-offs to the local and regional economy.

In terms of transportation, and the major road system in particular, the following proposals are made in the SDF: 1. “All the national roads (N2, N11 and N17) currently pass through Ermelo and traffic along the roads contributes significantly to the local economy, not only in terms of business generated by passing traffic, but also in terms of transport and logistics support businesses and facilities. While the rerouting of these roads around the town will increase mobility and ease of travel for passing traffic, such a move may have significant adverse effects on the local economy and should therefore be carefully considered”. Findings of the Economic Impact Assessment (Appendix 15) confirm the route realignment will not result in a negative impact on the town economy as a whole, or in fact on the trade

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sector as a whole, but that it will be focused on very specific trade sector activities only, in particular filling stations and associated fast food restaurants. The economic impact is anticipated to create selected displacement effects. These displacements affect selected business enterprises and not the economy at large. The displacement effect (which creates only limited new business opportunities along the new alignment) will be offset by larger economic impacts and benefits. In short, the impact of route alignment does not affect negative long term structural economic changes. A short term construction benefit can typically be observed. Following route realignment, local economies reveal a similar and normalised growth trend, comparable with the local economy’s established long term growth trend. 2. “As far as the N17 is concerned, an option which could be considered is rerouting of the road through the vacant floodplain between Ermelo and Wesselton, as conceptually indicated on Map 37 (Refer to Figure 33 below, or Appendix 8). This realignment could also contribute to the diversion of heavy trucks around the Ermelo core area”. This east-west connection forms part of Alternative Routes 2 and 3. Challenges along this part of the route include the sewerage works, informal settlement south of Wesselton, stream and flood plain, and formal residential area of Ermelo Central south of the airport. As a result of space constraints, only two lanes per direction can be accommodated. Should this route be considered, a narrow diamond interchange will be required at the crossing of Kerk Street, including the retention of Mandela Drive with an over- or underpass. The vertical alignment at the residential area of Ermelo Central will have to be lowered as much as possible to mitigate noise and other related impacts as much as possible. 3. Heavy traffic in the CBD remains a massive problem which is likely to be exacerbated as more coal mines open in the vicinity. Although bypass routes for heavy vehicles have been identified, the use of these routes by heavy vehicles is not enforced and the roads have not been adequately developed and maintained (e.g. Havenga Road which is earmarked as the eastern bypass for heavy vehicles). The ultimate aim of the proposed alternative route is to provide a route for the long distance traffic to travel on without interference from local traffic, to reduce congestion in the built-up area, and to improve road safety. A travel time comparison conducted as part of Traffic Survey indicates a significant benefit in terms of travel time will result from the ring road. Conservative travel speeds were used in the calculation of travel time through town. Apart from intersections there is a lot more friction when driving through town that will result in lower travel speeds than 50 – 80 km, particularly on the sections with on-street parking, business accesses on sidewalks, etc. In addition to the reduced travel time the ring road also has the added benefit of the driver not having to leave the highway. 4. The implementation of an effective strategy to minimise heavy vehicle traffic in the Ermelo core area will make a huge contribution to maintaining the quality of this area. In this regard, a specialist traffic study must be commissioned by the municipality as a matter of priority. Refer to Appendix 11 for the Ermelo Ring Road - Traffic Survey Report.

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Figure 33: Msukaligwa Local Municipality Spatial development map (SDF,2010)

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In terms of future plans for road development, upgrade and maintenance, the following proposal is made in the SDF:

“National roads N2, N11, and N17 provide good regional accessibility for the municipality, linking to Kwa - Zulu Natal to the southeast and south, Gauteng to the west, the N12 Maputo Corridor to the north and Swaziland to the east. All the national roads currently converge and interconnect in Ermelo/Wesselton, adding value to its potential as a regional transport and logistics hub. Whilst one understands the importance of ensuring maximum mobility along national roads, passing traffic on these very roads contribute substantially to the local economy in Ermelo and their possible future realignment to bypass the town will cause massive damage to existing business and the future growth prospects of the town. For this reason it is proposed that, when any of these roads be upgraded in future, their existing alignments through Ermelo be changed as little as practically possible”. Refer to point number 1 above.

6.2.3 Msukaligwa Local Municipality Environmental Management Framework, 2010

The purpose of the EMF is to serve as a management and decision-making tool that provides authorities with information about the ‘state of the environment’ and the associated planning parameters. The EMF, seeks to support decision-making that will ensure the sustainable management and conservation of natural resources, and focuses on identifying areas of environmental sensitivity and activities putting pressure on these areas.

Herewith a brief summary of key environmental issues identified in the EMF, and how these have been investigated as part of this EIA.

Rivers and drainage lines

Development in areas close to rivers or drainage lines increases the risk of impacts on water and riverine ecology, and flood plains are important for flood attenuation. In order to conserve and protect waterways, 32m river and drainage line buffers or the 1:100 year flood line [whichever is greater] must be seen as no- go areas. Development is restricted in river and drainage line buffer areas as well as floodplains.

All the proposed alternative routes cross several drainage lines and wetlands in various locations. A Wetland Delineation and Functional Assessment has been conducted as part of this EIA. Refer to Appendix 13 for the report, and Section 4.2 of this report for a summary of the findings. A Water Use Licence Application in terms of Section 21 of the National Water Act will be submitted to the Department of Water Sanitation for all the proposed wetland crossings either during the preliminary or detailed design phase.

Biodiversity conservation areas

Sensitive vegetation types such as grasslands support important ecosystems and are poorly conserved. Transformation of these grasslands should be prevented as they cannot be rehabilitated once transformed. Refer to Appendix 14 for the Ecological Assessment Reports, and Appendices 9(a) to 9(c) for the Ecological Sensitivity maps.

According to the Ecological Assessment, all the potential adverse impacts associated with the construction of the road through sensitive grasslands can be effectively mitigated provided the contractors strictly adhere to the requirements and conditions of the Ecological Management Plan to be appended in the EMPr.

Agricultural potential

The majority of soils across the Msukaligwa display a high to moderate land capability, with potential for cash crop production. Class I areas of high arable potential occur in a band stretching from just north of Lothair to south east of Ermelo. No such areas were observed or identified along the alternative routes

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] based on the findings of the Agricultural Potential Assessment attached as Appendix 12. However, the findings confirm sections of farms with high grazing capacity will be affected especially along the south east to eastern areas. This can be avoided through proper planning and consultation with the affected farmers during the preliminary design phase.

EMF Sensitivity maps

ILA reviewed the sensitivity maps included in the EMF to identify how the proposed route alignments affect areas of ecological or environmental importance as identified in the EMF. As per the EMF biodiversity conservation plan the alignments predominantly traverse transformed areas, and a few areas classified as irreplaceable (refer to Appendix 9(b)). These areas were investigated and assessed as part of the Ecological Assessment (Appendix 14).

6.2.4 Mpumalanga Biodiversity Conservation Plan, 2007

The Mpumalanga Tourism and Parks Agency (MTPA) and the Department of Agriculture and Land Administration (DALA) have jointly developed the Mpumalanga Biodiversity Conservation Plan (MBCP). The conservation plan is intended to guide conservation and land use decisions in support of sustainable development.

The Alternative Routes 1 to 3 were superimposed on the Biodiversity Conservation Plan as these alignments are greenfields (Appendix 9(b)). The north eastern, southeast and eastern alignments of Alternative Routes 1, 2 and 3 pass through critical biodiversity areas identified as irreplaceable or highly significant from a biodiversity point of view [highlighted in orange]. ILA verified the location of these areas with the biodiversity specialist who confirmed that these areas were linked to drainage lines and watercourses, grasslands and ridges. Alternatives 1 to 3 also transect areas identified as necessary, which are considered important areas of natural vegetation that play an important role in meeting biodiversity targets. These areas were investigated and assessed as part of the Ecological Assessment (Appendix 14).

Sensitive areas, which require further investigation, are those identified as Irreplaceable, Necessary and areas falling within the 5km buffer of a protected area.

6.2.5 Conservation Areas

As indicated by the conservation map in Figure 34, the study area is not affected by any conservation areas.

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Figure 34: Msukaligwa Municipality Conservation areas map [Image Msukaligwa Municipality]

6.2.6 Regional Open Space System

The proposed regional open space system is predicated on the ridges, major water courses and other natural features within the study area and accommodates the Mpumalanga diversity corridor proposed by the provincial government. The main land use within the proposed open space system is commercial agriculture, mainly grazing with some cultivation. The objective in this area will be to maintain and where applicable, restore biodiversity.

Figure 35: Msukaligwa Municipality planning areas map [Image Msukaligwa Municipality]

As shown in Figure 35, it is evident that the area under investigation falls outside the Open Space Corridor. The proposed ring road development will provide the required connectivity as part of the planned N17/N2 development corridor.

6.2.7 Rural Land Management

Rural local economic development and land reform are seen as crucial to the future political stability and economic growth within the municipality, and as such, focus areas for these initiatives have been identified and are briefly discussed hereunder. The area east of Ermelo/Wesselton between the Lothair railway line and the N2. The land is well situated close to the main urban area in Msukaligwa and is very accessible via a number of main routes. Some of the area is underlain by soils of high and intermediate suitability for arable agriculture. The dominant land uses are grasslands used for grazing and cultivated land. The area south of Ermelo and the Johannesburg/Richards Bay rail line, east and west of the N11. This area is also well located close to main transportation routes and Ermelo. Most of the land is

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underlain by soils of intermediate suitability for arable agriculture, with the dominant land uses being cultivated fields and grazing. The area along the northwestern edge of Msukaligwa, up to the N11. This area contains some of the best arable land in the municipality, with the dominant land use being cultivated fields. Sections of these areas are traversed by the alternative routes, but according to the Agricultural Potential Assessment (Appendix 12), none of the high potential arable land is affected.

6.3 URBAN EDGE MANAGEMENT

The main purpose of the urban edge is to prevent leapfrog development. A number of spatial development principles, such as densification and infilling, integration of land uses, optimal use of existing bulk infrastructure and other services, sustainable development, etc. will be promoted by the enforcement of an urban edge policy. The urban edge should not be seen as a rigid planning mechanism, which is designed to stifle all development initiatives – it should rather be regarded as a tool designed to redirect urban growth into more desirable patterns and areas, within a fixed time frame. All the proposed alternative routes are not considered in conflict with Municipal planning in terms of land use management. It is anticipated that new developments will establish within the vicinity of the ring road, as it will provide various development opportunities. As depicted in Figure 33 or Appendix 8, it is evident that the urban edge extends toward the south of Ermelo. During initial engagements with the town planner Mr Jan Bouwer at the Msukaligwa Municipality it was confirmed that future planning for Ermelo extended toward the south. Engagements are still ongoing with the municipal town planning authorities on all technical issues associated with the proposed alternative routes.

6.4 CONCLUSION

None of the Alternatives are situated within Conservation area identified in the SDF; The Alternatives are situated within areas of medium to low sensitivity; Portions of all 3 Alternatives are situated within the area forming part of the Regional Open Space plan [most northern connections onto the N11]; All the 3 Alternative routes traverse the Open Space network of Ermelo, associated with existing watercourses or riparian zones. Portions of the 3 Alternatives are located within areas identified by the Municipality for rural land reform and local economic development. The development of a ring road will result in an extension of the urban edge. Engagements are still ongoing with the municipal town planning authorities on all technical issues associated with the proposed alternative routes.

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SECTION 7: PUBLIC PARTICIPATION PROCESS

The public participation process conducted to date is in terms of Chapter 6 of the EIA Regulations, 18 June 2010.

7.1 PRE-APPLICATION CONSULTATION

The initial public participation process commenced on 29 April 2013 and included the following:

Advertisements in the Highveld Tribune, die Hoëvelder and the Sunday Times; 11 Site notices were erected throughout Ermelo at the following locations; o the Msukaligwa Municipal Building at corner Taute and Church Street [in English and in Siswati], o the Ermelo public library, o local shopping centres – Shoprite, Clicks, and Afgri at corner Pet and Church Street, o the local clinic in Wesselton, o the corner of Pet Street and Kerk Street, and o the Ermelo Visitors Information Center at corner Taute and Church Street. Distribution of notification letters to all landowners directly affected by the alignments and property owners situated within 100m of the alignment; Distribution of notification notices to the Ward Councillors, the Speaker’s office, the Mayor’s office and other stakeholders such as the Ermelo Taxi Association, Cosatu, the District Municipality etc [Refer to Appendix 21(a) for the I&APs database]. Communication with the Speaker’s Office.

7.2 IDENTIFICATION AND REGISTRATION OF I&APS

A detailed database containing the contact names of all registered interested and affected parties, including stakeholders, surrounding community members, ward councillors, business and community associations or organisations, and relevant state departments, has been compiled. This database will remain open for the registration of any interested and affected party during the EIA process. Please refer to Appendix 21(a) for the I&APs database.

7.3 PUBLIC NOTIFICATION

7.3.1 Newspaper Advertisements

An advertisement, notifying the public of the EIA process, inviting I&AP’s to participate in the process by registering their comments with ILA (full contact details provided), and inviting the community to a public meeting, was placed in the Highveld Tribune, Hoëvelder and The Sunday Times on 29 April 2013 (Refer to Appendix 21(b) for copies of the adverts).

7.3.2 Site Notices

The surrounding communities and immediate adjacent landowners (within a 100m radius from the proposed alternative routes) were notified about the proposed development, and invited to register as interested and affected parties through distribution of the Background Information Document and display of 11 site notices. These site notices were erected on 29 April 2013 at selected visible locations in Ermelo, as shown in Figures 36 to 40 (Refer to Appendix 21(c) for proof the site notices).

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Figure 36: Site Notices in English and Afrikaans on the main door of the Municipal Building

Figure 37: Site Notices at Pick’n Pay, Ermelo

Figure 38: Site Notices in front of Clicks at The Oak Shopping Centre, Ermelo

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Figure 39: Site Notices inside the local clinic in Wesselton, Ermelo

Figure 40: Site Notices on a lamp post at the corner of Kerk Street and Pet Street, Ermelo

7.3.3 Background Information Document

The BID including the comments and response sheet was distributed to all the key stakeholders and registered interested and affected parties by post, fax, and email on 29 April 2013. Some of the BIDs were distributed by hand to members of the public, and in a few exceptional cases hand delivered to affected land owners with missing contact details. (Refer to Appendix 21(d) for a copy of the BID, Registration sheet, acknowledgment of receipt and proofs that stakeholders were notified).

7.4 SCOPING PHASE PUBLIC MEETINGS & COMMENTS

Successive Public Meetings with local stakeholder’s and community members were held in order to provide information and to give them the opportunity to comment and raise their concerns on the proposed Ermelo ring road. The first stakeholder and local community meetings were held on 10th and 11th May 2013 respectively, at the Ermelo Service Centre for the aged .

Twenty nine (29) I&APs attended the stakeholder meeting, while the community meeting was poorly attended, registering an attendance of only five (5) people. Refer to Appendix 21(e) for copies of the transcripts, attendance register, and power point presentation. Comments received during both meetings were noted and responded to by the available project team members. These are summarised, together

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] with all the other comments received to date during the public participation process in the Comments and Response Report attached as Appendix 23.

7.4.1 Key Stakeholder Comments

The following key stakeholders were consulted as part of the Screening and Scoping Phases.

Mpumalanga Department of Economic Development, Environment and Tourism [MDEDET] Mpumalanga Tourism and Parks Agency [MTPA] Mr. Athol Stark, Mrs. Janice de Jager, Mr. Gideon (surname unknown) Representing: Ermelo Business Chamber (EBA) Mr. Herman Bezuidenhout Representing: Msukaligwa Municipality Mr. Stanley Marsh and Mr. Herman Bezuidenhout Representing: Msukaligwa Municipality Mr Jan Bouwer Representing: Town Planning: Msukaligwa Municipality Mr Johan Blignaut Representing: The Farming community Mining Companies and Department of Mineral Resources (DMR)

Refer to Appendices 21(f) and 21(g) for copies of the comments received.

7.4.2 Comments from the Ermelo Business Association

A total of 11 663 comments and reply sheets were received by ILA on 31 May 2013, with the following number of comments:

There will be job losses (2062) Bypass will lead to retrenchments (469) Bypass will have a negative effect impact on the economy of Ermelo (544) Future growth will be compromised (446) It will have a negative impact on property values (219) Businesses will suffer and close down (527) I don’t want a bypass/ No Ring road (2286) Bypass is unnecessary (697) Service industry is faced with disaster (266) SANRAL is rushing ahead with this bypass (192) Public have not had enough time to relate their concerns (216) Sceptical about reasons given for the bypass (184) Individuals who approve of the proposed Ring Road (129) No comments (913) Lack of participation (50) Environmental concerns (6) Individuals who feel Ermelo will be “killed”/ become a ghost town (29) Blanks (76) Pages without sheet numbers (55) Individuals who oppose the ring road (similar duplicated comments) (1449) Individuals who oppose the ring road (Individual comments) (848)

As noted above, most of these comments are more or less similar and the majority of them were duplicated. Furthermore, most of the contact names and details on the comments sheets had the following irregularities:

Duplicated and dubious names; Invalid telephone and cell phone numbers; and Inaccurate physical and postal addresses.

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Due to the above stated irregularities and the cumbersome amount of the comments sheets, no scanned copies have been attached to this report. Refer to the comments and response report in Appendix 23 for the responses made to the above listed comments .

7.4.3 Meeting with the Executive Mayor and Ward Councillors

The first meeting with the Executive Mayor was held on 25th June 2013 at the Ermelo Civic Centre in Ermelo. The meeting was attended by the following project team members:

SANRAL – Mr Ismail Essa (Regional Manager) and Mr Klaus Schmid (Project Manager); Interdesign Landscape Architects (ILA) - Mrs Shalini Chetty (Environmental Assessment Practitioner) and Mr Mazolo Dube (Environmental Assessment Practitioner); and AECOM - Mr Neil Uys (Candidate Engineer Transportation).

The following Mayoral team attended the meeting : Executive Mayor - Mr Bongwe Sipho; Municipal Manager – Mr Thami Dlamini; Member of the Mayoral Committee – Ms Mapulane Nkosi; and Manager in the Executive Mayor’s Office – Mr Stanley Marsh.

The purpose of the meeting was to provide an update to the Executive Mayor and his team on the progress made in determining the alternative routes for the proposed ring road, and to brief him on the EIA progress to date including the outcome of public participation meetings held. Refer to the Minutes of the meeting in Appendix 21(h).

A number of important issues were raised during the meeting and these include: SANRAL highlighted a number of challenges they are currently facing with the proposed alternative routes, particularly township development and undermining, and requested the Mayor’s assistance in clarifying some of these issues. The Executive Mayor acknowledged the highlighted challenges and informed the project team that they currently have a council resolution that mandates the District Municipality to assist with such issues and challenges related to planning. The Executive Mayor expressed his concern about how information regarding the proposed project is being communicated. He pointed out that his Office has on occasion been informed about the matters related to the proposed project through the media, which is not the appropriate line of communication. He requested that his Office be provided with first-hand information before it is released to the media. The project team was requested by the Executive Mayor to further investigate the proposed alternatives before they are fully presented to the public. Part of this investigation includes consulting the Municipality’s spatial development plans to ensure well consolidated options are brought to the table. The Municipal Manager was requested by the Executive Mayor to establish a Technical Committee that specifically deals with such related projects, and to ensure that the identified spatial issues are identified and resolved. ILA, in its EIA update, highlighted to the Mayoral team the possible delays in the finalisation and release of the Draft Scoping Report due to the extended delays in determining the most feasible route Alternatives. The project team was requested by the Executive Mayor to inform his Municipal Offices or the Technical Committee first when the detailed alternatives are available for public comment. SANRAL agreed to this request, however noting that this would affect the projected completion date.

Immediately after the Executive Mayor’s meeting, an information session about the proposed development was held with the Ward Councillors in the Council Chamber. Information about the project and EIA process was presented on power point slides and Ward Councillors were encouraged to communicate this

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] information to their respective communities. They were also provided with BIDs and comments sheets for distribution in their respective wards.

In addition to the project team members who attended the Executive Mayor’s meeting earlier, also in attendance was the Socio-economic specialist, Ms. Carene Kruger from Strategic Environmental Focus who presented on social impacts.

Approximately 21 Councillors attended the meeting (Refer to Appendix 21(h)for the attendance register). After the presentation, Councillors were given the opportunity to raise any concerns or issues they might have about the proposed ring road or bypass. No major issues or concerns were raised, but they had a few questions. Refer to the comments and response report in Appendix 23 for the type of questions asked and responses given.

7.5 REVIEW OF DRAFT SCOPING REPORT

The Draft Scoping Report was made available for public review from 02nd October to 11th November 2013 (40 days, excluding school and public holidays). All registered interested and affected parties were notified of the availability of the report, and the names of the public places the report has been made available for review. In addition, drop box download links of the DSR were sent together with the email notifications. Copies of the DSR were distributed to the following registered key stakeholders:

Table 28: DSR distribution list for stakeholders

NAME NAME OF ORGANISATION / DEPARTMENT

Ms. Sindiswa Dlomo Department of Environmental Affairs Mr. Surgeon Mpumalanga Department of Economic Development, Environment and Marebane Tourism Mr Thabo Lerato Msukaligwa Local Municipality -Town Planning Section Motloung Mr. P Nkosi Gert Sibande District Municipality – Town Planning Section Mr. Dean Adupsan Mpumalanga Department of Water Affairs Mr. Phillip Hine South African Heritage Resources Agency Mr. Mervyn Lotter Mpumalanga Tourism and Parks Agency Mrs S Sengwayo Mpumalanga Department of Public Works Roads and Transport Mr. Bheki Nyathikazi Department of Agriculture, Rural Development and Land Administration – Mpumalanga Mr. A Tshivhandekano Department of Mineral Resources Mr. Mafika Mkhwanazi Transnet Mr. William Lebotsa Eskom Mr. Andre Beetge Mpumalanga Wetland Forum Mr. SM Mtsweni Department of Human Settlement

In addition, hard copies of the DSR were made available at the following public venues in Ermelo:

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Table 29: Public venues for the DSR

Venue Address Contact Person Ermelo Public Library Corner Kerk and Taute Street Ms. Chrisna Calitz Ermelo 017 801 3594 Ermelo Tourism Office 59 Kerk Street (Visitor Mr. Athol Stark Information Centre) Ermelo

Wesselton Public Library Mabuza Street Ms. Nohlahla Mabusa P.O BOX 48 Ermelo 2350 017 801 3681

7.5.1 DEA Meeting

A meeting with the Department of Environmental Affairs was held on the 2nd of October 2013 prior to the release of the DSR for public review. The purpose of the meeting was to confirm with the department the public participation process followed to date, especially with regard to the 11 603 comments sheets received from the members of the Ermelo Business Association. The content of the Draft Scoping Report was explained to the DEA officials present in the meeting and all comments made were noted down. Refer to Appendix 21(j) for the minutes of the meeting. In concluding the meeting, a hard copy of the DSR was then handed over to the DEA official assigned to review the application.

7.5.2 DSR Open Day Session

Approximately a week and a half later after the circulation of the DSR for public review, a DSR open day session was held on the 19th of October 2013 at the AGS Church in Ermelo from 10:00 am to 14:00. The purpose of the open day session was to provide I&APs and the general public the opportunity to engage openly with the project team members on all the issues they might have about the proposed development or the DSR. Information contained in the DSR was presented in a simplified poster format for the ease of I&APs to understand (refer to Appendix 21). The following project team members were available during the open day session:

1. Independent Environmental Assessment Practitioner - Interdesign Landscape Architects 2. Project Engineers – AECOM 3. Social and Economic Impact Assessment Specialist – Strategic Environmental Focus

However, the open day session registered an attendance of only 22 people (see attendance register in Appendix 21(i)). Comments raised during the open day session were noted and responded to by the relevant project team member. These were incorporated in the Final Scoping Report

7.6 FINAL SCOPING REPORT

All the comments received following the circulation of the DSR and after the open day session were incorporated and responded to in the Final Scoping Report (FSR). Refer to the comments and response report in Appendix 23 for the comments and responses made following the review period of the DSR. Copies of the DSR comments received are also attached in Appendix 21(g).

The FSR, which reflects all the comments received, was submitted to the Department of Environmental Affairs on 18 November 2013, and all registered interested and affected parties were simultaneously notified of its availability for public review within 21 days from date of the notification. This means they had until 09 December 2013 to submit their comments in writing to the Department.

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The FSR and EIA Plan of Study therein, was approved by the Department on 06th March 2014. Refer to Appendix 10 for a copy of the DEA’s approval. As part of the approval, the DEA requested additional information to be included in this EIA Report, of which chief amongst the list, a summary of the comprehensive Risk Assessment Report pertaining to the safety factor required for the construction of the road over undermined areas. This Risk Assessment which is based on the findings of the Geophysical Investigation has caused a major delay in the submission of this Draft EIA Report to the Department. In an attempt to void lapstaion of the application, two requests for extension of timeframe have been granted by the Department to this date (Refer to Appendix 10 for all the DEA’s correspondence pertaining to the application)

A number of comments were also received from interested and affected parties during the 21 day review period of the FSR . Copies of these comments are attached in Appendix 21(g).

7.7 DRAFT EIA REPORT

This Draft EIA Report reflects all the comments received to date and includes all the information requested by key stakeholders s and the Department of Environmental Affairs. All comments received on the FSR have been incorporated and responded in the comments and response report attached as Appendix 23.

This Draft EIA Report, which includes detailed information on all specialist findings, is now available for public review within the regulated 40 days timeframe as provided in the EIA Regulations, 2010. All registered interested and affected parties and key stakeholders have been notified of its availability, and a copy of the report can be accessed for review only at the following public venues

1. Contact Person: Ms. Chrisna Calitz Ermelo Public Library Corner Kerk and Taute Street Ermelo Tel: 017 801 3594

2. Contact Person: Mr Athol Stark Ermelo Tourism Office 59 Kerk Street (Visitor Information Centre) Ermelo

3. Contact Person: Ms. Nohlahla Mabusa Wesselton Public Library Mabuza Street P.O BOX 48 Ermelo 2350 Tel: 017 801 3681

In addition, copies of the Draft EIA Report have been distributed to the following key stakeholders for review (Table 30).

Table 30: Draft EIA Report distribution list

NAME NAME OF ORGANISATION / DEPARTMENT

Ms. Sindiswa Dlomo Department of Environmental Affairs Mr. Surgeon Mpumalanga Department of Economic Development, Environment and Marebane Tourism Mr Thabo Lerato Msukaligwa Local Municipality -Town Planning Section

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Motloung Mr. P Nkosi Gert Sibande District Municipality – Town Planning Section Mr. Dean Adupsan Mpumalanga Department of Water Affairs Mr. Phillip Hine South African Heritage Resources Agency Mr. Mervyn Lotter Mpumalanga Tourism and Parks Agency Mrs S Sengwayo Mpumalanga Department of Public Works Roads and Transport Mr. Bheki Nyathikazi Department of Agriculture, Rural Development and Land Administration – Mpumalanga Mr. A Tshivhandekano Department of Mineral Resources Mr. Mafika Mkhwanazi Transnet Mr. William Lebotsa Eskom Mr. Andre Beetge Mpumalanga Wetland Forum Mr. SM Mtsweni Department of Human Settlement

Parties wishing to comment on the Draft EIA report or the project in general have until the 07th of December 2015 to submit their written comments to ILA.

A Public Open Day Session on the Draft EIA report will be held at the AGS Church in Ermelo, corner Sluiter and Fourie Street, on 7th November 2015 from 13h00 to 16h00. The major findings in the in the DEIAR will be presented in poster format (A2 Size Posters), and the opening session will include formal presentations. All registered interested and affected parties are invited to attend, and formal invitations have been sent by email.

Another meeting was held with the Departmemt of Environmental Affairs prior to submitting the DEIAR.

7.8 FINAL EIA REPORT

All comments received upon the 40 day review period will be incorporated and responded to in the Final EIA Report (FEIAR) for submission to the DEA. Registered interested and affected parties will be provided with another opportunity to comment on the FEIAR within a 21 day review period, however, they are required to submit their comments in writing directly to the DEA with ILA copied in all correspondence. No further public meetings or engagements will be held following the submission of the Final EIA Report and EMPr unless if required by the DEA.

Table 31 below summarises the estimated timeframes for the Draft and Final EIA Phases based on the assumption there are no further delays. Table 31: Draft and Final EIA Programme

ACTIVITY ANTICIPATED TIMEFRAME EIA PHASE Prepare Draft EIA Report & EMPr [3 weeks to prepare 07 Sept to 28 Sept 2015 upon receipt of all outstanding info] Internal review of the report by SANRAL and AECOM 29 Sept to 06 Oct 2015 (one week) Hold Focus Group Meeting with the Msukaligwa Local Municipality (MLM) Executive Mayor, and Technical 14 October 2015 Committee (one week for preparation)

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Make amendments or changes if necessary based on the MLM Technical Committee’s recommendations or 15 Oct to 22 Oct 2015 suggestions (one week) Submit Draft EIA Report & EMPr to DEA, and make it 26 Oct to 07 December 2015 (School and available for review by registered Interested and Affected public holidays excluded) Parties and other stakeholders [40 day comment period] Hold DEIAR Public Open Day End October/ beginning November 2015 Finalise EIA Report & EMPr, and make it available for 11 January 2016 to 03 February 2016 (School review by registered Interested and Affected Parties and and public holidays excluded) other stakeholders [21 day comment period] Submit Final EIA Report & EMPr to DEA [Authority review period:14 day acknowledge receipt, 60 day accept / 09 February 2016 to June/ July 2016 reject report, if accepted 45 day review, 2 days to issue decision] Issuing of Environmental Authorisation July 2016

Upon issuance of the DEA’s decision, all registered I&APs will be notified of the decision and reasons thereof, and how they can lodge an appeal against the decision if anyone wishes to do so.

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SECTION 8: IMPACT ASSESSMENT AND MITIGATION

This section assesses all the identified potential environmental impacts anticipated during the construction and operational phases of the proposed ring road, and the necessary mitigation measures based on proven and best environmental management practices.

8.1 ANTICIPATED ENVIRONMENTAL IMPACTS

Table 32 below summarises some of the potential adverse or negative and positive or beneficial impacts identified in each of the project phases. Table 32: Summary of potential environmental impacts

CONSTRUCTION OPERATION SOCIO-ECONOMIC ENVIRONMENT BENEFICIAL OR POSITIVE Skills development and creation of job Availability of route options for long distance opportunities. traffic. Potential business opportunities for local Less traffic congestion and time saving. contractors, service providers, and material Catalyst for economic growth, as it would suppliers, particularly in the road construction decrease costs for the transportation of sector. goods and encourage investment in the local and regional economy. Impact on aesthetics of the area and genius loci (Sense of place). Improved air quality – reduced vehicle emission plumes in Ermelo’s CBD. Improvement of noise along current route through town. Reduced operational costs for heavy vehicles. Reduced travel distance and travel time. Potential benefits for new trade based activities [e.g. fast food outlets, filling stations, truck stops] along new route. Improvement in traffic and pedestrian safety in town. Facilitates better urban planning through an efficient and sustainable transport system and road network. The opening up and availability of more parking space along the current inner city route. Job creation; and Income multiplier effect of investment. ADVERSE OR NEGATIVE Impact on aesthetics of the area and genius Potential loss of revenue for local businesses loci (Sense of place); located along the current route and reliant on Noise emanating from construction & dust direct access and visibility from the freeways generation could impact on adjacent [e.g. filling stations, automotive repairs, catering properties; establishments, short-stay establishments – loss Heavy vehicle traffic increase that could impact of transient trade]. negatively on safety and quality of existing Impacts to transient traffic volumes resulting in roads; potential decline in business volumes and Crime may increase as a result of contract potential closure of businesses dependent on workers in the area; trade along the current bypass.

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Possible damage/ loss of subterranean Shift in local jobs related to travel-related artefacts. businesses and impacts to demand for travel- Health and safety aspects associated with related businesses. construction workers (HIV) Potential impact on the pricing of goods and services. Loss of tourism potential for Ermelo. Health and safety aspects (i.e. potential job losses/ criminal activity associated with major roads such as prostitutes and hitchhikers). Impact to Noise sensitive areas where routes pass through residential areas. Safety of pedestrians where routes are proposed to pass through residential townships. Potential road safety concerns in areas where the proposed routes pass over historically undermined surfaces. Displacement of local economic benefits. Fragmentation of farmland - Impact to properties utilised for agricultural land uses. BIOPHYSICAL BENEFICIAL OR POSITIVE Rehabilitation of degraded or disturbed areas, Potential enhanced protection of existing after construction. ecological systems. ADVERSE OR NEGATIVE De-vegetation of area of construction - impacts Spillages of hazardous substances along the to sensitive features such as watercourses and route could impact on water bodies and pristine grasslands [habitat for birds, terrestrial downstream users. mammals and herpetofauna]; Irreversible habitat loss and fragmentation. Increased erosion risks due to clearance of Increase of hard surface area [erosion and vegetation and associated increase in pollution risks]. sediment loads to watercourses; Permanent loss of biota within the footprint of Fragmentation of habitat and migration the road. corridors; Reduction in the extent of conservancy, affecting Impacts to wetlands [impoundment of flows, the mobility, migration, and interaction of fauna. interception of subsurface flows – impact to Water quality deterioration from stormwater run- functional integrity]; off. Loss of wetland habitat; Contamination risks to watercourses due to stockpiling of construction material, generation and disposal of building waste & liquids, vehicle and machinery maintenance.

8.2 IMPACT ASSESSMENT AND MITIGATION

This section assesses each identified potentially significant impact in terms of Regulation 31(2) (k) & (l) of the EIA Regulations, 2010. The methodology used in assessing impact significance is attached in Appendix 25. The following factors were considered in the assessment, as indicated in the impact evaluation in Table 33 below. Cumulative impacts. The nature of the impact. The extent and duration of the impact. The probability of the impact occurring. The degree to which the impact may cause irreplaceable loss of resources. The degree to which the impact can be mitigated.

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Table 33: Impact Evaluation

ENVIRONMENTAL IMPACTS NATURE, PROBABILITY & SCALE OF IMPACT SIGNIFICANCE RATING (SR)

GATIVE (+/ POSITIVE/NE ECT INDIRECT/DIR OCCURENCE OF PROBABILITY TERM TERM/LONG SHORT NAL LOCAL/REGIO CUMULATIVE RATING PROBABILITY RATING SEVERITY FACTOR INTENSITY FACTOR DURATION FACTOR SEVERITY SR

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)

Socio-Economic Income multiplier effect of investment. + I Probable LT R C 3 3 2 4 8 9:Medium Skills development and creation of job opportunities + D Definite ST L C 5 2 2 2 4 10:Medium Increased regional economic development + I Probable LT R 3 2 1 4 4 6:Low Increased employment opportunities + D Definite ST L 5 2 1 2 2 10:Medium Increased SMME opportunities + D Definite ST L 3 3 2 4 8 9:Medium Decline in HIV, STDs and prostitution in Ermelo + I Probable ST/LT L 3 2 1 4 4 6:Low Improved safety and mobility for road users + D Definite LT L/R 5 3 2 4 8 15:High Skills transfer + D Definite LT L 5 2 2 2 4 10:Medium Potential economic opportunities for local contractors providing services and supplies, + I Definite ST L 3 3 2 4 8 9:Medium particularly in the road construction sector. Availability of convenient and efficient route options + D Definite LT R 5 3 2 4 8 15:High for long distance traffic. Less traffic congestion through town. + D Definite LT L C 3 5 4 4 16 15:High Catalyst for economic growth, as it would decrease costs for the transportation of goods and encourage + I Probable LT R 3 3 2 4 8 9:Medium investment in the local and regional economy. Loss of revenue for local businesses - D Probable LT L C 5 2 2 2 4 10 - Medium Loss of natural capital - D Probable LT L 3 2 1 2 2 6:Low Land acquisition and resettlement impacts - D Probable LT L 5 3 2 4 8 15:High Impact on aesthetics of the area and genius loci - I Probable LT L 3 3 2 4 8 9:Medium (Sense of place). Improved air quality – reduced vehicle emission + I Probable LT L 3 2 1 4 4 6:Low plumes in Ermelo’s CBD. Page | 173

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ENVIRONMENTAL IMPACTS NATURE, PROBABILITY & SCALE OF IMPACT SIGNIFICANCE RATING (SR)

GATIVE (+/ POSITIVE/NE ECT INDIRECT/DIR OCCURENCE OF PROBABILITY TERM TERM/LONG SHORT NAL LOCAL/REGIO CUMULATIVE RATING PROBABILITY RATING SEVERITY FACTOR INTENSITY FACTOR DURATION FACTOR SEVERITY SR

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)

Improvement of noise along current route through + D Definite LT L 3 5 4 4 16 15:High town Reduced operational costs for heavy vehicles. + I Likely LT 3 3 2 3 6 9:Medium Reduced travel distance and travel time + D Likely LT 3 3 2 3 6 9:Medium Potential benefits for new trade based activities [e.g. fast food outlets, filling stations, truck stops] along + D Probable LT L 3 2 1 4 4 6:Low new route. Reduced traffic and improved pedestrian safety in + D Definite LT L C 5 3 2 4 8 15:High town. Facilitates better urban planning through an efficient + I Probable LT L C 5 3 2 3 6 15:High and sustainable transport system and road network. The opening up and availability of more parking + D Probable ST L 3 3 2 4 8 9:Medium space along the current inner city route. Job opportunities during construction. + D Definite ST L 3 5 4 4 16 15:High Impact on aesthetics of the area and genius loci - I Probable LT L 3 2 1 4 4 6:Low (Sense of place). Noise emanating from construction & dust - D Probable ST L 3 2 1 4 4 6:Low generation could impact on adjacent properties Heavy vehicle traffic increase that could impact - D Definite ST L C 3 2 1 3 3 6:Low negatively on safety and quality of existing roads Crime may increase as a result of contract workers - I Probable ST L 3 2 1 4 4 6:Low in the area. Possible damage/ loss of subterranean artefacts - D Probable LT L 3 2 1 3 3 6:Low Health and safety aspects associated with - I Probable LT L 3 2 1 4 4 6:Low construction workers (HIV). Potential loss of revenue for local businesses located along the current route and reliant on direct - I Probable ST L C 3 3 2 4 8 9:Medium access and visibility from the freeways [e.g. filling Page | 174

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ENVIRONMENTAL IMPACTS NATURE, PROBABILITY & SCALE OF IMPACT SIGNIFICANCE RATING (SR)

GATIVE (+/ POSITIVE/NE ECT INDIRECT/DIR OCCURENCE OF PROBABILITY TERM TERM/LONG SHORT NAL LOCAL/REGIO CUMULATIVE RATING PROBABILITY RATING SEVERITY FACTOR INTENSITY FACTOR DURATION FACTOR SEVERITY SR

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)

stations, automotive repairs, catering establishments, short-stay establishments – loss of transient trade]. Impacts to transient traffic volumes resulting in potential decline in business volumes and potential - I Probable ST L C 3 2 1 4 4 6:Low closure of businesses dependent on trade along the current bypass. Shift in local jobs related to travel-related businesses and impacts to demand for travel-related - I Probable ST L 3 2 1 2 2 6:Low businesses. Potential impact on the pricing of goods and - I Probable ST R 3 2 1 3 3 6:Low services. Loss of tourism potential for Ermelo. - I Probable ST L 3 2 1 2 2 6:Low Health and safety aspects (i.e. potential job losses/ criminal activity associated with major roads such as - I Probable ST L 3 2 1 4 4 6:Low prostitutes and hitchhikers). Impact to noise sensitive areas where routes pass - D Definite LT L C 5 3 2 4 8 15:High through residential areas. Safety of pedestrians where routes are proposed to - I Definite LT L C 5 3 2 4 8 15:High pass through residential townships. Potential road safety concerns in areas where the proposed routes pass over historically undermined - D Definite LT L C 3 5 4 4 16 15:High surfaces. Displacement of local economic benefits. - I Definite ST L C 3 3 2 4 8 9:Medium Fragmentation of farmland - Impact to properties - D Definite LT L C 3 3 2 4 8 9:Medium utilised for agricultural land uses. Biophysical Potential enhanced protection of existing ecological + I Probable LT L 3 3 2 4 8 9:Medium

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ENVIRONMENTAL IMPACTS NATURE, PROBABILITY & SCALE OF IMPACT SIGNIFICANCE RATING (SR)

GATIVE (+/ POSITIVE/NE ECT INDIRECT/DIR OCCURENCE OF PROBABILITY TERM TERM/LONG SHORT NAL LOCAL/REGIO CUMULATIVE RATING PROBABILITY RATING SEVERITY FACTOR INTENSITY FACTOR DURATION FACTOR SEVERITY SR

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)

systems. De-vegetation of area of construction - impacts to sensitive features such as watercourses and pristine - D Definite ST L 5 3 4 2 8 15:High grasslands [habitat for birds, terrestrial mammals and herpetofauna] Irreversible habitat loss and fragmentation. - D Definite LT R C 5 5 4 4 16 25:Very High Increased erosion risks due to clearance of vegetation and associated increase in sediment - I Probable ST L 3 3 2 3 6 9:Medium loads to watercourses. Fragmentation of habitat and migration corridors. - I Definite LT L & R C 5 3 2 4 8 15:High Impacts to wetlands [impoundment of flows, interception of subsurface flows – impact to - D Definite LT L 5 3 2 4 8 15:High functional integrity]. Loss of wetland habitat - I Probable LT L C 3 3 2 4 8 9:Medium Increase of hard surface area [erosion and pollution] - I Definite LT L C 3 5 4 4 16 15:High Permanent loss of biota within the footprint of the - I Probable LT L 3 5 4 4 16 15:High road. Contamination risks to watercourses due to stockpiling of construction material, generation and - I Probable ST L 3 3 2 3 6 9:Medium disposal of building waste & liquids, vehicle and machinery maintenance Water quality deterioration from contaminated - I Probable LT L 3 3 2 4 8 9:Medium stormwater run-off. Destruction or loss of wetlands floral diversity or - I Probable LT L C 3 3 4 2 8 9:Medium riparian communities. Loss of wetland and water dependant faunal diversity through migration and decline in animal - I Probable LT L C 5 3 2 4 8 15:High numbers

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ENVIRONMENTAL IMPACTS NATURE, PROBABILITY & SCALE OF IMPACT SIGNIFICANCE RATING (SR)

GATIVE (+/ POSITIVE/NE ECT INDIRECT/DIR OCCURENCE OF PROBABILITY TERM TERM/LONG SHORT NAL LOCAL/REGIO CUMULATIVE RATING PROBABILITY RATING SEVERITY FACTOR INTENSITY FACTOR DURATION FACTOR SEVERITY SR

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)

Loss of instream habitat due to changes in channel - I Probable LT L 3 5 4 4 16 15:High structure and condition Soil compaction and increased risk of sediment - I Definite ST L C 5 3 2 3 6 15:High transport and erosion Soil and water pollution - I Probable ST L 3 3 2 4 8 9:Medium Spread and establishment of alien invasive species - I Probable ST L C 3 3 2 4 8 9:Medium Risk of snaring, killing and hunting of certain faunal - D Probable ST L 3 2 1 3 3 6:Low species Air pollution (dust and vehicle emissions) - D Definite ST/LT L 3 2 1 3 3 6:Low Soil compaction - D Definite ST L 3 3 2 4 8 9:Medium Soil erosion and potential sedimentation of nearby Probable - I ST L 3 3 2 3 6 9:Medium streams Spillages (soil pollution) - D Probable ST L C 3 2 1 2 2 6:Low Soil destruction and sterilisation - I Probable ST L 3 2 1 2 2 6:Low Loss of land capability - D Definite LT L C 3 3 2 4 8 9:Medium Removal of exotic species, declared weeds and + D Definite ST L C 3 5 4 4 16 15:High invader plants Loss of ecological sensitive and important Probable - D LT L C 3 5 4 4 16 15:High vegetation units Loss of ecosystem function (e.g. reduction in water - I Probable LT L C 3 3 2 3 6 9:Medium quality, soil pollution) Loss of plant and faunal habitat - D Probable ST L C 5 3 2 4 8 15:High Loss of plant and faunal species - D Probable ST L C 3 3 4 2 8 9:Medium Loss or displacement of threatened or protected - D Probable ST L/R 5 3 2 4 8 15:High fauna Loss and degradation of natural habitat - D Probable ST L C 3 5 4 4 16 15:High Loss of conservation–significant taxa and/or - D Probable LT L/R 5 3 2 3 6 15:High changes in community structure

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ENVIRONMENTAL IMPACTS NATURE, PROBABILITY & SCALE OF IMPACT SIGNIFICANCE RATING (SR)

GATIVE (+/ POSITIVE/NE ECT INDIRECT/DIR OCCURENCE OF PROBABILITY TERM TERM/LONG SHORT NAL LOCAL/REGIO CUMULATIVE RATING PROBABILITY RATING SEVERITY FACTOR INTENSITY FACTOR DURATION FACTOR SEVERITY SR

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)

Increased habitat fragmentation & loss of - D Probable LT L C 3 5 4 4 16 15:High connectivity Increased anthropogenic encroachment - I Definite LT L C 3 3 2 4 8 9:Medium

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8.3 CUMULATIVE IMPACTS

It is evident based on the above impact evaluation that the proposed ring road development will result in both beneficial and adverse cumulative impacts on the biophysical and socio-economic environment.

Potential socio-economic cumulative impacts Less traffic congestion; Reduced traffic and improved pedestrian safety in town; Skills development and creation of job opportunities; Facilitates better urban planning through an efficient and sustainable transport system and road network; Heavy vehicle traffic increase that could impact negatively on safety and quality of existing roads; Potential loss of revenue for local businesses located along the current route and reliant on direct access and visibility from the freeways [e.g. filling stations, automotive repairs, catering establishments, short-stay establishments – loss of transient trade]; Displacement of economic activities; Income multiplier effect of investment; Impacts to transient traffic volumes resulting in potential decline in business volumes and potential closure of businesses dependent on trade along the current bypass; Impact to noise sensitive areas where routes pass through residential areas; Safety of pedestrians where routes are proposed to pass through residential townships; Potential road safety concerns in areas where the proposed routes pass over historically undermined surfaces; and Fragmentation of farmland - Impact to properties utilised for agricultural land uses.

Potential Biophysical cumulative impacts Irreversible habitat loss and fragmentation; Increased erosion risks due to clearance of vegetation and associated increase in sediment loads to watercourses; Loss of wetland habitat; Increase of hard surface area [erosion and pollution]; Destruction or loss of wetlands floral diversity or riparian communities; Loss of wetland and water dependant faunal diversity through migration and decline in animal numbers; Soil compaction and increased risk of sediment transport and erosion; Spread and establishment of alien invasive species; Loss of land capability; Loss of exotic species, declared weeds and invader plants; Loss of ecological sensitive and important vegetation units; Loss of ecosystem function (e.g. reduction in water quality, soil pollution); Loss of plant and faunal habitat; Loss of plant and faunal species; Increased habitat fragmentation & loss of connectivity; and Increased anthropogenic encroachment.

Refer to the Environmental Management Programme attached as Appendix 24, for the proposed mitigation measures for the above adverse cumulative impacts.

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SECTION 9: ENVIRONMENTAL IMPACT STATEMENT

The proposed new ring road around the town of Ermelo, like any other new Greenfield highway, will inevitably result in significant impacts on the surrounding biophysical and socio-economic environment. There are hardly any beneficial or positive biophysical impacts associated with the development as confirmed by the ecological findings, and the ecological specialists concur the new ring road will cause fragmentation of existing ecosystems by acting as a lethal barrier for the free movement and interaction of fauna. This implies that land between the town and the road will be ecologically circumscribed and connectivity and consequently immigration impaired. It is concluded, based on ecological findings, that all the proposed alternative routes will have an adverse impact on the biophysical environment, although Alternative Route 3 is the preferred route option from an ecological perspective.

The Ermelo district is water rich with many streams, dams and wetlands, which all drain into the Vaal River as part of the Upper Vaal River drainage catchment area. All these water bodies are currently under pressure from mining, agriculture, and other anthropogenic activities and are therefore classified as of high conservation importance. It is thus envisaged, any activities associated with the development of the proposed road across these sensitive wetland areas, irrespective of the scale and type of structure, will consequently result in negative cumulative impacts on the ecological and hydrological integrity of the Vaal River and its aquatic ecosystem. The proposed road alignment and crossings should attempt to minimise disruption of existing wetland areas, and strict mitigation measures should be implemented during the construction phase to prevent or minimise any negative impacts. An analysis of the wetland areas traversed by the alternative route options revealed Alternative Route 1 as the least suitable, while either Alternative Route 2 or 3 can be considered suitable, with Alternative Route 2 considered slightly more suitable as less wetland surface area will be affected resulting in less major crossings.

It is noted the south-east alignment traverses farms mainly involved in mixed framing (including dairy, cattle, crops etc.) Alignments cutting through agricultural land, particularly existing cropland and orchards, will cause fragmentation and resultant loss of land and decline in crop yield. The effect is less for grazing land compared to cropland, though consideration needs to be given to the need for agricultural under- or over-passes in view of the grazing camp rotational scheme commonly implemented in the agricultural sector. Severed farm portions also compromise accessibility of farm equipment and machinery. All the proposed alternative route alignments predominantly traverse soils of low to medium agricultural potential, with grazing pastures being the most affected farm portions. However, the south to easterly alternative route alignments only impede small linear pockets of grazing land, and therefore will not significantly decrease the grazing value of the land. Specific mitigation measures such as livestock underpasses would be necessary for severed farm portions, to allow the uninterrupted movement of livestock between grazing fields on both sides of the road.

It is evident, based on the findings of the Economic Impact Assessment, that the proposed development of the ring road will not result in the collapse of the local economy as feared by the business community in Ermelo, but will instead act as a catalyst for long term economic growth. Although existing businesses directly reliant on transient trade are expected to decline in the short term, this will be mitigated or substituted by new sales (and concomitant employment opportunities) generated by limited new establishments along the new alignment, provided such facilities are situated within the same economic geographic system. Therefore the town economy stabilises back to its ‘normal’, long term growth trend (although marginally higher) over the medium term (approximately 3 to 5 years). Furthermore, an analysis of case studies of towns that have experienced a similar type of development confirm new freeway developments opens up the region through increased inter- and intra- regional flows of goods and services thereby attracting new capital investment and businesses. An assessment of the proposed alternative route alignments based on economic ratings revealed Alternative Route 3 had the highest rating and least sensitivity, making it the most preferred route option from an economic perspective.

From a purely social perspective, the proposed ring road development is expected to improve the safety and mobility of road users in Ermelo in the backdrop of projected trends in future traffic volume. The current truck bypass routes are not designed to cater for heavy duty trucks and pass through residential areas, thereby, compromising the safety and environmental health of other road users and residents along the route. Although

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544] social issues such as noise and vibration are expected in sections where the new alignments pass through existing and planned residential areas, appropriate engineering control measures to minimise the noise and vibration will be implemented. Details on the proposed access interchanges and pedestrian bridge crossings will be finalised as part of the detailed design phase. The southern alignment through Ermelo Extension 32 and 34 and the N17 West East alignment will result in the isolation of Ext 34 and this might pose a number of challenges particularly the interconnection of services. Consultation with the town planning authorities is therefore essential in ensuring spatial issues related to urban expansion and densification and associated provision of infrastructure services are catered for during the planning of the road. Furthermore, the north easterly alignment traverses through an existing informal settlement situated north west of the N17/R65 intersection. Details on the legal status of these informal settlers and any consultations thereof will be concluded as part of the final Social Impact Assessment.

It can be concluded based on the above assessment that Alternative Route 3 is the most preferred route option from an environmental perspective. However, an analysis of a composite ecological sensitivity map of all the four combined route options indicates the originally proposed Alternative Route 1 (excluding Alternative Route 4) is the least ecologically sensitive route option as its north western alignment avoids sensitive grasslands north of Douglas dam and excludes the N17 West–East alignment through the sensitive wetlands, and sensitive grasslands south of the airport. SANRAL’s preferred route option, Alt 1 Rev 1, is a combination of Alternative Route 3 and 1 which excludes the N17 West-East alignment by including the north eastern alignment to form a complete ring around the town. Therefore, Alt 1 Rev 1 is a compromise as the north western alignment traverses through the sensitive grasslands and rocky habitat north of Douglas dam. However, the associated ecological impacts can be effectively mitigated provided construction activities are conducted in accordance to the Ecological Management Plan. Alternative Route 4 involves the upgrade of existing roads and therefore has the least ecological footprint compared to the three new alternative routes. The major limitation with this route option is purely on technical grounds as the required upgrades cannot be achieved within the confines of the urban network and setup. Based on the findings of the Traffic Survey, Alternative Route 4 does not provide the required mobility and safety factor afforded by the other three alternative route alignments.

COMPARATIVE ROUTE ASSESSMENT

A comparative assessment based on specialist findings was conducted for the proposed alternative route alignments in order to determine the most favoured route option from an environmental perspective. The findings are summarised in Table 34 below.

Table 34: Comparative assessment of all the route alternatives

SPECIALIST STUDY PREFERED ROUTE DECIDING FACTOR OPTION Flora Assessment Alternative Route 3 Alternative Route 3 seems to be a compromise and aims to: avoid the underground mining area in the north-east of Alternative 1; avoid the large Moist Southern Grassland (Plant Community 4) and associated spruits and wetlands in the south and south-east, east of the N11, of Alternative 2; and East of the N11 the route turns north-eastwards and runs through quite disturbed area north of the railway complex. Here are some Critical Biodiversity Areas, especially along the spruits, but this area is highly disturbed and the route was changed to run mainly in a modified corridor. Fauna Assessment Alternative Route 3 It is concluded that Alternative Route 3 is

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

Mammal Habitat Assessment acceptable, from a mammal conservation point of view, though any of the alternatives would be acceptable. Its proximity to the town allows future urbanisation in the area between the road and the outskirts of the town that will be negatively impacted by the highway. Herpetofauna Habitat All alternative routes will have an impact on the Assessment herpetological environment, but ecologically Alternative Route 3 is preferred. However, from a herpetological perspective the rocky ridge and the pristine grassland north of Douglas Dam would be a limitation as Alternative Routes 2 and 3 bisect the rupiculous habitat and the stream with its gorge slopes below the Douglas Dam overflow. Avifauna Habitat Assessment From an avifaunal perspective, Alternative Route 3 is something of a compromise, especially given the route crosses natural grassland north of Douglas Dam, but otherwise it remains the least intrusive of all the other proposed alternative routes, provided that the necessary mitigation measures are imposed along the drainage line affected by the N17 link through town, and those parts of the southern loop liable to affect the Humanspruit and its wetlands. Wetland Assessment Alternative Routes 2 All of the route options (except route alternative 4) and 4 bisect major wetland sections. Route option alternative 1 was considered the least suitable, while either of Route 2 or 3 can be considered suitable although alternative 2 was considered slightly more suitable considering that less wetland surface area will be affected by this route option, with less major crossings. Agricultural Potential Assessment Alternative Routes 3 All of the route options (except route alternative 4) and 4 bisect areas where agricultural activities occur. The soil potential varies from being low to medium potential and no areas with high potential soils occur along any of the route alternatives. Of the 3 route alternatives assessed, any of the alternatives can be considered as suitable, although route option 3 are the most suitable due to having a smaller footprint area that would impact on agricultural land outside the Ermelo urban edge. Social Impact Assessment Alternative Route 2 It is evident that the south-east link (between the R65 and N2) is not traffic intensive (only 3% of light vehicles and 1% of heavy vehicles uses this road), which makes Alternative 2 more desirable from a Social Impact perspective (SANRAL’s preferred alternative is Alternative 3). Furthermore, the implementation of the east-west link through Wesselton/Ermelo is crucial for integrating the proposed ring road with the current service offerings of Ermelo. Economic Impact Assessment Alternative Route 3 It is evident that Alternative Three reflects the

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Draft EIA Report: For the proposed Ring Road in Ermelo, Msukaligwa Local Municipality, Mpumalanga Province [DEA Project Reference Number: 14/12/16/3/3/2/544]

highest economic ratings, with the lowest sensitivity ratings – reflecting the best choice from an economic perspective. Traffic Survey Alternative Route 2 Alternative 2 provides direct alternative routes to all of the major OD pairs and accordingly has the best utilisation of the three alternatives. Taking into account mobility, safety as well as utilisation and capacity it is recommended that alternative 2 be implemented from a traffic point of view. Heritage Impact Assessment Alternative Route 2 Alternative 2 is the preferred route from a heritage perspective, as it is the only route without any heritage sites or features identified. Palaeontological Impact Alternative Routes This desktop study has not identified any Assessment 1, 2, 3, and 4 palaeontological reason to prejudice the progression of any of Alternatives 1, 2, 3 or 4, subject to implementation of the recommended mitigation measures. Noise Impact Assessment Alternative Route 3 The most preferred route will be Alternative 3 as limited acoustic screening will be required in Wesselton, depending on the height of the alignment.

As indicated in the Table 34 above, Alternative Route 3 is the most preferred route option based on specialist findings, followed by Alternative Routes 2 and 4 respectively. However, it should be noted all the specialist studies were conducted during the time when Alternative Route 1 had been deemed not feasible due to the safety concerns associated with the undermined areas on the north eastern route (Route C). This to a certain extent influenced the specialist’s choice of the preferred route option though it was largely based on their findings.

Purely based on the Ecological Sensitivity map of the combined alternative routes attached as Appendix 9a, it is evident Alternative Route 1 is the least ecologically sensitive route option besides Alternative Route 4 through town. This is because the north eastern alignment (Route A-2) avoids the ecologically sensitive grasslands north of Douglas Dam by going through an old quarry south of Douglas Dam, but unfortunately this area is already earmarked for a township development.

Therefore, the following conclusions are made based on the comparative assessment.

1. Although Alternative Route 3 is the most preferred route option selected by specialists, an analysis of the composite ecological sensitivity map of all the four combined route options indicates the originally proposed Alternative Route 1 is the least ecologically sensitive route option from the three new proposed routes, as its north western alignment avoids sensitive grasslands north of Douglas dam and excludes the N17 West–East alignment through the sensitive wetlands, and sensitive grasslands south of the airport.

2. SANRAL’s preferred route option, Alt 1 Rev 1, is an acceptable compromise from an ecological perspective as it excludes the N17 West-East alignment through the sensitive wetlands between Wesselton and Ermelo central, and the sensitive grasslands south of the airport. However, the north western alignment traverses through the sensitive grasslands and rocky habitat north of Douglas dam. There no major ecological risks associated with this alignment provided construction activities are conducted in accordance to an approved Ecological Management and Rehabilitation Plan. All the proposed alternative routes will not result in a significant loss of ecological sensitive and important habitat units, ecosystem function (e.g. reduction in water quality, soil pollution), loss of habitat, nor of significant loss/displacement of threatened or protected species.

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3. The option of upgrading existing roads through town, as Alternative Route 4, is not desirable both from a technical, and socio-economic perspective. Technically, the required upgrades cannot be achieved within the confines of the urban network and setup, and do not provide the required mobility and safety factor afforded by the other three alternative route alignments. Furthermore, the upgrade will result in increased noise levels and exhaust emissions in town thereby degrading the environmental health and quality of the urban environment. A number of socio-economic issues such as loss in property values, damage to property, deterioration of existing roads, and reduced sense of place have been raised by residents bordering the current by-pass route along Havenga Road and Fourie Street. These issues are likely to exacerbate should existing roads through town be upgraded.

4. No environmental fatal flaws have been identified for all the four proposed alternative routes and are feasible from an ecological and socio-economic perspective provided the mitigation measures recommended by the specialists are taken into consideration and, where practical, implemented in all the project phases, particularly during the preliminary and detailed design phase.

RECOMMENDATIONS

It is recommended from an environmental perspective that Alternative Route 1 Rev 1 be authorised, subject to the following conditions  All the recommendations contained in this EIA Report and supporting documents are strictly taken into consideration as part of the preliminary design, and detailed design of the route;  All the mitigation measures recommended in the draft Environmental management Programme (EMPr), attached as Appendix 24, are incorporated , where applicable, into the preliminary design, detailed design, and construction of the road once the route has been finalised;  All the specialist mitigation measures and recommendations are strictly taken into consideration and, wherever possible, incorporated into the final design of the route to minimise any potential adverse environmental impacts identified by the relevant specialist;  Effective consultations with the Msukaligwa Local Municipality, and affected landowners along the proposed route are conducted as part of preliminary design, and detailed design phase respectively;  All the requirements and comments from relevant departments are considered in all project phases;  All the required permits, authorisations, or licences are obtained during the design phases, and the relevant environmental conditions of these permits or licences are incorporated into the final EMPr;  The preliminary design, detailed design, and construction of the proposed route is conducted in terms of all applicable legislation, and any legal requirements specified by the relevant authority; and  All construction activities are conducted according to the approved final EMPr.

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