Appendix D Traffic Impact Statement for SACE PV Project2 Reduced.Pdf

Appendix D-2

TRAFFIC IMPACT STUDY / ASSESSMENT Blank Page

TRAFFIC IMPACT STATEMENT

FOR A

SACE RANGER SOLAR PV PLANT ON PTN 3 OF THE FARM BAUWERSKRAAL, NO 234, UITENHAGE

November 2014

Prepared for: South African Clean Energy Solutions Limited

Prepared by: Engineering Advice and Services (Pty) Ltd (041) 5812421 i Traffic Impact Statement

DOCUMENT CONTROL SHEET

CLIENT REF: SOUTH AFRICAN CLEAN ENERGY SOLUTIONS LIMITED

PROJECT NAME: SACE RANGER SOLAR PV PLANT ON PTN 3 OF THE FARM BAUWERSKRAAL, NO 234, UITENHAGE

DOCUMENT TITLE: TRAFFIC IMPACT ASSESSMENT

DOCUMENT FILE REF: F:\1160-1169\1162\Reports\REP001 - Traffic Impact Statement For SACE PV Project.docx

Version 1 JK Charlton Candidate Technician Compiled by November 2014 (201220247)

CGA Hastie Pr Tech. Eng November 2014 Reviewed by (Director) (200070122)

Amendments made by

Version

Compiled by

Reviewed by (Director)

Amendments made by

DISTRIBUTION: 1) Original : Client – SACE – Mr D Kruger 2) Copy : CEN – Ms Lucille Behrens 3) Copy : 4) Copy : 5) Copy : EAS File 1162

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CONTENTS Page DOCUMENT CONTROL SHEET i Contents ii List of Figures iii List of Tables iii List of Annexures iii 1. Introduction 1 1.1 Background 1 1.2 Objectives of the Study 1 1.3 Methodology 1 1.4 Study Area 2 2. The Development and Environs 2 2.1 Current and Proposed Land Use Rights 2 2.2 Overview of Development and Environs 2 3. Data Collection 4 3.1. Existing Road Network 4 3.2. Existing Traffic Volumes 4 4. Road Condition and Safety Assessment 5 4.1 Road Condition Assessment 5 4.2 Road Safety Assessment 5 5. Trip Generation and Distribution 8 5.1 Trip Generation 8 5.2 Trip Distribution 8 6. Capacity Analysis 9 7. Proposed Access Arrangements 10 8. Road Category and Condition 10 9. Potential Impacts 11 9.1 Impacts 11 9.2 Impact Assessment 12 10. Proposed Mitigatory Measures 17 10.1 Road Surface Measures 17 10.2 Traffic Safety Measures 17 11. Management Actions 18 12. Conclusions 18 13. Recommendations 20 14. References 20

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LIST OF FIGURES

Figure 1: Locality Plan 3 Figure 2: Peak Hour Traffic Volumes 4 Figure 3: Existing Condition Assessment and Traffic Safety Problems 7 Figure 4: Peak Hour Traffic Volumes after Development 8 Figure 5: Access Arrangements 19

LIST OF TABLES

Table 1: Level of Service definitions for Vehicles (Highway Capacity Manual (9) method) ...... 9 Table 2: Results of Intersection Capacity Analysis – 2014 Existing and After Development ...... 9 Table 3: Rural Road Categories by Traffic Volume ...... 10 Table 4: Generic table for rating of impacts ...... 12 Table 5: Impact Assessment: Additional traffic volumes ...... 13 Table 6: Impact Assessment: Generation of dust ...... 13 Table 7: Impact Assessment: Traffic safety impact due to construction traffic ...... 14 Table 8: Impact Assessment: Deterioration of public road network during construction phase...... 14 Table 9: Impact Assessment: Road and intersection capacity (additional traffic loading) ...... 15 Table 10: Impact Assessment: Traffic safety impact due to additional traffic ...... 15 Table 11: Impact Assessment: Deterioration of public road network ...... 16 Table 12: Impact Assessment: Generation of dust ...... 16

LIST OF ANNEXURES

A - Historical and peak Hour Traffic Volumes B - SIDRA Capacity Analysis – Existing and After Development

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1. INTRODUCTION

1.1 BACKGROUND

Engineering Advice & Services (Pty) Ltd was appointed by South African Clean Energy Solutions Limited during October 2014 to conduct a traffic impact assessment as part of the Environmental Impact Assessment conducted for the proposed development of a Photo Voltaic Solar Power Plant on Ptn 3 of the Farm Bauwerskraal, No 234, Uitenhage on the northern boundary of the Nelson Mandela Bay Municipality.

1.2 OBJECTIVES OF THE STUDY

In broad terms, the purpose of the traffic assessment is to determine the extent and nature of the traffic generated by the proposed development, to assess the impact of this traffic on the operation of the associated road network, and to devise solutions for any problems identified. The following key elements, inter alia, are addressed in this traffic impact assessment:

. The suitability and safety of proposals for access to and egress from the site, . The capacity of the existing and future road network within the influence radius, . The impact of traffic generated by the proposed development in terms of traffic safety, operations and road condition, and . The road upgrading/management measures required to mitigate the identified impacts.

In general, this report serves to satisfy the Department of Economic Development, Environmental Affairs and Tourism of The Eastern Cape Province (Cacadu Region), the Department of Transport of the Province of the Eastern Cape and the Nelson Mandela Bay Municipality that the traffic impact of the envisaged development is within acceptable limits and that the suggested mitigation measures conform to the standards and parameters set by these authorities.

1.3 METHODOLOGY

The approach followed in conducting the traffic impact assessment was in accordance with TMH 16 Volume 1 - South African Traffic Impact and Site Assessment Manual (1).

Given that the proposed development is accessed from a gravelled surfaced provincial district road (DR01940 – Hillwacht Road) and that existing traffic volumes are minimal and related to existing farms along the route, the methodology used was as follows:

. DR01940 was visually assessed in terms of surface condition (using TMH 12: Standard Visual Assessment Manual for Unsealed Roads (2)) and traffic safety considerations (using the South African Road Safety Manual (3));

. Present traffic flow patterns were obtained and the affected intersections analysed, where after recommendations were made on the present need for road upgrading, without taking the proposed development into account.

. Traffic volumes generated by the proposed development were determined;

. The distribution of the generated trips was estimated where after the generated traffic was assigned to the surrounding road network;

. Once again, the functioning of the affected intersections was analysed and recommendations made on the need for road upgrading taking cognisance of the proposed development for the development planning horizon.

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. The location of the access point was assessed in terms of traffic operations and safety;

. Potential impacts were assessed in terms of operation, traffic safety and road condition for both construction and operational phases of the development, making use of the generic terms of reference in the Draft Basic Assessment Report (4);

. Taking cognizance of the proposed development generated traffic volumes, recommendations were tabled to ensure that the road remains in an acceptable operational condition in terms of both road surface condition and traffic safety;

. By taking into account the major findings of the study, conclusions were made regarding the financial responsibilities of the affected parties for the required road upgrading/management measures.

1.4 STUDY AREA

Given that daily traffic volumes generated by the proposed Photo-Voltaic Solar Plant development are relatively low, and that the road network in the area carries low volumes of traffic daily, the study area was restricted to DR01940 between the R75 and the site access point (M306).

View of road from R75

2. THE DEVELOPMENT AND ENVIRONS

2.1 CURRENT AND PROPOSED LAND USE RIGHTS

The NMBM Spatial Development Framework (5) indicates that Farm 234/3, Uitenhage falls within an area outside of the urban edge designated for agricultural purposes. The NMBM Rural Land Use Management Policy (6) indicates that permitted uses within the zone include inter alia agriculture. However, it is noted that the area is classified as having severe limitations making it generally unsuitable for cultivation and limiting its use to pasture and range, woodland or wildlife food and cover.

The site is currently zoned for agriculture purposes. A portion thereof will be suitably zoned to accommodate the proposed use.

2.2 OVERVIEW OF DEVELOPMENT AND ENVIRONS

The site is located approximately 6.5 km outside the urban edge for the NMBM to the north of DR 01940 approximately 3.5km from the R75 and is surrounded by land which is predominantly used for agriculture (crop farming as well as range land for livestock and game),

The development comprises of a solar array area (approx. 9.5ha) with a solar panel tracker mounting system and a 11kV distribution system to connect to the existing transmission line.

The location of the site is indicated on Figure 1 overleaf.

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R 7 5

70 04 R0 40 M 019 DR

Proposed Site

Project Title: Drawing No: TIS - Space Ranger Solar PV Plant on Ptn 3 of the Farm Bauwerskraal, No 234, Uitenhage 1162-P-001 Engineering Advice Scale 1 : 50 000 and Services Drawing Title: Drawing Date: Prepared by : JC Tel: (041) 581 2421 Figure 1: Locality Plan November 2014 ± Checked by : CH 4 Traffic Impact Assessment

3. DATA COLLECTION

3.1. EXISTING ROAD NETWORK

R75 is a surfaced national trunk road which links Uitenhage and Graaff-Reinet via the R63. The road is approximately 7m wide. The posted speed limit is 100km/h.

DR1940 is a gravelled provincial district road which links the site with the R75 (Uitenhage Road). The road is approximately 6 to 7m wide and serves properties situated along its length. The posted speed limit is 60km/h in the vicinity of the site.

3.2. EXISTING TRAFFIC VOLUMES

The road presently carries low traffic volumes related to the farms situated along the route.

Historical Average Daily Traffic (ADT) volumes at a station on the R75 approximately 350m south of DR01940 were sourced from the Eastern Cape Department of Transport Traffic Count Database (7) for 2009 and 2011. The survey data is attached as Annexure A.

This data indicates that the ADT decreased from 2638 vehicles per day in 2009 to 2545 in 2011.

Peak hour traffic turning movement counts were conducted during a typical weekday morning peak period on Thursday 20th November 2014 at the R75 / DR01940 intersection. The results of the survey indicate that only four vehicles exited DR01940 during the survey period, three of which were during the peak hour.

The detailed survey data is attached as Annexure A and summarised on Figure 2 below.

Figure 2: Peak Hour Traffic Volumes

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4. ROAD CONDITION AND SAFETY ASSESSMENT

4.1 ROAD CONDITION ASSESSMENT

Results of visual assessments of DR1940 in the vicinity of the development were conducted as part of the Rural Road Asset Management System (RRAMS) (8) by EAS for the Eastern Cape Department of Roads and Public Works during 2012 in order to determine the condition of the roads on a scale of 0 (very poor) to 100 (very good) in terms of Visual Gravel Index. Gravel thickness on the road was also assessed with 150mm being the ideal Km 1.35 – Poor road condition standard.

The condition assessment results for DR01940 are graphically indicated on Figure 3. The road is classified as poor. Gravel thickness ranges from 50 to 100mm along the entire length of the road.

4.2 ROAD SAFETY ASSESSMENT

A basic road condition and road safety assessment of the road section was conducted in accordance with the requirements of the South African Road Traffic Safety Manual (4). The assessment was undertaken independently with no undue influence by any organization or person.

Note that no guarantee is made that every deficiency has been identified. Further, should all the deficiencies identified during this assessment not be addressed nor any of the recommendations adopted for implementation, this would NOT imply nor confirm that the road is “safe”. However, addressing the deficiencies and adopting the recommendations should improve the level of safety of the road.

Inspection of the road revealed a number of existing and potential safety problems. These problems are indicated on Figure 3 overleaf and described in further detail below. Note that km distances referred to have been measured from the R75 / MR470 intersection.

4.2.1 Road Alignment and Sight Distance

The road generally has a straight alignment with gentle curves at km 1.65, km 2.62 and km 3.03 and a sharp curve at km 3.6 at the intersection with M306.

Sight distance is restricted on the approaches to the curve at km 3.6.

The gradient approaching the R75 is relatively steep. Km 3.6 – Poor sight distance approaching curve 4.2.2 Operating Conditions

From the R75 to km 1.0 the road is approximately 7m wide. From km1.0 onwards the road is narrower with vegetation close to the road.

4.2.3 Road Signs and Fixed Objects

In general, advance warning signage along the section of road assessed is adequate, apart from the approaches to the sharp curve at km 3.6 and the eastbound approach to the curve at km 0.2 just before the R75 intersection.

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4.2.4 Road Surface

The road surface appears to be in a poor condition based on the visual condition assessments conducted during 2012 and by the author during 2014, and is conducive to relatively low operating speeds.

Substantial loose material is evident along the whole length of the road.

4.2.5 Road Drainage Loose material

Mitre drains are provided along the length. Some of the drains need to be cleared.

4.2.6 Overgrown Verges

Vegetation encroaching on the road particularly at the intersection with M306 must be cleared in order to improve sight distance.

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Steep Gradiant Loose Material Approaching R75 in Bellmouth

0 194 R0 R D No Advance 7 5 Warning of Curve

Existing Cattle Grid

Sight Distance Restricted No Advanced Warning Sharp Curve

Project Title: Drawing No: Legend TIS - Space Ranger Solar PV Plant on Ptn 3 Road Condition Engineering Advice of the Farm Bauwerskraal, No 234, Uitenhage 1162-P-003 Poor Scale 1 : 25 000 and Services Drawing Title: Drawing Date: Prepared by : JC Tel: (041) 581 2421 Figure 3: Existing Condition Assessment and Traffic Safety Problems November 2014 ± Checked by : CH 8 Traffic Impact Assessment

5. TRIP GENERATION AND DISTRIBUTION

5.1 TRIP GENERATION

5.1.1 Construction

During construction (assembly of the solar panels) a total of 30 trucks are expected to transport components to the farm – 2 trucks per day – over a period of two to three weeks.

As a worst case scenario, the two trucks per day are assumed to arrive during the AM peak hour and return during the PM peak hour. Thus only two peak hour trips will be generated.

5.1.2 Operational

Once the solar farm is operational, it is assumed that a maximum of two vehicle trips will arrive on site during the AM peak hour and depart during the PM peak hour.

5.2 TRIP DISTRIBUTION

Trucks delivering components and operational traffic will approach the site from the south along the R75 and DR1940 from the Ngqurha or Port Elizabeth harbours.

Once the components have been offloaded, the empty trucks will return to their relevant facility.

The generated peak hour trips added to the weekday AM and PM peak hour volumes for the 2014 development horizon are indicated on Figure 4 below.

Figure 4: Peak Hour Traffic Volumes after Development

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6. CAPACITY ANALYSIS

Level of Service (LOS) is defined as the operating condition that may occur at an intersection when it accommodates various traffic volumes. LOS is a qualitative measure of the effect of speed, travel time, traffic interruptions, freedom to manoeuvre, safety, driving comfort and convenience, and operating costs. LOS D is considered an acceptable design standard. The Levels of Service applicable to intersections under various control conditions, as defined in the Highway Capacity Manual (9) are indicated in Table 1 below:

Table 1: Level of Service definitions for Vehicles (Highway Capacity Manual (9) method) Control delay per vehicle in seconds (d) Level of (including geometric delay) Service Signals and Stop Signs and Yield Roundabouts Signs A d ≤ 10 d ≤ 10 B 10 < d ≤ 20 10 < d ≤ 15 C 20 < d ≤ 35 15 < d ≤ 25 D 35 < d ≤ 55 25 < d ≤ 35 E 55 < d ≤ 80 35 < d ≤ 50 F 80 < d 50 < d

After adding the actual generated traffic volumes to the peak hour volumes, the traffic situation was analysed in order to determine the Level of Service at which the access point would operate. The capacity analysis was undertaken using the SIDRA INTERSECTION (10) capacity analysis method, but applying the Highway Capacity Manual (9) gap acceptance criteria for unsignalised intersections where applicable. The results are shown in Table 2 below and the detailed SIDRA output sheets attached as Annexure B.

Table 2: Results of Intersection Capacity Analysis – 2014 Existing and After Development Intersection Side Road Intersection Ave Delay (sec) LOS * Ave Delay (sec) LOS R75 / DR 01940 - Existing 0.4 A* 8.4 A* R75 / DR 01940 - After 0.6 A* 10.1 B*

* - SIDRA INTERSECTION (10) does not calculate intersection LOS for stop controlled intersections. The LOS indicated is sourced from the Highway Capacity Manual (9) (Table 1 above).

The results of the capacity analysis indicate that there are no capacity problems under existing conditions or after development of the plant. It is noted that there is a marginal increase in delay to side road traffic.

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7. PROPOSED ACCESS ARRANGEMENTS

Access to the plant is proposed from DR01940 as indicated on Figure 5.

Shoulder sight distance was assessed in terms of Figure 2.5.5(a) of TRH 17: Geometric Design of Rural Roads (11). TRH17 indicates that a single unit vehicle (truck) entering a 7.5m road with a design speed of 40 kph requires shoulder sight distance of 120m. The requirement for a passenger car is 80m. Sight distance from access to south

A visual inspection to assess the shoulder sight distances from the proposed access point was undertaken by driving along DR 01940 to and from the access point. From this inspection, it appears that visibility is restricted on the approaches to the proposed access point, with shoulder sight distances in the order of 100m and 120 to the north and south respectively, provided that vegetation encroaching on the road reserve is cleared.. Sight distance from access to north In addition an assessment of Shoulder Sight Distance was also conducted on the R75 approaches to DR01940 in terms of Figure 2.5.5(a) of TRH 17: Geometric Design of Rural Roads (11). TRH17 indicates that a single unit vehicle (truck) entering a 7.5m road with a design speed of 120 kph requires shoulder sight distance of 450m. The requirement for a passenger car is 80m. The assessment indicated that sight distances of 730m and 630m are achieved from DR01940 to the north and south respectively.

Given the low peak hour trip generation of 2 trips per peak hour and the results of the capacity analysis conducted for existing traffic volumes, it is considered that the additional peak hour trips will have minimal impact on the operational capacity of the affected intersection.

In addition, when considering the average daily traffic volumes along DR01940 of approximately 20 vehicles per day, the proposed development will only result in an additional 4 truck trips per day during construction and four trips per day during the operational phase.

8. ROAD CATEGORY AND CONDITION

The existing and projected traffic volumes result in the road falling into the low rural road category as indicated in Table 3 below.

Table 3: Rural Road Categories by Traffic Volume Daily traffic (v/d) Category Proposed road surface 0 – 50 Low Gravel (75 mm) 50 – 180 Medium Gravel (150 mm) 180 – 350 High Gravel (150 mm) Over 350 Surfaced

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9. POTENTIAL IMPACTS

9.1 IMPACTS

The following potential traffic related impacts relating to the proposed development have been identified. Note that the impacts will occur both in the short-term (i.e. during the construction phase) and medium- to long-term (as development is on-going and once it is complete – operational phase).

. Road Capacity Additional vehicle (predominantly truck) trips generated by the proposed development will have minimal impact in terms of peak hour intersection capacity given the low peak hour volumes at the affected intersections.

The additional daily traffic will increase current daily volumes between R75 and the plant by 4 trips per day.

In terms of the rural road category as defined by traffic volumes the road is categorised as the “low” category (0 – 50 vpd).

. Access Direct access to the development will be provided from the R75 onto DR01940 and then via M360. Some impact may be expected to fast-moving through traffic on the R75 as a result of slow moving vehicles entering and exiting DR01940.

. Road Condition Given the status of DR01940 and based on on-site observations, it is assumed that DR01940 has been constructed to primarily cater for access to agricultural properties along its length. Based on the surveyed peak hour traffic volumes,it is assumed that the road accommodates between 0 and 50 vehicles per day – a low category gravel road – with a gravel pavement layer of 75mm.

A road in this category should ideally be maintained four times per year to ensure that the surface remains in an acceptable condition, given that 3 to 5mm of the gravel layer is lost per month. Such maintenance involves blading of the road and reworking the gravel surface. Should gravel be diminished then additional gravel should be imported.

Construction vehicles transporting materials to the site for use during initial construction may also damage the road. However, construction traffic is expected to have minimal impact given the relatively minor nature of the facilities that will be constructed on the site.

. Traffic Safety In addition to safety aspects related to lack of advanced warning road signage and possible deterioration of the road due to a lack of maintenance, the following safety issues may arise as a result of additional vehicle movements along DR01940: - Heavy vehicles travelling through sections with limited sight distance labeit that truck drivers will have better visibility due to their higher seat position; - Lack of maintenance leads to a loss of fine material which creates dusty and slippery conditions in dry and wet weather conditions respectively.

. Noise Heavy vehicles are diesel powered. The engine noise and exhaust brakes may generate considerable noise. Added to this would be noise generated by the equipment utilised on site during construction.

. Emissions The extent of exhaust emissions from construction vehicles is unknown, but will certainly be a negative factor.

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. Dust The quantity of dust generated by a vehicle depends on its shape, speed and the properties of the road surfacing material. While difficult to predict, an increase in traffic volumes will no doubt result in an increase in the generation of dust which may impact on the following: - Visibility which will impact on safety particularly with regard to passing and following conditions; - Damage to vehicle moving parts; and - Acceleration of road damage due to loss of fine material as dust.

9.2 IMPACT ASSESSMENT

As indicated in Chapter 5, assumptions have been made on the distribution of traffic between the proposed development and sites where equipment and material will be transported from. These assumptions are based on observations of existing traffic patterns and also consider the location of industrial areas and transport hubs relative to the site as well as the most convenient routes from such areas, in terms of both distance and road standard. Additional traffic volumes are added to the road network during typical weekday AM and PM peak hours, which are worst-case scenarios in terms of intersection operation.

A general assessment has been undertaken of impacts on various factors, as provided in the tables below. Note that this assessment does not deal with issues relating to noise, emissions, job creation or environmental matters, as the author is not qualified to comment on these and key issues have been addressed in separate specialist assessments.

Table 4 below indicates the impact rating system used for the study.

Table 4: Generic table for rating of impacts Nature of the Impact This should include a description of the proposed impact to indicate if the impact is a direct, indirect or a cumulative impact. Extent Site specific, local, regional or national

Duration Temporary, short term, medium term, long term or permanent

Intensity High, medium or low

Probability Improbable, probable, highly probable, definite

Reversibility Reversible, Partially Reversible, Irreversible

Degree of Confidence Low, medium or High

Status and Significance Low, medium or High indicating whether Positive (+), Negative (-) or (without mitigation) Neutral (o) Mitigation Overview of mitigatory measures to mitigate potentially negative impacts or enhance potential positive impacts indicating how this mitigatory measure impacts on the significance of the impact Status and Significance Low, medium or High indicating whether the status of the impact is (after mitigation) Positive (+), Negative (-) or Neutral (o)

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9.2.1 Construction Phase

Table 5: Impact Assessment: Additional traffic volumes Description Impact Comment / Reason

Extent Local 12km radius from site

Duration Short term During construction period

Local residents use roads on a daily basis and will be Intensity High (o) directly affected.

Probability Definite Development will generate construction vehicles. By reducing construction period and conducting road Reversibility Reversible maintenance, impact of construction vehicles can be minimised Degree of Confidence High Status and Significance Increased traffic volumes will add to gravel loss albeit over of impact (without Medium (-) short period of time. mitigation) Regular maintenance (three times per year), initially Mitigation immediately after construction period. Status and Significance Gravel loss can be negated should road be regularly of impact (with Medium (+) maintained mitigation)

Table 6: Impact Assessment: Generation of dust Description Impact Comment / Reason

Extent Local 3.5km radius from site

Duration Short term During construction period.

Local residents use roads on a daily basis and will be Intensity High directly affected.

Probability High All vehicles will generate more dust.

Reversibility Reversible By regular maintenance loss of dust can be reversed

Subjective opinion - exact extent and impact can be Degree of Confidence Medium assessed by detailed materials investigation. Status and Significance Increased dust generation due to increased traffic volumes of impact (without Medium (-) albeit for short period. Gravel roads will require increased mitigation) maintenance measures. Mitigation Regular maintenance (three to four times per year) Status and Significance Dust generation can be negated should road be regularly of impact (with Medium (+) maintained mitigation)

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Table 7: Impact Assessment: Traffic safety impact due to construction traffic Description Impact Comment / Reason

Extent Local 3.5km radius from site – at access and along DR01940

Additional traffic generated by development during Duration Short term construction of development. Local residents – particularly vulnerable road users - who Intensity High use roads on a daily basis and will be directly affected. Construction traffic delivering materials daily – 4 Probability Probable directional trips per day. Impact reversible if additional warning signage, clearance of encroaching vegetation at Access road junction and Reversibility Reversible regular maintenance conducted. It is further noted that once construction is complete, there would be no issues associated with construction vehicle traffic. Degree of Confidence High Status and Significance of impact (without High (-) Accidents could mean loss of life. mitigation) Additional warning signage, clearance of vegetation at the Mitigation sharp curve and regular maintenance. Status and Significance Accidents could mean loss of life but mitigatory measures of impact (with Medium (+) can minimise impact. mitigation)

Table 8: Impact Assessment: Deterioration of public road network during construction phase

Description Impact Comment / Reason

Extent Local 3.5km radius from site – at access and along DR01940

Additional traffic generated by development during Duration Short term construction of development. Local residents use roads on a daily basis and will be Intensity High directly affected. Construction traffic delivering materials daily – however Probability Probable short construction period.

Reversibility Reversible Impact reversible if regular maintenance conducted.

Degree of Confidence High Status and Significance of impact (without High (-) Damage to road surface mitigation) Mitigation Regular maintenance (three to four times per year) Status and Significance Gravel loss can be negated should road be regularly of impact (with Medium (+) maintained mitigation)

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9.2.2 Operational and Maintenance Phase

Table 9: Impact Assessment: Road and intersection capacity (additional traffic loading) Description Impact Comment / Reason

Extent Local 3.5km radius from site – at access and along DR01940

Additional traffic generated by development – 4 vehicle Duration Long term trips per day). Local residents use roads on a daily basis and will be Intensity High directly affected.

Probability Definite Delivery and distribution traffic using road daily.

Reversibility Reversible Impact reversible if regular maintenance conducted.

Surveys of current daily traffic volumes conducted Degree of Confidence High historically. Status and Significance of impact (without Medium (-) Damage to road surface mitigation) Mitigation Regular maintenance (three to four times per year) Status and Significance Road standard can be maintained at acceptable level should of impact (with Medium (+) road be regularly maintained mitigation)

Table 10: Impact Assessment: Traffic safety impact due to additional traffic

Description Impact Comment / Reason

Extent Local 3.5km radius from site – at access and along DR01940

Additional traffic generated by development – 4 vehicle Duration Long term trips per day Local residents use roads on a daily basis and will be Intensity High directly affected.

Probability Definite Delivery and distribution traffic using road daily. Impact reversible if additional warning signage, clearance Reversibility Reversible of encroaching vegetation at sharp curve at access road junction and regular maintenance conducted. Degree of Confidence High Status and Significance of impact (without Medium (-) Accidents could mean loss of life. mitigation) Additional warning signage, clearance of encroaching Mitigation vegetation at sharp curve at access road junction and regular maintenance. Status and Significance Accidents could mean loss of life but mitigatory measures of impact (with Medium (+) can minimise impact. mitigation)

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Table 11: Impact Assessment: Deterioration of public road network Description Impact Comment / Reason

Extent Local 3.5km radius from site – at access and along DR01940

Additional traffic generated by development – 4 vehicle Duration Long term trips per day. Local residents use roads on a daily basis and will be Intensity High directly affected.

Probability Definite Delivery and distribution traffic using road daily.

Reversibility Reversible Impact reversible if regular maintenance conducted.

Degree of Confidence High Status and Significance of impact (without Medium (+) Damage to road surface mitigation) Mitigation Regular maintenance (three to four times per year) Status and Significance Gravel loss can be negated should road be regularly of impact (with Medium (+) maintained mitigation)

Table 12: Impact Assessment: Generation of dust Description Impact Comment / Reason

Extent Local 3km radius from site

Duration Long term During operational lifetime of the facility.

Local residents use roads on a daily basis and will be Intensity High directly affected.

Probability High All vehicles will generate more dust.

Reversibility Reversible By regular maintenance deterioration can be reversed

Subjective opinion - exact extent and impact can be Degree of Confidence Medium assessed by detailed materials investigation. Status and Significance Increased dust generation due to increased traffic volumes. of impact (without Medium (-) Gravel roads will require increased maintenance measures. mitigation) Mitigation Regular maintenance (four times per year) Status and Significance Dust generation can be negated should road be regularly of impact (with Medium (+) maintained mitigation)

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10. PROPOSED MITIGATORY MEASURES

Measures to improve the safety of the existing road and to mitigate against the impact of the additional traffic volumes generated are listed below.

10.1 ROAD SURFACE MEASURES

10.1.1 Road Surface

The road is currently in a poor condition. Based on the visual assessments conducted during 2012 and the observations by the author during this study, it is clear that the current maintenance conducted on the road is less than the ideal requirement, and is a reflection of departmental budgetary constraints. This has been confirmed by the District Roads Engineer of the Department of Roads and Public Works who is the road authority responsible for DR01940.

During dry periods dust will hang in the air when disturbed and can interfere with visibility, particularly during calm (windless) conditions when there is little air movement to disperse the dust.

Given the estimated average daily traffic (ADT) volumes and average daily truck traffic (ADTT) volumes of approximately 4 vehicles, it is noted that the traffic generated by the development will result in minimal additional traffic particularly after construction. As such, damage to the road is likely to only be ascribed to traffic generated by the development albeit only during the construction phase. It is therefore considered that the developer conduct maintenance on the road in order to ensure that it is not left in a worse state than it currently is once construction has been completed.

10.1.2 Dust

Dust will be prevalent for a few days after the road is bladed, as during the blading process fine material from the road edge is worked into the road surface. However, the dust will generally dissipate after a few days.

It is also noted that the higher the speed of vehicles, the more dust will be created. Enforcement of the 60kph speed limit would therefore result in less dust.

10.2 TRAFFIC SAFETY MEASURES

10.2.1 Traffic Signs

Problems are expected to occur at the sharp curve in the vicinity of the development access road intersection (M360) due to limited visibility and as a result of visibility being impaired by dust. In addition, problems may also occur on the eastbound approach to the curve before the R75 due to lack of warning signage.

Delineation of these curves is recommended to ensure safe operation.

In addition, it is recommended that signs be erected on the approaches to the curves warning motorists of the curves and on the approaches to the access road and junction warning motorists of slow moving trucks during the construction period.

10.2.3 Verge Clearing

Bush clearing should be conducted where vegetation encroaches onto the road surface along the sharp curve in order to improve sight distances and ensure that motorists are aware of trucks entering or exiting the access road.

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11. MANAGEMENT ACTIONS

The following management actions should be implemented in order to minimise the impact of the development on the infrastructural environment:

. Road Maintenance Contribution

Contribution towards maintenance particularly after construction of Phase 1 of the development will minimise any potential damage caused by construction traffic.

. Additional warning traffic signs

Appropriate warning traffic signs (in accordance with the South African Road Traffic Signs Manual (13)) should be erected to protect road users on the approaches to the sharp curves and the access road junction as indicated on Figure 5.

Temporary signs should be erected on the approaches to the access road junction warning motorists of heavy vehicle traffic during the construction period as indicated on Figure 5.

12. CONCLUSIONS

The following conclusions can be drawn from the study:

. DR01940 can be considered to be in a poor condition at present although it is noted that this condition can be attributed to lack of maintenance;

. Excessive fine and loose material was observed along the road creating visibility concerns in dry weather and slippery conditions in wet weather;

. Road traffic signage is lacking on the approaches to the sharp curve at the access road junction;

. Vegetation encroaching on the road at the sharp curve at the access road (M360) junction results in restricted visibility and must be cleared to ensure safety for vehicles approaching the access intersection;

. Average daily traffic (ADT) along DR01940 is in the order of 20 vehicles per day of which truck traffic amounts to 4 vehicles per day;

. The proposed development generates minimal additional traffic - only 4 heavy vehicle trips per day during construction and 4 trips per day during the operational phase;

. Based on the surveyed daily traffic volumes, the road can be categorized as a low-volume gravel road;

. Construction traffic is anticipated to cause some damage to the road during the construction phase, albeit only for a limited period;

. Shoulder sight distances from DR01940 along the R75 are in excess of the minimum required distances;

. The provision of additional road traffic signage as indicated on Figure 5 will result in safer operation.

REP001 – SACE Ranger PV Solar Plant November 2014

20 Traffic Impact Assessment

13. RECOMMENDATIONS

In view of the findings of this study, it is recommended that:

. The developer install additional road traffic signs as indicated on Figure 5, and that such signage be installed as soon as development commences;

. Temporary signs warning motorists of construction vehicles be erected on the approaches to the Access road;

. Vegetation be cleared on the approaches to the access road intersection as indicated on Figure 5;

. The developer ensures that the DR01940 is left in an acceptable state once construction has been completed.

14. REFERENCES

1. Joubert, Sampson, et al, TMH 16 Volume 1- South African Traffic Impact and Site Assessment Manual, COTO, August 2012.

2. CSIR Transportek, TMH 12: Standard Visual Assessment Manual for Unsealed Roads, COLTO, 2000.

3. SENA, South African Road Safety Manual, COLTO, May 1999.

4. CEN Integrated Environmental Management Unit, Proposed SACE Ranger Solar PV (2.46MW) Plant, Uitenhage, Eastern Cape – Draft Basic Assessment Report, SACE Limited, August 2014.

5. NMBM, Nelson Mandela Bay Municipality Spatial Development Framework, 2009.

6. Urban Dynamics, Nelson Mandela Bay Municipality Rural Land Use Management Policy (Draft), NMBM, November 2007.

7. Pendulum Consulting, Mikros Traffic Monitoring, Eastern Cape Department of Transport Traffic Count Database, EC DOT, 2009/2011.

8. EAS, Rural Road Asset Management System, EC DRPW, 2012.

9. Transportation Research Board, Highway Capacity Manual, 2000.

10. Akcelik & Associates (Pty) Ltd, SIDRA Intersection User Guide, SIDRA Solutions, March 2011.

11. NITRR, TRH 17 - Geometric Design of Rural Roads, CSRA, September 1984.

12. De Leuw Cather & SENA, SADC Road Traffic Signs Manual, Department of Transport, June 1999.

REP001 – SACE Ranger PV Solar Plant November 2014

ANNEXURE A

Detailed Historical and Peak Hour Traffic Volumes

Project : SACE Solar Power Plant - Farm Bauwerskraal, Uitenhage - TIA Day & date : 20/11/2014 Intersection : R75 / DR01940 NO 1 Time period: 06:15 - 08:00

STARTING R75 R 75 DR10940 INTER- AM PEAK HOUR TIME Northbound Westbound Southbound Eastbound SECTION 2014 Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Total Hour 06:00 0000000000000000 0 9 8 7 06:15 0200 20 0 0 0 0 0 12 0 12 0 0 0 0 32 0 57 0 06:30 0340 34 0 0 0 0 0 10 0 10 0 0 0 0 44 06:45 0200 20 0 0 0 0 0 25 0 25 0 0 1 1 46 122 07:00 0350350000 07070000 42 164 10 0 0 6 07:15 0290290000 07070022 38 170 11 0 0 5 07:30 0410 41 0 0 0 0 0 21 0 21 0 0 1 1 63 189 12 3 0 4 07:45 0240 24 0 0 0 0 0 22 0 22 0 0 0 0 46 189 08:00 0000000000000000 0 147 08:15 0000000000000000 0 109 0 129 0 08:30 0000000000000000 0 46 1 2 3 08:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 203 0 203 0 0 0 0 0 104 0 104 0 0 4 4 311 R75 Peak hour 0 129 0 129 0 0 0 0 0 57 0 57 0 0 3 3 189 Peak 15 min 41 0 22 2 63 N PHF 0.79 ##### 0.65 0.38 0.75 02081 TR04201 / MR00470 N TRAFFIC HIGHLIGHTS OF SITE 02081 1.1 Site Identifier 02081 1.2 Site Name TR04201 / MR00470 N 1.3 Site Description North of TR04201 / MR00470 junction 1.4 Road Description Route : R075 Road : TR04201 Section : Distance : 0.0km 1.5 GPS Position 25 27 28.7E -33 40 02.1S 1.6 Number of Lanes 2 1.7 Station Type Secondary (Temp) 1.8 Requested Period 2009/01/01 - 2009/12/31 1.9 Length of record requested (hours) 8760 1.10 Actual First & Last Dates 2009/06/02 - 2009/06/05 1.11 Actual available data (hours) 69 1.12 Percentage data available for requested period 0.8 To Jansenville To Uitenhage Total 2.1 Total number of vehicles 3815 3772 7587 2.2 Average daily traffic (ADT) 1327 1312 2639 2.3 Average daily truck traffic (ADTT) 254 210 464 2.4 Percentage of trucks 19.1 16.0 17.6 2.5 Truck split % (short:medium:long) 2.6 Percentage of night traffic (20:00 - 06:00) 10.1 7.3 8.7 3.1 Speed limit (km/hr) 120 3.2 Average speed (km/hr) 3.3 Average speed - light vehicles (km/hr) 3.4 Average speed - heavy vehicles (km/hr) 3.5 Average night speed (km/hr) 3.6 15th centile speed (km/hr) 3.7 85th centile speed (km/hr) 3.8 Percentage vehicles in excess of speed limit 0.0 0.0 0.0 4.1 Percentage vehicles in flows over 600 vehicles/hr 0.0 0.0 0.0 4.2 Highest volume on the road (vehicles/hr) 2009/06/04 17:00:00 267 4.3 Highest volume in the North (vehs/hr) 2009/06/03 08:00:00 125 4.4 Highest volume in the South (vehs/hr) 2009/06/04 17:00:00 144 4.5 Highest volume in a lane (vehicles/hr) 2009/06/04 17:00:00 144 4.6 15th highest volume on the road (vehicles/hr) 2009/06/02 18:00:00 204 4.7 15th highest volume in the North direction (vehs/hr) 2009/06/02 15:00:00 99 4.8 15th highest volume in the South direction (vehs/hr) 2009/06/03 11:00:00 101 4.9 30th highest volume on the road (vehicles/hr) 2009/06/05 09:00:00 154 4.10 30th highest volume in the North direction (vehs/hr) 2009/06/02 14:00:00 79 4.11 30th highest volume in the South direction (vehs/hr) 2009/06/05 08:00:00 74 5.1 Percentage of vehicles less than 2s behind vehicle ahead 6.1 Total number of heavy vehicles 729 604 1333 6.2 Estimated average number of axles per truck 6.3 Estimated truck mass (Ton/truck) 6.4 Estimated average E80/truck 6.5 Estimated daily E80 on the road 6.6 Estimated daily E80 in the North direction 6.7 Estimated daily E80 in the South direction 6.8 Estimated daily E80 in the worst North lane 6.9 Estimated daily E80 in the worst South lane 6.10 ASSUMPTION on Axles/Truck (Short:Medium:Long) (2.0 : 5.0 : 7.0) 6.11 ASSUMPTION on Mass/Truck (Short:Medium:Long) (10.9 : 31.5 : 39.8) 6.12 ASSUMPTION on E80s/Truck (Short:Medium:Long) (0.6 : 2.5 : 2.1)

Mikros Traffic Monitoring (Pty) Ltd (011) 695-9200 269 TRAFFIC SURVEILLANCE SYSTEM COMPREHENSIVE TRAFFIC OBSERVATIONS Eastern Cape Province Site: 40327 Site Type: Secondary Latest Count: 2011/07/22 Assessment Date : 2011/01 Number Site Name Road/Street Location Between Lanes Region Rec. (hrs) 40327 TR04201 MR00470 - DR01940 2 NELSON 95

Daily Traffic Speeds (km/h) Road Loads and Growth Photo: AADT 2920 Speed limit 120.0 Ave axles / heavy 0.0 ADT 2545 Arithmetic mean 0.0 Ave mass / heavy 0.0

ADHV 429 Arith mean, light 0.0 Ave mass/Short HV 0.0 Ave mass/Med HV 0.0 AWDT 2,545 Arith mean, heavy 0.0 Ave mass/Long HV 0.0 Heavy Vehicle % 16.8 Harmonic mean 0.0 Busses % 0.0 Exceed limit V % 0.0 Ave E80's / heavy 0.0 Taxis % 0.0 ADE80 worst lane 0.0 Heavy S M L % 0 0 0 Growth HV Avg Mass 0.00% Night Traffic % 16.0 Growth: linear est. Growth: expon Estimated if only v ol data av ailable * = Data not sufficient for accurate calculation.

AADT Variations

2,500

2,000

1,500

1,000 VEHICLES PER DAY PER VEHICLES 500

0 2006 2007 2008 2009 2010 2011 YEAR

Obs. AADT EAADT

TRAFFIC FLOW VARIATIONS DURING AN AVERAGE WEEK 220 200 180 160 140 120 100 80 60 40

TRAFFIC VOLUME (vehs/hour) TRAFFICVOLUME 20 0 MON TUE WED THU FRI SAT SUN DAY OF WEEK (Starting at Monday 00h00)

Total vehicles Light vehicles Heavy vehicles

ANNEXURE B

SIDRA Intersection Output Sheets

2014 Existing and After Development

MOVEMENT SUMMARY Site: R75 / DR 01940 WD SACE RANGER SOLAR POWER PLANT FARM BAUWERSKRAAL UITENHAGE 01 AM WD 2014 Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: R75 1 L2 3 66.7 0.078 10.6 LOS B 0.0 0.0 0.00 0.02 54.1 2 T1 136 12.4 0.078 0.0 LOS A 0.0 0.0 0.00 0.02 118.7 Approach 139 13.6 0.078 0.2 NA 0.0 0.0 0.00 0.02 115.6

North: R75 8 T1 60 24.6 0.036 0.4 LOS A 0.2 1.5 0.26 0.01 113.6 9 R2 1 0.0 0.036 8.4 LOS A 0.2 1.5 0.26 0.01 73.6 Approach 61 24.1 0.036 0.6 NA 0.2 1.5 0.26 0.01 112.5

West: DR01940 10 L2 1 0.0 0.008 9.2 LOS A 0.0 0.2 0.30 0.90 40.2 12 R2 5 40.0 0.008 10.3 LOS B 0.0 0.2 0.30 0.90 37.6 Approach 6 33.3 0.008 10.1 LOS B 0.0 0.2 0.30 0.90 38.0

All Vehicles 206 17.3 0.078 0.6 NA 0.2 1.5 0.08 0.04 108.0

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: 20 November 2014 09:48:07 AM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.24.4877 www.sidrasolutions.com Project: Not Saved 8000460, 6016599, ENGINEERING ADVICE & SERVICES, PLUS / 1PC MOVEMENT SUMMARY Site: R75 / DR 01940 ND SACE RANGER SOLAR POWER PLANT FARM BAUWERSKRAAL UITENHAGE 01 AM ND Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: R75 1 L2 1 0.0 0.076 8.4 LOS A 0.0 0.0 0.00 0.01 62.5 2 T1 136 12.4 0.076 0.0 LOS A 0.0 0.0 0.00 0.01 119.3 Approach 137 12.3 0.076 0.1 NA 0.0 0.0 0.00 0.01 118.5

North: R75 8 T1 60 24.6 0.036 0.4 LOS A 0.2 1.5 0.25 0.01 113.6 9 R2 1 0.0 0.036 8.4 LOS A 0.2 1.5 0.25 0.01 73.6 Approach 61 24.1 0.036 0.6 NA 0.2 1.5 0.25 0.01 112.6

West: DR01940 10 L2 1 0.0 0.004 8.8 LOS A 0.0 0.1 0.27 0.85 62.0 12 R2 3 0.0 0.004 8.2 LOS A 0.0 0.1 0.27 0.85 61.8 Approach 4 0.0 0.004 8.4 LOS A 0.0 0.1 0.27 0.85 61.9

All Vehicles 202 15.6 0.076 0.4 NA 0.2 1.5 0.08 0.02 114.5

Processed: 20 November 2014 09:45:54 AM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.24.4877 www.sidrasolutions.com Project: Not Saved 8000460, 6016599, ENGINEERING ADVICE & SERVICES, PLUS / 1PC