EFG Engineers (Pty) Ltd on behalf of WCG: DTPW (Road Design) 720.05043.00005 Basic Assessment Report for the Proposed Upgrade of Trunk Road 28, Section 1 - Lynx Road to Mimosa Street, Hermanus March 2021
Appendix G3: HWC NID
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APPLICATION FORM NOTIFICATION OF INTENT TO DEVELOP SECTION 38 (1) AND SECTION 38 (8) To be completed by applicant
Heritage Western Cape Reference No:
Completion of this form is required by Heritage Western Cape for the initiation of all impact assessment processes under Section 38 (1) & (8) of the National Heritage Resources Act (NHRA).
Whilst it is not a requirement, it may expedite processes and in particular avoid calls for additional information if certain of the information required in this form is provided by a heritage specialist/s with the necessary qualifications, skills and experience.
A. APPLICABILITY OF THE NATIONAL ENVIRONMENTAL MANAGEMENT ACT (NEMA)
DEADP/ DMR Reference Number:
This application is made in terms of Section 38(8) of the NHRA and an
application under NEMA has been made to the following authority: DEA&DP
This development will not require a NEMA application. Making an incorrect statement or providing incorrect information in this part of the form may result in all NOTE: or part of the application having to be reconsidered by HWC in the future, or submission of a new application.
B. BASIC DETAILS
PROPERTY DETAILS: Name of property: TR 28/1 (R43) and directly affected adjacent properties between Vermont and Hermanus Street address or location (eg: off R44): TR 28/1 (R43) (see Figure 1) Coordinates: Erf or farm number/s: Numerous (see cadastral map S 34.408069° Figure 2, 2A-2E, and Table 1 for list) E 19.174540° (A logical centre point. Format based on WGS84.) Town or District: Hermanus Municipality: Overstrand Extent of property: (See table 1) Current use: Road/road reserve Predominant land use/s of surrounding properties: Road reserve, residential, commercial, vacant land, parking areas, roads, landscaped gardens, etc.
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REGISTERED OWNER OF PROPERTY: Name and Surname: see Table 1 for a list of properties and landowners ** Address Telephone Cell E-mail
APPLICANT/ AUTHORISED AGENT: Name and Surname: Me hdi Haider
Address: 9 Dorp Street, Cape Town Telephone: 021 483 3133 Cell E-mail [email protected]
By the submission of this form and all material submitted in support of this notification (ie: ‘the material’), all applicant parties acknowledge that they are aware that the material and/or parts thereof will be put to the following uses and consent to such use being made: filing as a public record; presentations to committees, etc; inclusion in databases; inclusion on and downloading from websites; distribution to committee members and other stakeholders and any other use required in terms of powers, functions, duties and responsibilities allocated to Heritage Western Cape under the terms of the National Heritage Resources Act. Should restrictions on such use apply or if it is not possible to copy or lift information from any part of the digital version of the material, the material will be returned unprocessed.
I confirm that I enclose with this form two hardcopies of all material submitted together with a CD/ USB containing digital versions of all of the same.
**With respect to land ownership, see the letter on Page 15 with regard to expropriation of land, signed by Mr J Pienaar on behalf of the Deputy Director-General: Road Network Management: Western Cape Government – Dept. of Transport and Public Works
Signature of Owner: ______Date:
Signature of Applicant/ Authorised Agent: ______Date: 23/06/2020 (Applicants/ agents must attach copy of power of attorney to this form.)
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C. DEVELOPMENT DETAILS:
Please indicate below which of the following Sections of the National Heritage Resources Act, or other legislation has triggered the need for notification of intent to develop. S38(1)(a) Construction of a road, wall, powerline, pipeline, canal or other S38(1)(c) Any development or activity that will
similar form of linear development or change the character of a site - barrier over 300m in length. S38(1)(b) Construction of a bridge or similar structure exceeding 50m in (i) exceeding 5 000m2 in extent; length. S38(1)(d) Rezoning of a site (ii) involving three or more existing erven
exceeding 10 000m2 in extent. or subdivisions thereof; (iii) involving three or more erven or divisions thereof which have been consolidated within the past five years. If you have checked any of the three boxes above, describe how the proposed development will change the character of the site: The site is already an existing proclaimed road and widening as proposed is unlikely to significantly change the character of the site as it currently stands Other triggers, eg: in terms of other in the context of the area. legislation, (ie: National Environment Management Act, etc.) Please set out details:
NEMA
If an impact assessment process has also been / will be initiated in terms of other legislation please provide the following information:
Authority / government department (ie: consenting authority) to which information has been /will be submitted for final decision: DEA&DP
Present phase at which the process with that authority stands: Pre-application
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Provide a full description of the nature and extent of the proposed development or activity including its potential impacts:
IMPROVEMENT OF TRUNK ROAD 28 SECTION 1 BETWEEN BOTRIVER AND HERMANUS
Dualling the existing single carriageway road to an Urban Class E(ii) cross section and widen the existing road reserve from approximately 30 m to approximately 40 – 45 m; Provision of dedicated turning lanes at various of the main access points; Provision and relocation of access roads to Amana, Berghof Estates and Kidbrooke Place; Relocation of various services and moving the existing 10 m services servitude adjacent to the new road reserve; and Dualling of the Onrust Bridge over the Onrus River; Provision of bus stops at major intersections; Provision of appropriate stormwater channels along kerbed sections; Re-sealing the existing dual carriageway from Km 27.14 to 29.46 (between R320 and Mountain Dr /Mimosa Str intersections).
See Figures 2, 2A-2E, 2J
Trunk Road 28 Section 1
Horizontal alignment
The existing horizontal alignment will not be altered significantly. Minor changes to the horizontal alignment will form part of the scope of Contract C1122 to address the implementation of the new cross section and widening, primarily to the North of the existing road. This will enable the optimisation of the cut and fill and the reduce the required expropriation area, and the number of affected properties, which will in turn assist in streamlining the expropriation process. The optimised horizontal alignment will take cognisance of the cut and fill, and expropriation; and will be considered in more detail after a detailed survey has been completed in the subsequent design phase.
Vertical alignment
Due to the road’s proximity to the mountain, there are steep areas directly adjacent to the road and therefore, the road is generally in cut on the left-hand side and in fill on the right-hand side. This has a significant effect on the dualling of the carriageway on either the mountain side (left-hand side) or sea side (right-hand side). As a result, it is envisaged that the left and right carriageways will have different vertical alignments and tie in on similar levels at intersections and junctions to facilitate crossing movements. The vertical alignment of the two carriageways will be similar on the flatter sections and at the crossing of the Onrust Bridge. The vertical alignment of the new carriageway will only be determined in the subsequent design stage once the detailed topographical survey has been completed. For the layout of the proposed dual carriageway of the Trunk Road, three options were considered.
Option 1:
Option 1 entails the dualling of the existing road with the right hand side toe line of the existing road as close as allowable to the Southern road reserve boundary, which amounts to widening the existing road on both sides of the existing carriageway.
Benefits:
With this option, a reduction in the expropriation requirements can be achieved; although it cannot be considered a significant reduction. It is envisaged that the reduction in expropriation will be on the amount of
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expropriated land and not the number of affected properties. Properties on both sides of the existing road might be affected.
Disadvantages:
• Culverts need to be extended on both sides of the existing road; • A large surface area of the existing road will need to be used as the new median, where good pavement materials are available for re-use as structural layers; • Potentially limited space for accommodation of stormwater between road fill and property boundaries on the downstream side of existing carriageway; • Traffic accommodation could be problematic during certain operations; • Potential construction joints in the wheel paths; • Construction of scale cannot be achieved as small sections of road way and sidewalk need to be added on to the existing road; and • Potential increase in complaints from home owners South of the existing road due to increase in noise.
Option 2:
Option 2 is where the existing right-hand side shoulder breakpoint is kept at its existing position. Widening is only considered North of the existing road.
Benefits:
• The full utilisation of the existing road as the new carriageway; • Widening of culverts only on one side; and • Limited redundant work to be done.
Disadvantages:
• New carriageway comes closer to the residential properties North of the existing road when compared to other options; • Construction joint could potentially be in the wheel path which could lead to long-term maintenance challenges; and • Material use of the existing carriageway is not optimised.
Option 3 (considered the most beneficial)
Option 3 is a combination of Option 1 and 2 and seeks to address the shortcomings of both Options 1 and 2 as best as possible. Option 3 also has the addition of slight horizontal alignment amendments. It is expected that this option keeps the left-hand side shoulder breakpoint fixed as the right-hand side median kerb as extensively as possible. Widening is therefore considered predominantly toward the North of the existing carriageway. Slight widening will be required to the South of the existing carriageway to accommodate the sidewalk as the existing road is 12.2 m wide and the required width 12.5 m including the sidewalk).
Benefits:
• An optimised design is achievable with this option in terms of expropriation and cut / fill volume trade-offs; • It is envisaged that only properties North of the existing road will be affected, streamlining the expropriation process; • Road is further away from residential properties North of the existing road when compared to Option 2; • Widening of culverts are expected to be only North of the existing road; • Full utilisation of the existing pavement structure’s materials; • No construction joints in the existing road; • Space available downstream for the accommodation of formalised stormwater; and
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• Traffic accommodation limited, reducing road user frustration.
Disadvantages:
The most notable disadvantage of this option is the increase in expropriation, which is required in comparison with Option 1. Expropriation for Option 2 and 3 are similar.
Preferred option
Option 3 provides the most benefits in terms of design optimisation as well as socio-economic impact.
Existing servitudes
With the investigations during the Inception stage, it was found that there is a water main running along the northern side of the Trunk Road, feeding various reservoirs located higher up on the mountain side which provides water to the outer lying areas of Hermanus such as Onrus and Vermont. To accommodate this pipeline, various servitudes are registered over properties directly adjacent to the existing road reserve. These servitudes are registered as a pipeline and access servitude and are 10 m wide. The services located within these servitudes will need to be relocated and new servitudes registered, preferably outside the new road reserve. It appears that with expropriation, this should still be possible between the new road reserve edge and properties. Expropriation will be required to accommodate the new servitudes. Alternatively, the services can be accommodated in the road reserve, although past experience has shown the WCG Roads Branch is not in favour of this option.
ACCESS ROADS AND ROAD CLOSURES
PROPOSED VERMONT AVENUE AMENDMENTS AND AMANA ACCESS ROAD
Vermont Avenue (km 23.60) The alignment changes to Vermont Avenue are foreseen to be limited and considered negligible. The preliminary design phase should determine the future use of the portion of land directly North of the Vermont junction to establish the need for the construction of a bell mouth to provide access to this property. The proposed changes to Vermont Avenue are to accommodate an alternative access road, which is proposed opposite the Onrus Main Road junction with Vermont Avenue. This junction will become an intersection, providing access to Vermont, Onrus and Amana due to the closure of the Amana / Paradise Park access on the Trunk Road. At this early stage, intersection control is envisaged to be three-legged Stop control, allowing free-flowing traffic from the Trunk Road into the local area. This proposal should be further investigated in the subsequent design phase. The proposed layout for Vermont Avenue and the new Amana access road is shown in Figure 2G.
CLOSURE OF LOBELIA STREET
Lobelia Street (km 24.18) The envisaged widening towards the North will increase the grade of Lobelia Street significantly. There is a detention pond in the Berghof Estates, next to the road reserve to accommodate the development and flood runoff, which is shown in Figure 2H. The distance between the fence and the toe of the pond embankment varies and is as close as approximately 5 m from the existing fence line in some instances. There is limited space for the widening of the Trunk Road to be done to the South of the existing road at this particular section as the toe line is already close to the erf boundaries. In light of these constraints, it recommended that an alternative access be investigated for this road. This will reduce the expropriation required at this section to accommodate turning lanes and bus stops. Although Lobelia Street provides access to the Berghof development, this junction in particular has long been deemed temporary, and that status is contained in the development conditions. Although some resistance from residents may be expected, relocation of the access road should not prove problematic. The envisaged closure and relocation of the Lobelia Street access should
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be in line with the R43 Arterial Management Plan (AMP) and the proposed alternative location of the junction with the Trunk Road is at approximately km 24.59. An alternative access road will need to be constructed for the Berghof development and the preferred alignment will be an access road as shown in Figure 2I and Figure 2J. It is currently proposed to only construct the leg toward Berghof Estates. The design for this section of roadway will likely incorporate the relocation or protection of various services.
RELOCATED ACCESS WITH CURRENT PROPOSED NEW ACCESS TO TRUNK ROAD 28 SECTION 1
A potential future access road to the various other developments North of the Trunk Road could be gained by the construction of an access road towards Hermanus and tying in with Chanteclair Avenue (West) as shown in Figure 2J. It is envisaged that the construction of this link could reduce congestion at the Kidbrooke intersection, especially in light of the potential development between Berghof and Onrus Manor. In addition, the construction of the link will enable: • The future linking with either Chanteclair Avenue (West) or Lobelia Street (North / East) respectively, should it become necessary to relieve congestion at Kidbrooke; • Enable the future linking of both Lobelia / Chanteclair Avenue and a new access with the extension of Molteno Road from Onrus, providing a direct link between Onrus and the development North of the Trunk Road 28.
The preferred option for the relocation only entails the construction of the link road to Lobelia (North / East) from the proposed relocated access. Figure 2J shows the implication of the proposals at Berghof Estates. This relocation was previously contained in the developer conditions for the Berghof Estates development.
KIDBROOKE INTERSECTION AMENDMENTS
Onrus Main Road / Chanteclair Avenue (km 25.82)
Dualling at this intersection will be toward the North (left-hand side), to reduce the impact of expropriation in comparison with the alternative of dualling on either side of the road.
Onrus Main Road (right hand side - south)
Spatial restrictions make significant changes to the horizontal alignment at this leg of the intersection impossible without extensive expropriation and affects many properties in the process. The subsequent design phase should investigate the possibility of slight amendment to the horizontal realignment (road widening to accommodate turning lanes), as this will most increase the level of service (LOS) at which the intersection operates. It is proposed to amend the vertical alignment of Onrus Main Road to tie into the upgraded intersection at a flatter grade than what the current scenario is. By amending the grade of the Onrus Main Road, the LOS at the intersection should improve. The extent of the vertical realignment can only be investigated once the detailed topographical survey has been completed during the preliminary design phase.
Chanteclair Avenue access to Kidbrooke Place (left hand side - north)
With the dualled cross section at this intersection, the access spacing between the Kidbrooke development and the intersection, reduces from this already short spacing to approximately 24 m. It is recommended to relocate the Kidbrooke development access to an alternative location as indicated in Figure 2K.
RESEAL EXISTING DUAL CARRIAGEWAY (KM27.14 – KM29.46)
This additional section (Figure 2J, Plates 25,26) between R320 and Mountain Dr /Mimosa Str intersections is the existing dual carriageway and the appointment is for a reseal only. No new construction or other works inside the road reserve is expected.
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D. ANTICIPATED IMPACTS ON HERITAGE RESOURCES
Section 3 of the National Heritage Resources Act sets out the following categories of heritage resource as forming part of the national estate. Please indicate the known presence of any of these by checking the box alongside and then providing a description of each occurrence, including nature, location, size, type
Failure to provide sufficient detail or to anticipate the likely presence of heritage resources on the site may lead to a request for more detailed specialist information.
(The assistance of relevant heritage professionals is particularly relevant in completing this section.)
Provide a short history of the site and its environs (Include sources where available):
The first formal research into the prehistory of the southern Cape was initiated by Professor John Goodwin in 1938 with the publication of the results of excavations at Klip Kop Cave at Hermanus (Goodwin 1938). By 1946 he had looked more widely at the area and recorded the presence of many archaeological sites. More specifically, tidal fish traps (visvywers), common in the Agulhas region, and associated shell middens were recognised, and resulted in the publication of a paper about prehistoric fishing methods. He concluded that the same people were responsible for the presence of both the fish traps and shell middens and stressed that excavation was necessary to test this hypothesis (Goodwin 1946).
It was not until the 1970's however that an intensive program of research was instituted by archaeologists from the South African Museum that provided further insight into the prehistory of the area. Excavations at Die Kelders Cave (Schweitzer 1979) and Byneskranskop 1 (Schweitzer and Wilson 1982) have showed that occupation of the area first took place many thousands of years ago. In the case of Die Kelders, more recent excavations have suggested the presence of human remains in Middle Stone Age deposits dating back over at least 100 000 years (Avery and Grine, in prep). While these excavations have concentrated on caves which offer the most potential for finding long, vertical sequences of occupation, other work has focused on open shell middens around Pearly Beach and at Hawston (Avery 1974, 1976). More recently research has been carried out on middens at Stilbay (Hart and Parkington 1991, Henshilwood, in prep) and at Danger Point (Halkett and Hart 1993, 1996). More recently Kaplan (2006) undertook an assessment of Farm 575 adjacent to the R43 between Fisherhaven and Hawston. While not much archaeology was identified Ka[plan notes (2006:8) that a low density scatter of Earlier Stone Age (ESA) and Middle Stone Age (MSA) tools was located during the baseline study in a gravel track located alongside the R43. The ESA tools comprise two large side-struck flakes, one large broken core, and one large chunk. The MSA tools comprise two triangular-shaped flakes, one displaying a characteristic facetted platform. The tools are all in locally-available quartzite. The remains occur in a severely degraded and disturbed context. He rated the archaeological heritage remains as having low, local significance. Kaplan (2009:10) notes that marginal scatters of ancient ESA and MSA stone tools have also been documented on the mountain slopes immediately north of the R43 near Hawston (Kaplan 2005), while large numbers of ESA tools, including many handaxes have been documented on a large hill overlooking the Bot River estuary about 3 kilometres north west of Hawston (Kaplan 2003a). A rare Later Stone Age (LSA) quarry site was also found on a farm alongside the R43 about 6 kms north of Hawston (Kaplan 2003b). Kaplan’s Archaeological Impact Assessment (2009) of a proposed regional shopping centre on Portion 1 of Farm 572 in Hawston (the property south of the road immediately to the west of the starting point of the road widening) found no pre-colonial archaeological material, although there was heavy infestation of alien vegetation which prevented a comprehensive survey. This was a piece of land partially assessed by Halkett and Hart in 1997 (see below). In 1997, Halkett and Hart (1997) assessed a portion of land to the west of the road widening site known as a the Rem/572 “Hoek van de Berg”. Although not a comprehensive survey due to thick invasive vegetation, a range of archaeological resources were identified by them (1997:4-8). MSA material was found on the surface of most exposed calcretes. The stone artefacts seem to consist mainly of waste (flakes and cores), and no classic MSA artefacts were observed. The fact that shell is in some cases associated seems to rule out the
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possibility of the material being older than MSA. No bone was observed on the surface sites. While the surface archaeological scatters lack a formal tool and bone component, they do indicate the presence of people in the area at this early time.
LSA is present although the bulk of shell midden material was in the immediate vicinity of the shoreline and sites were also located in open patches in the vegetated inland dunes. The sites there were fairly ephemeral and generally not considered worthy of further study, although two sites had sufficient material to warrant collection. The presence of indigenous ceramics on some sites indicates that at least some sites post-date 2000BP.
A small coastal “cave” above Nuwebaai has been examined by Dr. G. Avery of the SA Museum and he has commented on the bone accumulations found there. He is of the opinion that bones may have been collected by both brown hyena and porcupine and that some bone embedded in the calcretes could be of considerable vintage.
In terms of the more recent history and built environment, we have referred to the heritage survey prepared for the Overstrand Municipality by Baumann et al (2009a,b,c) as encapsulated in the online digital platform (https://gis.overstrand.gov.za/arcgis/apps/webappviewer/index.html?id=2a1fa937f3ac42429ee40d3fcf676d6f)
Bauman et al (2009a:67-69, 2009b:2, 2009c:2-3) describe a brief history of Onrust and Vermont thus: Onrust and Vermont originate as two separate seaside villages in the early to mid-20th century, but eventually merged into one settlement. In 1913, 435 erven were surveyed at what would became the resort town of Vermont with Onrust being officially established in 1920 as a popular holiday destination centered round the Onrust River Hotel and the camp site. The Onrust historical settlement comprises two distinctive precincts, i.e. the village, which is laid out in a grid pattern extending down towards the camp site (seen particularly on the 1938 aerial photo in Figure 3), and the peninsula bounded by rocky coastline, beach and lagoon, with its grid of sea views. Small-holdings located along the (old) main road accommodated a range of agricultural activities including grazing land for inland farmers who brought their cattle to the coast during the dry summer months. From the late 1960’s, a number of well-known South African painters, poets and writers including Jan Rabie, Marjorie Wallace, Uys Krige, Elsa Joubert, Gregoire Boonzaaier and Cecil Higgs to name a few, came to live at Onrust. Earlier on, the Moravian missionaries who ran the Hemel & Aarde Leper colony had a “holiday” house at Onrust. Over-scaled development particularly along the coastline has destroyed much of the seaside village character.
Onrust and Vermont are situated on what was the 18th century farm Waagenboomkraal. In the period 1862- 1903, the farm “Wageboomskloof” was taken over and run by Beukes & Associates for almost 40 years. The area was sparsely populated and only 3 farmers (Beyers, De Kock & Beneke) and 3 fishermen (Swart family) were listed in Saul Solomon’s Directory of 1883-4. In the Cape Argus of 12.2.1886, Valentyn Beyers advertised two beach cottages to rent and mentioned tennis, croquet, hunting and fishing for recreation. The farm was bought in 1903 by McFarlane and Beyers.
In 1903, the town of Onrust was established by the Onrust River and Sea-side Township and Estate Company Ltd (with directors being Dempers, Viljoen, de Villiers, Chiapinni, Krige and MacFarlane), who bought the farms Onrustrivier and Rheezicht from Macfarlane and Beyers. In 1936, erven were laid out, and in 1950 it was run by a Village Management Board, and later in 1976, Onrust was proclaimed a municipality. In 1953, the local post office was given the name Onrus and in 1969 the “T” was removed from the villages name “Onrust” by the Place Names Commission.
Aerial photographs dating to 1938 (Figure 3), show that the small core of Onrust was to the south of the current road (R43 - shown in blue for reference) which had not yet been built then. The old main road through Onrust was then the main route to Hermanus. The aerial photograph from 1961 (Figure 4) shows little significant development of the village since 1938. The engineers inception report indicates that the section of the R43 with which this project is concerned, was built in 1980 and ran to the north of the village as seen on the aerial photograph from 1980 (Figure 5) showing the new road under construction. The old route remained as a road
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through the village. Development of Vermont was almost non-existent then.
Large scale development in the region since the 1980’s has increasingly seen the access points to Hermanus and surrounding areas becoming increasingly congested. Improvements have been made to a number of roads including the upgrading of the Hemel and Aarde road to Caledon. In 2011, the Department of Transport and Public Works and Jeffares & Green (Pty) Ltd embarked on a project to upgrade the R43 (TR28/1) from Sandbaai to Hermanus (Mimosa Street). The upgrade included dualling of the road so that it now accommodates two lanes of traffic in each direction, with the existing two-way road upgraded as a west-bound carriageway and two new lanes constructed for the new east-bound carriageway. There was also the addition of turning lanes at the Vermont and Onrus/Kidbrooke intersections with new traffic signals constructed at Vermont, and improvements to the intersections at Vermont and Onrus/Kidbrooke. Construction started on 11 August 2011 and was completed in August 2013 (https://www.westerncape.gov.za/general-publication/r43-upgrade-hermanus). Other road improvement heritage assessments include the Hermanus CBD relief road (Finnegan 2007) and the Hermanus Bypass (Hart et al 2016). We have assessed the proposed changes to intersections and access roads (Figures 2F -2K) by fieldwork and did not find any impacts on Heritage material. The proposed roads shown in figure 2J cross the former Municipal dump and the area is considerably disturbed. The proposed access to Amana off Vermont Avenue (Figure 2G) is on the alignment of the old tarred main road through Onrust, but this is not identified as a significant heritage resource.
The resealing of the section of existing dual carriageway between Km 27.14 and 29.46 has no heritage implications as it is limited to the existing footprint.
References:
Avery, G. 1974. Open station shell midden sites and associated features from the Pearly Beach area, south- western Cape. South African Archaeological Bulletin 29: 104-114.
Avery, G. 1976. A systematic investigation of open station shell midden sites along the southwestern Cape coast. Unpublished M.A. thesis, University of Cape Town.
Bauman, N., Attwell, M., Clift, H., Deacon, H, Jacobs, G., Oberholzer, B & Winter, S. 2009a. Overstrand Heritage Survey: Draft Report. Prepared for the Overstrand Municipality by the Overstrand Heritage Landscape Group.
Bauman, N., Attwell, M., Clift, H., Deacon, H, Jacobs, G., Oberholzer, B & Winter, S. 2009b. Overstrand Heritage Survey: Public Participation document: Vermont. Prepared for the Overstrand Municipality by the Overstrand Heritage Landscape Group.
Bauman, N., Attwell, M., Clift, H., Deacon, H, Jacobs, G., Oberholzer, B & Winter, S. 2009c. Overstrand Heritage Survey: Public Participation document: Onrust. Prepared for the Overstrand Municipality by the Overstrand Heritage Landscape Group.
Fransen, H. 2004. The old buildings of the Cape. Jonathan Ball.
Finnegan, E. 2007. Heritage Statement: Proposed realignment and upgrade for Hermanus CBD Relief Road. Unpublished report prepared for SRK Consulting. Archaeology Contracts Office, UCT.
Goodwin, A.J.H. 1938. Klip Kop Cave Hermanus. Annals of the South African Museum 24: 211-219.
Goodwin, A.J.H. 1946. Prehistoric fishing methods in South Africa. Antiquity 20: 134-141.
Halkett, D. & Hart, T. 1993. Phase One Archaeological Survey Of Klipfonteyn. Unpublished report prepared for
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Jan Hanekom Partnership. Archaeology Contracts Office, University of Cape Town.
Halkett, D. & Hart, T. 1995. Phase Two Archaeological Excavations of Late Stone Age Middens at Klipfonteyn, Cape South Coast. Unpublished report prepared for De Witt & Slabber Ontwikkeling cc. Archaeology Contracts Office, University of Cape Town.
Hart, T. , Schietecatte, L. and Kendrick, N. 2016. Heritage specialist study for the proposed Hermanus Bypass road, Western Cape. Unpublished report prepared for SRK Consulting (South Africa) (Pty) Ltd ACO Associates cc. Submitted to HWC after PPP January 2018.
Halkett, D. & Hart, T. 1997. An initial archaeological assessment of a portion of RE/572 “Hoek Van De Berg”: Hermanus. Unpublished report prepared for Dr. Frank Raimondo. Archaeology Contracts Office, University of Cape Town.
Hart, T. and Parkington, J. 1991. An archaeological assessment of shell middens, harbour development area, Stillbaai. Unpublished report prepared for the Still Bay Trust. Archaeology Contracts Office, University of Cape Town.
Kaplan, J. 2003a. Phase 1 Archaeological Impact Assessment proposed subdivision and rezoning of Portion 10-18 of the Farm Afdaksrivier No. 575 Caledon. Report prepared for EnviroAfrica. Agency for Cultural Resource Management.
Kaplan, J. 2003b. Phase 1 Archaeological Impact Assessment, Portion 4 of the Farm 781 Caledon. Report prepared for EnviroAfrica. Agency for Cultural Resource Management.
Kaplan, J. 2005. Phase 1 Archaeological Impact Assessment proposed golf course and housing development Hawston/Fisherhaven. Report prepared for Urban Dynamics Western Cape. Agency for Cultural Resource Management.
Kaplan, J. 2006. Phase 1 archaeological impact assessment proposed development of Portion 6 of the farm 575 Afdaksrivier, Caledon. Prepared for De Villiers Brownlie Associates. Agency for Cultural Resource Management.
Kaplan, J. 2009. Proposed Milkwood Shopping Centre on Portion 1 of farm 572 Hoek Van Der Berg, Hawston. Prepared for Plan Active on behalf of Wekita One (Pty) Ltd. Agency for Cultural Resource Management.
Rudner, J. 1968. Strandloper pottery from South and South-west Africa. Annals of the South African Museum 49: 442-663.
Schweitzer, F. R. 1979. Excavations at Die Kelders, Cape Province, South Africa. The Holocene deposits. Annals of the South African Museum 78 (10): 101-233.
Schweitzer, F. R. & Wilson, M. L. 1982. Byneskranskop 1. A late quarternary living site in the southern Cape Province , South Africa. Annals of the South African Museum 88 (1): 1-203.
Winter, S. & Oberholzer, B. 2014. Heritage and scenic resources: Inventory and policy framework for the western Cape. Prepared for the Provincial Government of the western Cape Department of Environmental and Development Planning. https://gis.overstrand.gov.za/arcgis/apps/webappviewer/index.html?id=2a1fa937f3ac42429ee40d3fcf676d6f https://www.westerncape.gov.za/general-publication/r43-upgrade-hermanus).
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Please indicate which heritage resources exist on the site and in its environs, describe them and indicate the nature of any impact upon them: Places, buildings, structures and equipment of cultural significance
Description of resource: Heritage information for the area from the Overstand Heritage Survey GIS Database (after Bauman et al 2009a), is shown as Figure 8. There are no significant built environment resources along the R43 that will be affected by the project.
A section of the