BASIC ASSESSMENT REPORT FOR THE PROPOSED · PDF fileExecutive Summary: ... designs and layouts for the fuel storage and dispensing ... benchmark filling station. The feasibility study

ENGEN PETROLEUM Ltd

BASIC ASSESSMENT REPORT FOR THE PROPOSED DEVELOPMENT OF A 1-STOP

SERVICE STATION AND ASSOCIATED INFRASTRUCTURE ON ERF 6569, CATHCART

STREET, QUEENSTOWN, EASTERN CAPE PROVINCE.

APRIL 2016

DEDEA&T REFERENCE: EC134/CH/LN1/14/16-02 SEC REFERENCE: 015052

PO Box 30134, Tokai, 7966

Telephone: 021 712 5060, Fax: 021 712 5061 Email: [email protected]

mailto:[email protected]

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“Innovation for Sustainable Development”

t Floor Room 274 • Beacon Hill • Hockley Close • Kind William’s Town • 5600 | Private Bag X0054 • 5605 • Republic of South Africa TeL; 043 605 7099• Fax: 043 605 7300 | Email: • Web: www.dedeat.gov.za

VERSION 1 dated 8 December 2014

BASIC ASSESSMENT REPORT (For official use only)

File Reference Number:

Application Number:

Date Received:

Basic assessment report in terms of the Environmental Impact Assessment Regulations, 2014, promulgated in terms of the National Environmental Management Act, 1998(Act No. 107 of 1998), as amended. Kindly note that: This basic assessment report is a standard report that may be required by a competent authority in terms of the EIA Regulations, 2014 and is meant to streamline applications. Please make sure that it is the report used by the particular competent authority for the activity that is being applied for. The report must be typed within the spaces provided in the form. The size of the spaces provided is not necessarily indicative of the amount of information to be provided. The report is in the form of a table that can extend itself as each space is filled with typing. Where applicable tick the boxes that are applicable or black out the boxes that are not applicable in the report. An incomplete report may be returned to the applicant for revision. The use of “not applicable” in the report must be done with circumspection because if it is used in respect of material information that is required by the competent authority for assessing the application, it may result in the rejection of the application as provided for in the regulations. This report must be handed in at offices of the relevant competent authority as determined by each authority. No faxed or e-mailed reports will be accepted. The report must be compiled by an independent environmental assessment practitioner (EAP). 9. Unless protected by law, all information in the report will become public information on receipt by the competent authority. Any interested and affected party should be provided with the information contained in this report on request, during any stage of the application process. 10. A competent authority may require that for specified types of activities in defined situations only parts of this report need to be completed.

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Executive Summary: Introduction: The applicant, Engen Petroleum Pty LTD, proposes to develop an Engen 1-Stop service station and truck stop on Erf 6569, Cathcart Street, Queenstown, Eastern Cape Province. The site is currently vacant and was previously a service station that was fully decommissioned in 2008. Therefore bulk services and infrastructure are in place. Legislation: Environmental authorisation of the development is required prior to commencement, since the development proposal triggers an activity listed in the EIA Regulations. These regulations are published in terms of the National Environmental Management Act, Act No. 107 of 1998 (NEMA), as amended. The activity that will be triggered is in Listing Notice Number 1, Activity No. 14 of Government Notice No. R983 of 2014: The development of facilities or infrastructure for the storage, or storage and handling, of a dangerous good, where such storage occurs in containers with a combined capacity of 80 but not exceeding 500 cubic meters. In terms of the EIA Regulations a Basic Assessment type application for environmental authorisation needs to be followed. This Basic Assessment Report has been compiled in fulfilment of the requirements of the EIA Regulations. It has been determined that for the purposes of this application, the competent authority, which will decide on whether to issue an environmental authorisation for the proposed service station, is the provincial Department of Economic Development, Environmental Affairs and Tourism (DEDEAT).

Alternatives: Alternative technologies, designs and layouts for the fuel storage and dispensing infrastructure; as well as alternative means of operating the proposed service station have been investigated. This is in order to avoid or minimise any of the potential impacts described above. Best practice alternatives have been identified which have been assessed further against the No Go Alternative, or the option of not proceeding with the development. Please refer to Section 2.

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Impacts identified and assessed: The development proposal, including the best practice design, layout and technology alternatives, as well as operating protocols included in the proposal, has been found to have the following associated impacts: Construction and decommissioning phase: Noise; dust; some visual impact associated with stockpiling, heavy plant and equipment, etc.; some risk of soil, surface water and groundwater contamination associated with service stations; social impacts in terms of employment, economic impacts in terms of capital investment; and some minor risk of fire associated with service stations. A short-term benefit associated with jobs and income for construction workers has also been identified. Operational phase: A risk of soil, surface water and groundwater contamination associated with fuel storage and handling; as well as a risk of fire and explosion; noise impacts associated with customer vehicles and fuel delivery tankers frequenting the site; fuel vapour emissions associated primarily with tank refuelling as well as to some extent with localised spillages. Minor traffic impacts are anticipated in association with the proposed development at an existing busy interchange (Cathcart Road/ Green street). It is anticipated that large numbers of vehicles may make use of the new facility; however it will not add large volumes of traffic to the existing road network. None of these associated impacts has been found to be of an unacceptable level; all of these impacts can be avoided or minimised provided that the mitigation measures recommended in the EMPr are followed. Socio-economic benefits which have been identified in association with developing the site are; the creation of job opportunities and income for staff, an income stream for the applicant as well as income contribution to the local economy and secondary business development for Queenstown; and providing a required service to road users. No Go Alternative: There are no specific benefits to maintaining the area as it is: currently the site is used for truck parking, business meetings and small vending. The fact that none of the potential negative impacts associated with the proposed service station development would occur can be considered a positive aspect of the No-Go Alternative. In this regard, however, all of these potential negative impacts can be avoided or reduced to acceptable levels with careful planning, design and operation of the service station. Drawbacks associated with the No-Go Alternative would include not realising any of the benefits associated with developing the facility.

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Specialist input: A watercourse and canal have been identified in close proximity to the site and therefore a Watercourse Assessment (dated 31/08/2015) was performed by Nature Stamp in order to assess the design, construction and operational impacts of the development on the watercourse. It was established through the assessment that a Water Use Licence will not be required for the proposed development. However, due to the close proximity of the watercourse to the proposed development footprint, mitigation measures have been recommended in order to avoid potential impacts on the watercourse. These have been included in Section D of this report as well as in the EMPr contained in Appendix F. A Traffic Impact Assessment was undertaken by Engineering Advice and Services (Pty) Ltd in order to ascertain the need and desirability of the proposed service station, in order to be approved by SANRAL. The study concluded that the additional traffic generated by the development will have a minimal impact on the operations of the adjacent intersections. Although large numbers of vehicles may make use of the new facility, it will not add large volumes of traffic to the existing road network. SANRAL has since approved the TIA and recommendations provided. A feasibility report was undertaken by WSP Group Africa (Pty) Ltd., in order to determine if the proposed site is feasible for operating a modern, benchmark filling station. The feasibility study considers the development viability by assessing the demand for a service station based on the traffic volumes and flows on the surrounding road network; the projected volume of fuel that will be sold; as well as the possible impact on competitor service stations. The study concludes that the proposed service station will have an impact on three existing filling stations situated within 500m of the proposed site. Two of these existing filling stations will be impacted on significantly in terms of fuel sales. The proposed service station holds good trading potential due to its position and has the approval from a traffic engineering point of view. Beneficial socio-economic impacts of the proposed service station include employment opportunities during the construction, operational and potential decommissioning phases of the development. Negative socio-economic impacts are projected in loss of fuel sales for the surrounding competitor service stations and a loss in a number of jobs at the existing filling stations. However, the number of new jobs that will be created with the proposed development will exceed the losses at other stations and there will be a positive overall impact on local employment in the area. The impacts associated with the proposed development are outlined in detail of section D of this report. Mitigation measures are outlined and informed by best practice oil industry standards, as well as specialist input as outlined above.

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Impact summary:

Design and Construction Phase

Impact Extent Duration Probability

Significance

Pre-mitigation

Post-mitigation

Direct Impacts

Dust Generated from earthworks and construction vehicles

Local Short term Highly probable Low (-) Low (-)

Traffic Construction vehicles (Cumulative)


Noise Increase in noise levels (Cumulative)


Socio-economic Employment (Cumulative)

Local Short term Highly probable Low (+) N/A

Visual Construction site and activities


Soil and Groundwater contamination Surface spillages (oils & fuels), construction material (Cumulative)

Local Short term Improbable with

mitigation Medium (-) Low (-)

Stormwater contamination Construction material and litter washed into the stormwater system



Freshwater Increase in erosion and runoff from construction activities and compaction of surfaces - discharged into the nearby stream (Cumulative)

Local Long term Improbable with


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Freshwater Increase in pollution from construction activities (Cumulative)



Vegetation loss of natural/indigenous vegetation due to possible disturbance of channel bed and bank, alien plant invasion may replace indigenous vegetation

Local Long term Probable Low (-) Low (-)

Indirect Impacts

Socio-economic Improve local economy


Operational Phase

Impact Extent Duration Probability Significance

Pre-mitigation Post-mitigation

Direct Impacts

Soil and Groundwater contamination Surface spillages (oils & fuels) (Cumulative)



Soil and Groundwater contamination Subsurface leaks (tanks or pipelines) (Cumulative)

Local / Regional

Short term / Long term

Improbable with mitigation

Medium (-) Low (-)

Stormwater Increase in surface runoff from impervious surfaces (during rainfall events) (Cumulative)



Groundwater Diversion of sub-surface water through the installation of underground tanks

Local Medium term Improbable with


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(Cumulative)

Freshwater Decrease in effluent discharged into the nearby river system (vagrants on site)

Local Long term Probable Medium (+) N/A

Atmospheric Emissions Fuel vapour emissions from tankers refiling fuel tanks

Local Long term Highly probable Medium (-) Low (-)


Local Long term Highly probable Low (-) Low (-)

Socio-economic Loss in fuel sales of service stations within close proximity

Local Long term Highly probable Medium (-) N/A

Socio-economic Employment

Local Long term Highly probable Low (+) N/A

Visual Lights and signage (Cumulative)


Traffic Operational capacity of existing intersections (Cumulative)


Indirect Impacts


Local Long term Highly probable Low (-) N/A

Decommissioning Phase

Impact Extent Duration Probability

Significance

Pre-mitigation

Post-mitigation

Direct Impacts



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Visual Construction site and activities during decommissioning








Freshwater Increase in erosion and runoff from construction activities and decommissioning of the facility - discharged into the nearby stream (Cumulative)



Freshwater Increase in pollution from decommissioning activities (Cumulative)



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No-Go Alternative



Direct Impacts

Socio-economic No overall increase in employment opportunities

Local N/A Highly probable Low (-) N/A

Socio-economic No loss in fuel sale of service stations within close proximity

Local Permanent Highly probable Low (+) N/A

Visual None

N/A N/A N/A N/A N/A

Freshwater Continued discharge of effluent into the nearby river system (vagrants on site)


Traffic None

N/A N/A N/A N/A N/A

Noise None

N/A N/A N/A N/A N/A

Recommendations: It is the opinion of the appointed Environmental Assessment Practitioner (EAP) that provided the recommended mitigation measures are implemented and the facility is managed in an environmentally sound manner and according to oil industry standards; there are no factors that should prevent the proposed development from taking place. It is important that the mitigation measures stipulated within the EMPr be followed during the construction, operational and decommissioning phases of the development and that they are policed by a suitably experienced environmental control officer.

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SECTION A: ACTIVITY INFORMATION

Has a specialist been consulted to assist with the completion of this section? YES NO

If YES, please complete form XX for each specialist thus appointed: Any specialist reports must be contained in Appendix D. 1. ACTIVITY DESCRIPTION Describe the activity, which is being applied for, in detail

Details of proposed development: The proposed development is a new Engen 1-Stop service station, located on Erf 6569, Cathcart Road (N6), Queenstown. Refer to Figure 1 below for the site locality. The site is located on the corner of Cathcart Road (N6) and Voortrekker Street (R61) and the land is zoned for Light Industrial purposes. The proposed development comprises a filling station forecourt and truck stop, and includes a convenience shop (Q-shop), bakery and a fast-food restaurant. Overall the development will comprise the following:

1. The installation of five (5) 23 m3 capacity underground storage tanks. 2. Associated fuel handling infrastructure including an oil-water separator system; fuel lines and filler

lines; pump dispensers; and tank filler points situated on a spill containment slab which discharges to the separator system.

3. A forecourt canopy and dispensing area sloping to a central catch-pit which discharges to the separator system.

4. A convenience store (105m2) and fast food restaurant with seating area (125m2). 5. Car, bus and caravan parking areas. 6. Associated roads on site, including ingress and egress. 7. Grassed and landscaped area. 8. Truck stop

The total development building area associated with the proposed development will be approximately 580m2

in extent.

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A service station was previously in operation on the site. Therefore the proposed site is fully serviced and no additional bulk service infrastructure is required. All infrastructure related to the aforementioned service station that previously existed at the site, was decommissioned as of 2008.

Figure 1: Locality Map

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2. FEASIBLE AND REASONABLE ALTERNATIVES “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— (a) the property on which or location where it is proposed to undertake the activity; (b) the type of activity to be undertaken; (c) the design or layout of the activity; (d) the technology to be used in the activity; (e) the operational aspects of the activity; and (f) the option of not implementing the activity. Describe alternatives that are considered in this application. Alternatives should include a consideration of all possible means by which the purpose and need of the proposed activity could be accomplished in the specific instance taking account of the interest of the applicant in the activity. The no-go alternative must in all cases be included in the assessment phase as the baseline against which the impacts of the other alternatives are assessed. The determination of whether site or activity (including different processes etc.) or both is appropriate needs to be informed by the specific circumstances of the activity and its environment. After receipt of this report the competent authority may also request the applicant to assess additional alternatives that could possibly accomplish the purpose and need of the proposed activity if it is clear that realistic alternatives have not been considered to a reasonable extent. Paragraphs 3 – 13 below should be completed for each alternative.

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Introduction The applicant’s general purpose is to establish a service station and truck stop in Queenstown, Eastern Cape. The service station will be developed on a previously operated service station site, which was entirely decommissioned as of 2008. The site is fully equipped with bulk service facilities and is owned by the applicant. It is thus not considered necessary to investigate activity or site alternatives for this application. Alternative technologies, designs and layouts for the fuel storage and dispensing infrastructure; as well as alternative means of operating the facility have been investigated. This is due to the potential impacts associated with the storage and handling of fuel, which is a hazardous good, e.g. fuel is flammable and poses a health and safety risk if not stored and handled appropriately; and hydrocarbons pose a soil and freshwater contamination risk in the event of a spill or leak. Best practice alternatives related to the oil industry have been identified, which have been assessed further against the No Go Alternative, or the option of not proceeding with the development. A - Property/Location Alternatives: The service station will be developed on a previously operated service station site and the site is currently fully equipped with adequate bulk services. Thus all service infrastructure to be developed on the proposed site, such as electricity, water and sewage facilities will be connected to the existing services. Due to this and the fact that the property is owned by the applicant, it is thus not considered necessary to investigate site alternatives for this application B - Activity Alternatives: The proposed property was previously occupied by a service station and operated as such. The site still contains all bulk services at the site. C - Design/Layout Alternatives: Tank layout: Various different layouts have been identified and investigated over time and following practical experience. Initially tanks were placed wherever was convenient across the site. Preferred Alternative: More recently the “tank farm” approach has been adopted where all tanks are located together to allow for easier monitoring, which also reduces the number of monitoring wells required. This minimises environmental risk and is considered to be best practice and is thus included in this application.

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In the best practice tank and infrastructure layout, vent and filler lines are sloped back to the underground storage tank so that fuel does not remain in the pipes once the pumps have been switched off. The alternative of keeping the vent and filler lines flat resulted in fuel remaining in the pipes, which could result in a product loss if a line leak occurred. The alternative identified as best practice is therefore considered the most environmentally sound and therefore no comparative assessment of tank layouts will take place as part of the alternatives assessment for this project. Tank Size The 23m³ tanks are considered to be an adequate tank size to meet storage and sales demand and to reduce the pressure on tanker deliveries and standardise fuel storage capacity, which is a trend evident across the oil industry. Other tank sizes were identified and investigated including 4.5m³, 14m³, 30m³ and 46m³ capacity tanks, but the current option is considered to be the most suitable for the site and therefore no comparative assessment of tank sizes will take place as part of the alternatives assessment of this project. Preferred Alternative: The applicant is proposing to install five (5) 23m³ capacity UST’s at the service station site as the preferred alternative. The 23m³ capacity tanks is considered as the most suitable design alternative to meet the capacity needs of the proposed service station. Tank material and structure: Examples of the alternative materials and structure identified and investigated for the tank design include:

1. Mild steel tanks with no outer protection; 2. Mild steel tanks with bitumen coating for corrosion protection; 3. Mild steel tanks with glass reinforced polyester coating (GRP); and 4. Jacketed mild steel tanks with an interstitial space between the GRP layers. This space is monitored via an

electronic monitoring system which sounds an alarm and shuts down the dispensing system. Other design considerations include tanks with and without bounce plates (which are located at the base of the tank below the dip point). Tanks without bounce plates were sometimes punctured by the wooden dipstick after many years of dipping. This leads to the failure of the tank, possible contamination and the requirement for the tank to be decommissioned and removed. Preferred Alternative: The best practice alternative identified and investigated for this application is a jacketed mild steel tank (double wall tanks) with an interstitial space between GRP layers within which a vacuum is held and monitored via an electronic monitoring system. The system sounds an alarm and shuts down the dispensing system on detection of any liquid in the interstitial space. The tank includes a bounce plate beneath the dip point and a tank bottom protector is installed in the dip tube. This is to ensure that the environmental risks are minimised from possible tank corrosion and

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puncture failure. According to Engen, such composite tanks have proven themselves with no recorded failure since inception of their use and are thus the preferred alternative in terms of ensuring that the environmental risks are minimised from possible tank corrosion and puncture failure Therefore no comparative assessment of tank materials and structure will take place as part of the alternatives assessment of this project. Underground storage tanks vs. Aboveground storage tanks: The alternative of an aboveground storage tank (AST) as opposed to an underground storage tank (UST) was identified and investigated. Preferred Alternative: Owing to the limited size of the refuelling area (given allowance for truck turning circles, proximity to buildings, etc.) and for safety reasons (municipal and fire department requirements generally stipulate underground tanks in order to minimise safety risks) the underground option was considered more environmentally and practically appropriate for this site. Therefore no comparative assessment of installation of UST’s versus AST’s will take place as part of the alternatives assessment of this project. Product delivery lines: Many alternative designs have also been identified and investigated for product delivery lines. In the past, corrosion protected galvanised steel lines were used by oil companies. These lines often had various elbows and T-pieces along their length. This alternative proved problematic as the joints would often corrode and in certain environments the galvanised lines also corroded. This led to frequent line failures and the associated environmental and economic impacts. Preferred Alternative: The alternative identified as best practice includes secondary contained pipe work systems. There is an interstitial space between the outer and inner pipes to allow for pressure testing and monitoring. The piping is designed to be laid in continuous lengths, eliminating buried fittings in the piping system. Electro-welding technology is used to fuse the pipe lengths together, creating a strong, permanent bond. An electronic Pressurized Line Leak Detection system is installed in all delivery lines which will detect any loss of pressure resulting from a leak. The system is connected to the submersible pumps in such a way that all pumps are immediately disabled once a leak is detected. Therefore no comparative assessment of product delivery lines will take place as part of the alternatives assessment of this project.

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Monitoring wells: Observation or monitoring wells are sunk in the sand back fill adjacent to tanks for the monitoring of groundwater and identification of possible leaking tanks. In the past, oil companies did not install monitoring wells, which resulted in significant delays in detecting any subsurface product losses, with an associated high level of environmental risk. Preferred Alternative: This alternative (i.e. no monitoring wells) was identified, but the alternative identified as best practice for this application is the installation of monitoring wells in order to monitor the subsurface environment and minimise environmental risk. Therefore no comparative assessment of the use of a monitoring well versus not installing a monitoring well will take place as part of the alternatives assessment of this project. Leak detectors: In the past, Engen assessed systems which had no leak detectors and found that, in the event of a system failure, product could continue to flow out of the system, with the associated higher environmental impact and risks. Installing leak detectors is thus a preferred design alternative for this application. Preferred Alternative: In best practice tank and infrastructure design, leak detectors are installed which immediately switch off the submersible pump contained within the tank should a leak be detected. In the past, systems which had no leak detectors were assessed and found that, in the event of a system failure, product could continue to flow out of the system, with the associated higher environmental impact and risks. Therefore no comparative assessment of the installation of leak detectors versus not installing leak detectors will take place as part of the alternatives assessment of this project. Overfill protection devices: The design alternative that includes overfill protection devices in the tank filling pipe work to prevent tank overfills during filling operations was identified and investigated. Preferred Alternative: The alternative without overfill protection was assessed, and it was found that a serious loss of product could result if the overfilling was not manually noted. This could result in surface spillage and, depending on the volumes of product lost, overland flow of product with associated environmental risk. Therefore no comparative assessment of overfill protection device installation versus not installing an overfill protection device will take place as part of the alternatives assessment of this project. Separator system: Best practice alternatives include the installation of a separator system.

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Preferred Alternative: The surface around the tank filler points will be sloped to a catch pit which will feed to the separator system, so that in the event of a spillage, this will be contained. The forecourt area is similarly sloped to a catchpit which discharges to the separator system. This system separates any floating fuel product from the water which is then sent into a side holding tank. The water passing through the system then feeds to the municipal sewer system. The alternative of operating without a separator system was identified and investigated and it was found that the associated environmental risk is unacceptably high. Therefore no comparative assessment of installation of a separator system versus not installing a separator system will take place as part of the alternatives assessment for this project. Hard surface area around pump islands in forecourt area: The surface surrounding the pump islands will consist of 150mm reinforced concrete surface bed on well compacted ground according to the Engineers’ specifications. 80mm interlocking concrete paving will be used for the paving D – Technology Alternatives: Stock monitoring: Examples of technology alternatives include the use of regular manual product monitoring using a dipstick compared to the use of automatic tank gauging (ATG). Preferred Alternative: It is proposed to include the ATG system in this application as it allows for onsite as well as remote product determination and is identified as industry best practice. This continuous monitoring system allows for the rapid detection of any product anomalies and quicker reactions to a possible system failure, therefore reducing the risk to the environment. The system also allows for the immediate sounding of an alarm once a leak has been detected and the immediate shutting down of the dispensing system. Therefore no comparative assessment of stock monitoring will take place as part of the alternatives assessment for this project. Sumps: The alternative of not using sumps was identified and it was found that the environmental risk associated with a possible system failure and associated soil and groundwater contamination, was higher. Therefore no comparative assessment of using sumps versus not using sumps will take place as part of the alternatives assessment of this project.

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Preferred Alternative: Locating all fuel line joints and entry points from the fuel lines to the tanks, within sumps which are equipped with fuel proof entry boots has been identified and investigated as the industry best practice technology alternative. This system ensures that no water entry or product loss can occur. Electronic sensors are placed within these sumps to detect the presence of water or hydrocarbons and are linked to the submersible pumps in such a way as to shut down all pumps in the event that hydrocarbons are detected. Sumps will also be situated under the pump dispensers E – Operational Alternatives: A variety of alternative operational aspects of the activity of fuel dispensing have been identified over time. The protocols adopted have evolved and are based on practical experience aimed at minimising health, safety and environmental risks. Emergency fuel delivery cut-off during product offloading: The operational alternative identified and investigated as industry best practice includes the continuous presence of the fuel tanker driver during product offloading. Therefore this is identified as the preferred alternative. This allows for the immediate activation of an emergency cut-off switch if an incident occurs which requires the cessation of fuel delivery. The hypothetical alternative of no driver being present has been identified and excluded as too risky from a health, safety and environmental perspective. Therefore no comparative assessment of use of emergency fuel delivery cut-off will take place as part of the alternatives assessment of this project. Emergency response plan: The best practice operational alternative identified and investigated includes an emergency response plan, which will be followed in the event of a spill. The alternative of operating without a response plan in place has been assessed and it has been ascertained that the health, safety and environmental risks are greater due to a slower response and remediation time. Therefore no comparative assessment of operating with an emergency response plan versus without an emergency response plan will take place as part of the alternatives assessment of this project. Convenience store The following water and energy efficiency technology measures have been identified as best practice and have been chosen in order to minimise resource use. Therefore, no comparative assessment of “standard” versus “best practice” energy and water efficiency technologies will take place as part of the alternatives assessment of this project. Water use minimisation: Low flow taps will be installed for all basins and sinks in the shop and ablution facilities as opposed to standard fixtures which allow a greater amount of water to be used during washing activities. Auto-stop taps will be installed in the ablution facility, which will significantly reduce the amount of water utilised during a hand washing session.

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Dual-flush toilet cisterns will be installed throughout the development. Standard cisterns use approximately 25 litres of water per flush while dual flush cisterns use approximately 9 litres of water per flush for the maximum flush option. Energy efficiency:

Beka Lighting 250 watt metal halide lamps will be utilised for under-canopy lighting instead of the existing 400 watt metal halide lamps

Solar water heating will be utilised instead of an electric geyser

Thick, blanket type foil faced blankets will be used for roof insulation, as opposed to no insulation. This will reduce the air conditioning demand of the building

Pre-setting the air conditioning unit to a temperature of approximately 21°C as opposed to having the operator control the temperature, has proven to reduce energy utilised by the unit

Movement and light sensors on interior lights as opposed to manual control of the interior lighting will further reduce energy demand. Day-night sensors on the exterior lights will also ensure lights do not stay on unnecessarily.

The design of the development must optimise the use of natural light in all components through the correct positioning and sizing of windows and thereby saving the need to install additional lighting and associated long terms energy use.

The roofing of all components of the development must be insulated as opposed to not insulated, thereby reducing energy use for heating and cooling of the buildings

F - The No-Go Alternative: The No Go Alternative means “the option of not implementing the activity”, or maintaining the status quo at the site. In terms of the No Go Alternative, the site of the proposed service station would not be developed as a service station and would remain a largely unutilised area, except as a site for vendors selling food items as identified in the Watercourse Assessment, and a rest stop for truck drivers as observed in the past. Should this option be considered the following would be applicable: Negative impacts associated with the No Go Alternative include:

No capital investment arising from the development would result.

There would be no temporary or permanent employment opportunities created, with the associated economic and social upliftment and skills transfer, during the construction and operational phases of the development.

Further negative impacts associated with the No-Go alternative will entail the site remaining as the status quo, which means that the site will remain vacant.

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Positive impacts associated with the No-Go Alternative include:

No negative impacts on fuel sales volumes at surrounding service stations.

Cumulative negative impacts associated with developing the site for fuel retailing purposes would not occur. These include noise, visual, dust and risk of soil and groundwater contamination during the construction phase; and noise, light, fuel vapour emissions and risk of soil and groundwater contamination associated with a fuel spill or leak during the operational phase.

However, no significant benefits associated with the No-Go Alternative have been identified, which would support the site remaining undeveloped. The No-Go Alternative is thus not the preferred alternative for this application.

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3. ACTIVITY POSITION Indicate the position of the activity using the latitude and longitude of the centre point of the site for each alternative site. The co-ordinates should be in degrees and decimal minutes. The minutes should have at least three decimals to ensure adequate accuracy. The projection that must be used in all cases is the WGS84 spheroid in a national or local projection. List alternative sites if applicable.

Please refer to site plan in Appendix A of this report. The service station will be developed on a previously operated service station site, which was entirely decommissioned as of 2008. It is thus not considered necessary to investigate activity position alternatives for this application. Alternatives identified include those of the service station design/layout, infrastructure and technology, as laid out above.

Alternative:

Latitude (S):

Longitude (E):

Alternative S11 (preferred or only site alternative) 31o 53‘ 26o 51‘

Alternative S2 (if any) N/A o ‘ o ‘

Alternative S3 (if any) N/A o ‘ o ‘

In the case of linear activities: N/A Alternative: Latitude (S): Longitude (E): Alternative S1 (preferred or only route alternative)

Starting point of the activity o ‘ o ‘

Middle point of the activity o ‘ o ‘

End point of the activity o ‘ o ‘

Alternative S2 (if any)




Alternative S3 (if any)




1 “Alternative S..” refer to site alternatives.

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For route alternatives that are longer than 500m, please provide an addendum with co-ordinates taken every 250 meters along the route for each alternative alignment. 4. PHYSICAL SIZE OF THE ACTIVITY Indicate the physical size of the preferred activity/technology as well as alternative activities/technologies (footprints): Alternative: Size of the activity:

Alternative A12 (preferred activity alternative) 6450m2

Alternative A2 (if any) N/A m2

Alternative A3 (if any) N/A m2

or, for linear activities: Alternative: N/A Length of the activity:

Alternative A1 (preferred activity alternative) m

Alternative A2 (if any) m

Alternative A3 (if any) m

Indicate the size of the alternative sites or servitudes (within which the above footprints will occur): Alternative: N/A Size of the

site/servitude:

Alternative A1 (preferred activity alternative) m2

Alternative A2 (if any) m2

Alternative A3 (if any) m2

5. SITE ACCESS

Does ready access to the site exist? YES NO

If NO, what is the distance over which a new access road will be built m

Describe the type of access road planned:

2 “Alternative A..” refer to activity, process, technology or other alternatives.

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Access to the site is possible from both the N6 and R61 roads, due to the traffic circle positioning at the site entrance (refer to Figure 2 below). According to the Traffic Impact Assessment by EAS Services, it is recommended that access to the proposed development be provided via the access point at the Cathcart Road (N6) / Voortrekker Street (R61) junction with any cost relating to adjustment of the access points to be met by the developer (refer to the full report in Appendix D for further detail). The single lane access road is approximately 8m wide while the egress road is configured with two 4m wide lanes. The access and egress roads are separated by a 9m wide kerbed island. The wide access road allows heavy vehicles to enter the site without encroaching on the existing sidewalks. The roundabout at the junction has been designed to accommodate heavy vehicle traffic. SANRAL has granted written approval of the access road (refer to Approval Letter in Appendix G)

Figure 2: Site Access

(Image: Extracted from the Traffic Impact Assessment by Engineering Advice and Services)

Refer to Site plan layout and road access map in Appendix C.

N6

R61

Site Access

N6

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Include the position of the access road on the site plan and required map, as well as an indication of the road in relation to the site.

6. SITE OR ROUTE PLAN A detailed site or route plan(s) must be prepared for each alternative site or alternative activity. It must be attached as Appendix A to this document. The site or route plans must indicate the following: 6.1 the scale of the plan which must be at least a scale of 1:500; 6.2 the property boundaries and numbers of all the properties within 50 metres of the site; 6.3 the current land use as well as the land use zoning of each of the properties adjoining the site or sites; 6.4 the exact position of each element of the application as well as any other structures on the site; 6.5 the position of services, including electricity supply cables (indicate above or underground), water supply pipelines, boreholes, street lights, sewage pipelines, storm water infrastructure and telecommunication infrastructure; 6.6 all trees and shrubs taller than 1.8 metres; 6.7 walls and fencing including details of the height and construction material; 6.8 servitudes indicating the purpose of the servitude; 6.9 sensitive environmental elements within 100 metres of the site or sites including (but not limited thereto): rivers; the 1:100 year flood line (where available or where it is required by DWA); ridges; cultural and historical features; areas with indigenous vegetation (even if it is degraded or invested with alien species); 6.9 for gentle slopes the 1 metre contour intervals must be indicated on the plan and whenever the slope of the site exceeds 1:10, the 500mm contours must be indicated on the plan; and 6.10 the positions from where photographs of the site were taken. 7. SITE PHOTOGRAPHS Colour photographs from the centre of the site must be taken in at least the eight major compass directions with a description of each photograph. Photographs must be attached under Appendix B to this form. It must be supplemented with additional photographs of relevant features on the site, if applicable.

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8. FACILITY ILLUSTRATION A detailed illustration of the activity must be provided at a scale of 1:200 as Appendix C for activities that include structures. The illustrations must be to scale and must represent a realistic image of the planned activity. The illustration must give a representative view of the activity. Please refer to Site plan in Appendix C 9. ACTIVITY MOTIVATION 9(a) Socio-economic value of the activity

Based on WSP Africa feasibility study result: The estimated fuel sales for the Engen Queenstown Filling Station are illustrated through the tables below, extracted from the WSP Africa feasibility study. According to the report, a general guideline is used when estimating fuel sales for future years. Upon the first two years of operation a filling station’s fuel sales reach a high percentage of their full potential, but only during the third year the full (100%) potential is usually reached. Table 1: Calculated Monthly Sales Potential for the Proposed Service Station

Based on these calculations a total of R316 892 in the 1st year (2016); R363 027 in the 2nd year (2017); and R391 688 in the 3rd year (2018) is expected for fuel sales alone. See Figure 4 below.

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Table 2: Calculated Annual Forecast of Monthly Sales Potential for the Proposed Service Station

Additional income will be generated from the proposed convenience store and fast food restaurant, but the amount of income that will be generated cannot be determined at this point in time.

What is the expected capital value of the activity on completion? Capital expenditure on the development is expected to be around XX.

R25 Million

What is the expected yearly income that will be generated by or as a result of the activity? *based on estimated monthly average from fuel sales alone.

R3 897 012

Will the activity contribute to service infrastructure? YES NO

Is the activity a public amenity? YES NO

How many new employment opportunities will be created in the development phase of the activity?

50

What is the expected value of the employment opportunities during the development phase?

± R10 Million

What percentage of this will accrue to previously disadvantaged individuals? 100%

How many permanent new employment opportunities will be created during the operational phase of the activity?

16

What is the expected current value of the employment opportunities during the first 10 years?

R120,000 – R150,000

What percentage of this will accrue to previously disadvantaged individuals? 100%

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9(b) Need and desirability of the activity

Motivate and explain the need and desirability of the activity (including demand for the activity):

Introduction: According to the Western Cape Department of Environmental Affairs and Development Planning (DEA&DP)’s 2013 Guideline on Need and Desirability, it is highlighted that “to achieve the goal of stimulating sustainable economic activities and to create long-term employment opportunities, it is required that spending on economic infrastructure is focused in priority areas (“spatial targeting”) with potential for economic development, with development to serve the broader societies’ needs equitably.”

Through the review of the status of the erf and receiving environment; the zoning rights and broader planning imperatives of the area; the socio-economic impacts; and the demand for the proposed service station development, the need and desirability of the development is outlined.

Through the feasibility study compiled by WSP services as well as the Traffic Impact Assessment (TIA) undertaken by Engineering Advice and Services (EAS), a review on the impacts on surrounding businesses as well as the need for the service station in terms of passing traffic and suitable access is used to assess the need and desirability of the proposed development.

The Watercourse Assessment undertaken by ‘Nature Stamp’, addresses the potential impacts of the development on freshwater resources, as well as required mitigation measures in order to comply with the legislation as outlined by the National Water Act (No. 36 of 1998), Section 21 (refer to complete reports in Appendix D). Freshwater specialist recommendations and mitigation requirements are included in this report and the EMPr, as attached in Appendix F, to ensure avoidance and minimisation of the impacts relating to the local and broader environmental concerns due to the proposed development.

In addition all interested and affected parties identified as possibly impacted (or benefited) by the development will be given the opportunity to participate in the Basic Assessment process through public participation activities that will be undertaken in accordance with Chapter 6 of the NEMA EIA Regulations. Site review: The site itself was a previously existing service station that was decommissioned in its entirety in 2008. It is now a cleared piece of land that is reported to be used occasionally by truck drivers as a rest stop. However, according to the Watercourse Assessment (dated 31/09/2015) a riparian area (stream) and a canal is present adjacent to the site. A buffer zone of 22 m from the stream during construction, and 20 m during the operational phase is advised in order to comply with the National Water Act (No. 36 of 1998), Section 21 (refer to specialist report in Appendix D).

Additional mitigation measures for the construction/decommissioning and operational phases as advised by the watercourse assessment, are included to prevent further negative impact on to the ecological standing of the site and its surrounds.

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Spatial Planning & Environmental Management impacts: The area is zoned as ‘Business III’, which allows for a service station as a primary land use. Since the proposed development aligns to the zoning requirement of the municipality, it does not contravene the broader spatial planning and environmental management imperatives in place in the area (i.e. IDP, SDP and EMF). In addition, Cathcart Road (the N6 national road) is also designated as an activity development corridor in terms of the Lukhanji Spatial Development Framework. The Lukhanji IDP (which contains the SDF) has been developed to provide a framework for planning of future development in the municipality. It ensures horizontal and vertical co-ordination and integration across the national, provincial and local spheres of government. According to this report:

53% of population is indigent (with incomes of less than R1500pm);

Queenstown has highest Human Development Index (HDI) in the region (0,60);

Unemployment is estimated at 32%;

Lukhanji economy has comparative regional advantage in trade, finance and transport sectors;

Largest portion of household incomes is spent on food (23%), transport (14%) and finances or payment of policies (16%); and

Sanitation has a 27% service backlog. According to the Watercourse Assessment, Queenstown has a central location within the province, with arguably the largest urban centre in the district and attracts many people on a daily basis from surrounding municipalities of Tsolwana and Inkwanca to the west, Emalahleni to the north and Intsika Yethu and Amahlathi to the east, as well as Nxuba Municipality to the south. This project site would benefit greatly from removal of rubbish and an improvement of services. The proposed development is in alignment with the IPF as it will create jobs, but attention needs to be placed on the control of pollution. Impacts on surrounding businesses: According to DEA&DP (2013) Guidelines on Need and Desirability “Financial viability must be considered within the context of justifiable economic development, measured against the broader societal short-term and long-term needs.” To investigate the financial feasibility of the proposed service station, but also to determine the impact on surrounding sites in a suburban/urban environment it is typical to look at all service stations sharing the same catchment markets and the impact on adjacent catchment markets. To this end, a Feasibility Study was undertaken by WSP Group Africa (refer to specialist report in Appendix D). The viability of the development was assessed in accordance with its impacts on competitor stations and the projected volume of fuel that would be sold based on factors such as traffic volumes and patterns. To assess the impact of the proposed filling station on other filling stations, the shared traffic streams were considered. The amount of traffic shared between the proposed site and existing sites depends on the distance between the sites; number of lanes; road alignment; number of intersections between sites; and surrounding developments (e.g. shopping malls or motor showrooms that generate traffic). Shared traffic only gives an indication

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of the daily traffic movement patterns and no inference can be made on loss of fuel sales at existing stations. Research indicates several factors that influence the moving market between competing filling stations (traffic- or “the market” - can fill up at any given service station and is therefore is considered to be a “moving” market). From experience, WSP has observed the following: The convenience store at a facility plays a significant role in attracting passing road users.

Different petrol brands play a very small role in consumer motivations.

The price of the convenience store goods plays a limited role in re-patronage.

Aesthetic factors impact on re-patronage and total customer experience (i.e. the interception rate factors discussed previously) lead people to become more frequent patrons of a filling station.

In summary, it is the station that delivers the best overall experience and service to customers that outperforms competitors.

Nine competitor stations were considered for this study, (Caltex Alan Hahn Motors; Shell Hyundai; Total N6 Queenstown; Engen Komani Street; Engen N6 Queenstown; Queens Fuels – White Site; Engen N6 Griffiths Street; Sasol N6 Queenstown; and Shell N6 Queenstown Ultra City). The three closest competitor stations are located within 500 m of the site. Most of the existing competitor stations share in the N6 transient market. The closest competitor station (i.e. Caltex Alan Hahn Motors) is visible from the proposed site, some 200m away. According to the WSP study, the proposed development will have a significant impact on three existing competitor stations because they are located within 500m of the proposed site and serve the same catchment markets. Caltex Alan Hahn Motors, located 200m from the proposed site, has been revamped in recent years to a modern trading filling station and it will share approximately 70% of daily traffic eastbound (±9100 vehicles per day) with the proposed site. This will have a significant impact on the Caltex’s fuel sales. Shell Hyundai station, located ± 300m from the proposed site will share ±76% of westbound traffic with the site. The Shell station’s fuel sales will also be impacted upon. Although not as significant as the previous two stations the Total N6 Queenstown fuel sales will also be negatively impacted due to its location being approximately 400m from the proposed site and sharing more than 50% of the westbound traffic. The proposed Engen Service Station will thus have a significant negative financial impact on two of the service stations already established in Queenstown, with a lesser negative financial impact on a third site.

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Access & Trade: According to the feasibility study undertaken by WSP Group Africa (refer to specialist report in Appendix D) the filling station is strategically positioned to intercept N6 eastbound traffic and it is the first eastbound station that is encountered in Queenstown. There are several existing filling stations located in Queenstown and most are trading along the N6. On the same western side of the CBD as the site three existing filling stations are also trading. An Engen station closed down in recent years and was trading ± 300 m east of the proposed site. The wealthier suburbs are not catered for directly nearby the station and the site’s primary catchment market is transient traffic. The trading market has strong competitors with moderate traffic demand and the trading potential is considered Average. Traffic Impact: The traffic situation was analysed in order to determine the Level of Service (LOS) at which the intersections would operate before development occurs under existing traffic conditions. According to a Traffic Impact Assessment undertaken by Engineering Advice and Services (please refer to specialist report in Appendix D), traffic counts were utilised from both the WSP feasibility report, as well as historical daily traffic volume data, which was sourced from various fixed count stations in and around Queenstown managed by SANRAL and the Eastern Cape Department of Transport.

Figure 3: Map showing the proposed site and intersections where traffic counts were conducted

(Image: Extracted from the Traffic Impact Assessment by Engineering Advice and Services)

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Traffic turning movement counts (5) were conducted by WSP SA Civil and Structural Engineers (Pty) Ltd between 06:00 and 19:00 on Wednesday 21 January 2015 at the follow intersections: • N6 (Cathcart Road) / R61 (Voortrekker Street) • N6 (Cathcart Road) / Green Street The approach followed in conducting the traffic impact assessment was in accordance with the guidelines contained in TMH 16 Volume 1- South African Traffic Impact and Site Assessment Manual. The 2015 and 2025 development horizons are analysed in the TIA due to the projected timeline of construction from the developer. The data indicates that since 2008, traffic growth of Cathcart Road was 3.66% while on the R67 which south of Voortrekker Street it was 9.29% per annum. However, construction on Voortrekker Street during 2013 may have contributed to the above-normal annual growth. Data recorded on Voortrekker Street west of the Cathcart Road junction indicates a decline of 1.65% per annum. Available data shows that since 2008 the Average Daily Truck Traffic (ADTT) on Voortrekker Street and Cathcart Road has shown an annual increase of 6% and 20% respectively. This shows that this portion of Cathcart Road is a major corridor between the north and the coast. Based on the observed traffic volumes, taking into account the location of the development relative to the N6 and considering that the proposed development will serve clients traveling along the N6 and R61, the following distribution has been assumed for trips that will be attracted to the area by the new development:

40% to and from the west via Cathcart Road;

40% to and from the east via Cathcart Road; and

20% to and from the south via Voortrekker Street. The TIA concludes:

The affected intersections operate at acceptable Levels of Service (LOS) in terms of capacity under existing background traffic conditions (2015);

The intersection capacity analysis indicates that traffic attracted to the area by the proposed development has minimal impact on the operational capacity of the affected intersections for the 2015 development horizon;

The intersection capacity analysis indicates that the Cathcart Road / Green Street intersection experiences capacity problems in the 2025 development horizon as a result of the increased background traffic volumes;

Recommendations of the TIA include:

The TIA be approved by the South African National Roads Agency SOC Limited – please refer to SANRAL’s letter of approval of site access off the N6 national road, contained in Appendix G: - Access to the proposed development be provided via the access point at the Cathcart Road / Voortrekker

Street junction, with any cost relating to adjustment of the access points to be met by the developer;

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SANRAL / Lukhanji Municipality are to monitor the sufficiency of the Cathcart Road / Green Street intersection, as increased peak hour volumes may require the provision of right-turn lanes on the Cathcart Road approaches by 2025. This may result in limited or no on-street parking bays being established on this section of Cathcart Road.

Socio-economic opportunity: As previously mentioned, the proposed service station will have a negative impact on surrounding service station fuel sales, particularly those situated within 500m of the proposed site. As a result there may be a loss of job positions at these service stations. Table 3 below was extracted from the Feasibility Study conducted by WSP and it shows the predicted impact on fuel sales and employment as a result of the proposed development. Table 3: Impact on Employment

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With the establishment of the proposed service station there will be a variety of possible employment opportunities available, both through the service station (e.g. pump attendants, management, and mechanics) and 1-stop shop employment (e.g. cashiers, manager, hospitality staff). These employment opportunities are most likely to benefit both skilled and unskilled workers in the surrounding local community. Table 3 above shows the predicted number of job opportunities that may be recovered with the proposed development. Although there have been initial negative socio-economic impacts projected in terms of loss of fuel sales for the

surrounding competitor service stations and a loss in a number of jobs at the existing filling stations, the number of

new jobs that will be created with the proposed development will exceed the losses at other stations. Thus the

proposed development will result in an overall positive impact on local employment in the area.

Conclusion: After undertaking an assessment on the need and desirability of the proposed development, which was investigated using the guidelines as outlined by DEA&DP’s (2013) Guidelines on Need and Desirability, it is of the EAP’s opinion that the proposed development is appropriate at this time for the site proposed. According to the TIA report, as well as the feasibility report, the need for the development in terms of service infrastructure and traffic demand has been demonstrated.

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Indicate any benefits that the activity will have for society in general:

Construction Phase: No construction phase advantages are identified for the broader community, only localized employment opportunities are provided. Operational Phase: The service and advantage of having the service station as a conveniently placed 1-Stop benefits passing traffic, holiday-makers and long-distance drivers with the services of both petrol and hospitality services. The truck-stop serves to offer long-distance truck drivers an opportunity for rest and refueling. Decommissioning Phase: No decommissioning phase advantages are identified for the broader community, only localized employment opportunities are provided.

Indicate any benefits that the activity will have for the local communities where the activity will be located:

Construction Phase: During the construction phase the development will offer increased job opportunities for construction labour in the area. This benefit will be short-term during the construction period only; small scale and localized. Operational Phase: The new service station offers employment opportunities for the local community. The scale of this benefit is small and localized. Decommissioning Phase: The decommissioning phase will have the same employment benefits as the construction phase.

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10. APPLICABLE LEGISLATION, POLICIES AND/OR GUIDELINES List all legislation, policies and/or guidelines of any sphere of government that are applicable to the application as contemplated in the EIA regulations, if applicable: Title of legislation, policy or guideline:

Administering authority:

Date:

The National Environmental Management Act, Act 107 of 1998 (as amended).

The National Environmental Management Principles contained in Chapter 1 of the Act are the principles against which the need and desirability of the service station has been investigated.

1998

EIA Regulations in terms of Chapter 5 of the NEMA, 1998. Regulations R983, R984 and R985 of December 2014

DEA 1998

Guideline Document, EIA Regulations, Implementation of Sections 21, 22 and 26 of the Environment Conservation Act

DEA

DEA Integrated Environmental Management Guideline Series, Guideline 3: General Guide to the Environmental Impact Assessment Regulations, 2006,

DEA 2006

DEA Integrated Environmental Management Guideline Series, Guideline 4: Public Participation in support of the Environmental Impact Assessment Regulations, 2006

DEA 2006

DEA Integrated Environmental Management Guideline Series, Guideline 5: Assessment of Alternatives and Impacts in support of the Environmental Impact Assessment Regulations, 2006

DEA 2006

Section 21 (c) and (i) of the National Water Act, Act No. 36 of 1998.

DWAS 1998

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11. WASTE, EFFLUENT, EMISSION AND NOISE MANAGEMENT 11(a) Solid waste management

Will the activity produce solid construction waste during the construction/initiation phase?

YES NO

If yes, what estimated quantity will be produced per month? Quantities are unknown at this stage.

How will the construction solid waste be disposed of (describe)?

During the construction phase of the service station development, general waste in the form of excess subsoil and building rubble and waste will be produced. With the exception of an emergency situation at the site (where spillage of a hazardous substance occurs), no hazardous waste will be generated. The waste will be removed by a waste contractor and be disposed of at the Aloes licensed landfill site. Chain of custody documentation will accompany the transport and disposal of the hazardous waste.

Where will the construction solid waste be disposed of (describe)?

Solid Waste Suitably trained contractors should dispose of any hazardous waste at a licensed landfill site (Aloes) with chain of custody documentation (COC) as proof of end recipient. The EMP considers this scenario (please refer to Appendix H). Effluent Effluent will be produced and disposed of as part of the waste stream to a suitable landfill site.

Will the activity produce solid waste during its operational phase? YES NO

If yes, what estimated quantity will be produced per month? Quantities are unknown at this stage.

How will the solid waste be disposed of (describe)?

During the operational phase, solid waste of a general waste category will primarily be created by the shop accompanying the service station. It is not certain what the quantity of general waste will be for the proposed site. As an indication, herewith figures for the Engen Regal service station in a mixed commercial and residential suburb of Cape Town:

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Waste type Quantity

Kitchen waste from take-away 7 wheelie bins/week

Grease trap at take-away Weekly cleaning with enzymes

Waste (mostly packaging waste) from the convenience store

2m3 / week

Hazardous waste from forecourt housekeeping, leaks and spills

Up to capacity of the separator system / sumps

Recycling collection bins (filled by private individuals)

3 bins (1 Ton of paper capacity each)

General waste will be collected by the Municipality and disposed of to landfill. Hazardous waste will be collected by private contractors and disposed of to landfill. Chain of custody documentation will be retained. During the construction phase as well as the operational phase, separation-at-source of the general waste will take place, with recyclables being kept separate from non-recyclables.

Where will the solid waste be disposed if it does not feed into a municipal waste stream (describe)?

N/A

If the solid waste (construction or operational phases) will not be disposed of in a registered landfill site or be taken up in a municipal waste stream, then the applicant should consult with the competent authority to determine whether it is necessary to change to an application for scoping and EIA.

Can any part of the solid waste be classified as hazardous in terms of the relevant legislation?

YES NO

If yes, inform the competent authority and request a change to an application for scoping and EIA.

Is the activity that is being applied for a solid waste handling or treatment facility? YES NO

If yes, then the applicant should consult with the competent authority to determine whether it is necessary to change to an application for scoping and EIA.

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11(b) Liquid effluent

Will the activity produce effluent, other than normal sewage, that will be disposed of in a municipal sewage system? Yes. “Dirty” stormwater from the service station forecourt and the tank filling area will flow into the oil and grease (3 phase) separator, where all the sludge/silt will be removed prior to discharge into the municipal sewer.

YES NO

If yes, what estimated quantity will be produced per month? Undetermined. Dependent on the rainfall amount.

Will the activity produce any effluent that will be treated and/or disposed of on site? The oil and grease separator has a capacity of 600L.

YES NO

If yes, the applicant should consult with the competent authority to determine whether it is necessary to change to an application for scoping and EIA.

Will the activity produce effluent that will be treated and/or disposed of at another facility?

YES NO

If yes, provide the particulars of the facility:

Facility name:

Contact person:

Postal address:

Postal code:

Telephone: Cell:

E-mail: Fax:

Describe the measures that will be taken to ensure the optimal reuse or recycling of waste water, if any:

No waste water will be recycled or re-used.

11(c) Emissions into the atmosphere

Will the activity release emissions into the atmosphere? YES NO

If yes, is it controlled by any legislation of any sphere of government? YES NO


If no, describe the emissions in terms of type and concentration:

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Due to the nature of the development, fuel vapours will be associated during the operational phase. Product vapour emissions are primarily generated during fuel delivery by road tanker, from localised spillages, tank breathing (pressure vacuum vents allow for pressure changes within the underground storage tanks) and during dispensing of fuel associated with the service station development. Concentrations are not high, but certain measures are to be undertaken in order to minimize localized impacts. Measures to minimise vapour emissions include:

1. Awareness training of personnel at the site and for road tanker drivers delivering fuel to site; 2. Development of site specific protocols with regard to delivery and use of products and use of the

relevant SANS procedures. This is to minimise the possibility of a spill or leak occurring, with associated vapour emissions

3. The careful location and elevation of the vent pipes to allow for the maximum dispersion of vapour. 4. Stage 1 Vapor Recovery (From delivery vehicle to tank, tank to delivery vehicle) will be installed

11(d) Generation of noise

Will the activity generate noise? YES NO

If yes, is it controlled by any legislation of any sphere of government? YES NO


If no, describe the noise in terms of type and level:

Construction Phase: Construction activities at the site would entail the use of heavy machinery and equipment. These activities would emit some noise. Operational Phase: Noise and vibration impacts will also occur during the operational phase, but will be less. Such impacts will be typically associated with fuel tanker deliveries (which are anticipated to occur several times a week) as well as from customers (especially trucks) utilising the site and to a lesser degree, equipment such as air compressors, air conditioning and refrigeration units. Decommissioning Phase: Decommissioning activities would have similar impacts as the construction phase. Upon the completion of decommissioning the site a reduction in noise and vibration levels can be expected depending on the long term land use.

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12. WATER USE Please indicate the source(s) of water that will be used for the activity by ticking the appropriate box(es)

municipal water board groundwater river, stream, dam or lake

other the activity will not use water

If water is to be extracted from groundwater, river, stream, dam, lake or any other natural feature, please indicate

the volume that will be extracted per month: litres

Does the activity require a water use permit from the Department of Water Affairs? Elaborate here from the findings of the freshwater specialists – brief description of water; brief description of potential water use; specialist opinion no water use including specialist motivation.

YES NO

If yes, please submit the necessary application to the Department of Water Affairs and attach proof thereof to this application if it has been submitted. 13. ENERGY EFFICIENCY Describe the design measures, if any, that have been taken to ensure that the activity is energy efficient:

The service station convenience shop, restaurant and related amenities are to be fitted with the following energy saving methods:

Beka Lighting 250 watt metal halide lamps will be utilised for under-canopy lighting instead of the existing 400 watt metal halide lamps

Solar water heating will be utilised instead of an electric geyser

Thick, blanket type foil faced blankets will be used for roof insulation, as opposed to no insulation. This will reduce the air conditioning demand of the building

Pre-setting the air conditioning unit to a temperature of approximately 21°C as opposed to having the operator control the temperature, has proven to reduce energy utilised by the unit

Movement and light sensors on interior lights as opposed to manual control of the interior lighting will further reduce energy demand. Day-night sensors on the exterior lights will also ensure lights do not stay on unnecessarily.

The design of the development must optimise the use of natural light in all components through the correct positioning and sizing of windows and thereby saving the need to install additional lighting and associated long terms energy use.

The roofing of all components of the development must be insulated as opposed to not insulated, thereby reducing energy use for heating and cooling of the buildings

Describe how alternative energy sources have been taken into account or been built into the design of the activity, if any:

As mentioned above: Solar water heating will be utilised instead of an electric geyser.

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SECTION B: SITE/AREA/PROPERTY DESCRIPTION Important notes: For linear activities (pipelines, etc.) as well as activities that cover very large sites, it may be necessary to complete this section for each part of the site that has a significantly different environment. In such cases please complete copies of Section C and indicate the area, which is covered by each copy No. on the Site Plan.

Section C Copy No. (e.g. A):

Paragraphs 1 - 6 below must be completed for each alternative.

Has a specialist been consulted to assist with the completion of this section? YES NO

If YES, please complete form XX for each specialist thus appointed: All specialist reports must be contained in Appendix D. 1. GRADIENT OF THE SITE Indicate the general gradient of the site. Alternative S1:

Flat 1:50 – 1:20 1:20 – 1:15 1:15 – 1:10 1:10 – 1:7,5 1:7,5 – 1:5 Steeper than 1:5

Alternative S2 (if any):


Alternative S3 (if any):


2. LOCATION IN LANDSCAPE Indicate the landform(s) that best describes the site: 2.1 Ridgeline 2.2 Plateau 2.3 Side slope of hill/mountain 2.4 Closed valley

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2.5 Open valley √ 2.6 Plain 2.7 Undulating plain / low hills 2.8 Dune 2.9 Seafront 3. GROUNDWATER, SOIL AND GEOLOGICAL STABILITY OF THE SITE Is the site(s) located on any of the following (tick the appropriate boxes)? Alternative S1: Alternative S2 (if

any): Alternative S3 (if

any):

Shallow water table (less than 1.5m deep)

YES NO YES NO YES NO

Dolomite, sinkhole or doline areas


Seasonally wet soils (often close to water bodies)


Unstable rocky slopes or steep slopes with loose soil


Dispersive soils (soils that dissolve in water)


Soils with high clay content (clay fraction more than 40%)


Any other unstable soil or geological feature


An area sensitive to erosion


If you are unsure about any of the above or if you are concerned that any of the above aspects may be an issue of concern in the application, an appropriate specialist should be appointed to assist in the completion of this section. (Information in respect of the above will often be available as part of the project information or at the planning sections of local authorities. Where it exists, the 1:50 000 scale Regional Geotechnical Maps prepared by the Council for Geo Science may also be consulted).

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4. GROUNDCOVER Indicate the types of groundcover present on the site: 4.1 Natural veld – good condition E 4.2 Natural veld – scattered aliens E 4.3 Natural veld with heavy alien infestation E 4.4 Veld dominated by alien species E 4.5 Gardens 4.6 Sport field 4.7 Cultivated land 4.8 Paved surface 4.9 Building or other structure 4.10 Bare soil √

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The following was extracted from the Wetland Delineation and Functional Assessment, by Nature Stamp, September 2015: Vegetation According to the Watercourse Assessment the plot is currently mostly bare compacted ground which is used for a temporary truck stop/lay bye. The plot has been infested by alien trees and weeds. During the watercourse assessment site visit, varying vegetation classes were found at different locations within the site boundary, with alien invaded areas, Acacia thornveld, indigenous grassland species and riparian/obligate species (refer to figure 4 below).

Figure 4: Vegetation classes found on site

Although some vegetation is still in its natural state, the excessive pollution, bank modifications and lack of protection has severely transformed this system from its natural state. It is unlikely that this system will improve in the future.

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Freshwater According to the Watercourse Assessment the site is located within Quaternary Catchment S31F; falling under the Mzimvubu to Keiskamma Water Management Area (WMA) and the Amatola waterboard. A perennial system flows through the northern part of the project area. This system feeds into the Komani River, approximately 1 kilometer downstream. The stream is part of an NFEPA Class D (largely modified) system which contributes to the larger Swart Kei river system. Given the disturbed state of these watercourse networks and their associated habitat and human population, all catchments areas contributing to this system should be given extra attention and a precautionary approach concerning development proposals. The delineation of the watercourse areas on the site identified the following:

- Riparian area (stream), which runs along the northern edge of the plot; and a - Canal, which feeds into the existing stream.

There are also a series of poorly maintained leaking water pipes from the N6 road. The stream is much polluted due to past and current impacts from industry and human waste. According to the Preliminary Guideline for the Determination of Buffer Zones for Rivers, Wetlands and Estuaries’ (Macfarlane et al., 2014), a 22 m buffer may be used. However when in operation, a 20 m buffer may be used. Encroachment into these areas has the potential to cause serious further harm to the watercourse system. Current existing activities impact negatively on the watercourse, including: illegal dumping of human refuse and industrial rubble; compaction of soil from truck movements; encroachment of surrounding land uses; the clearance of natural vegetation for the parking area; historical modification of watercourse systems for agriculture and industry, and road/railway access; servicing of vehicles which has led to the dumping of oil and vehicle parts on the site; and illegal vendors and business transactions on the site which has enhanced the pollution.

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Figure 5: Watercourse features in relation to the proposed Engen Service Station

The findings of the Watercourse Assessment found that there are no wetlands within a 500 m radius of the site and therefore it was advised that a WULA is not required for the proposed development. However, if the development does not comply with the mitigation measures as outlined in the table of impacts in section D of this report, as well as the EMPr appended as Appendix F of this report, and encroaches onto the banks of the stream identified – a Section 21 (i) and (c) may be triggered (please refer to Watercourse Assessment in Appendix D of this report for further detail in this regard).

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The location of all identified rare or endangered species or other elements should be accurately indicated on the site plan(s).

Natural veld - good conditionE

Natural veld with scattered aliensE

Natural veld with heavy alien infestationE

Veld dominated by alien speciesE

Gardens

Sport field Cultivated land Paved surface Building or other structure

Bare soil

If any of the boxes marked with an “E “is ticked, please consult an appropriate specialist to assist in the completion of this section if the environmental assessment practitioner doesn’t have the necessary expertise. LAND USE CHARACTER OF SURROUNDING AREA Indicate land uses and/or prominent features that currently occur within a 500m radius of the site and give description of how this influences the application or may be impacted upon by the application: 5.1 Natural area 5.2 Low density residential 5.3 Medium density residential √ - There are residential areas within 500m of the site to the north, south west and west of the site. No impact or influence from the proposed development is identified. 5.4 High density residential 5.5 Informal residential 5.6 Retail commercial & warehousing √ - There are commercial activities within 100m of the site (petrol station and warehouses). The proposed development aligns with the zoning of the surrounding activities and no impact or influence is identified. 5.7 Light industrial 5.8 Medium industrial AN 5.9 Heavy industrial AN 5.10 Power station 5.11 Office/consulting room 5.12 Military or police base/station/compound 5.13 Spoil heap or slimes damA 5.14 Quarry, sand or borrow pit 5.15 Dam or reservoir 5.16 Hospital/medical centre 5.17 School 5.18 Tertiary education facility

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5.19 Church 5.20 Old age home 5.21 Sewage treatment plantA 5.22 Train station or shunting yard N 5.23 Railway line N √ - a railway runs along the northern edge of the site. No impact or influence from the proposed development has been identified. 5.24 Major road (4 lanes or more) N – The proposed service station is situated along the N6 national road. 5.25 Airport N 5.26 Harbour 5.27 Sport facilities 5.28 Golf course 5.29 Polo fields 5.30 Filling station H √ describe or refer to section in report where nearby sites are described 5.31 Landfill or waste treatment site 5.32 Plantation 5.33 Agriculture 5.34 River, stream or wetland √ - a perennial stream borders the eastern edge of the site. In addition there is a canal that feeds into the existing stream. 5.35 Nature conservation area 5.36 Mountain, koppie or ridge 5.37 Museum 5.38 Historical building 5.39 Protected Area 5.40 Graveyard √ - there is a cemetery approximately 100m to the north of the site. No impact or influence from the proposed development is identified. 5.41 Archaeological site 5.42 Other land uses (describe) If any of the boxes marked with an “N “are ticked, how will this impact / be impacted upon by the proposed activity.

If YES, specify and explain: Yes.

The East London – Johannesburg railway line runs along the northern boundary of the site. The proposed development will have no physical impact on the railway line. The proposed service station is situated along the N6 national road. This will have a positive impact on the proposed activity, as it will be developed in a convenient position for vehicles to access. There will be no negative impacts on the N6 if the proposed activity is developed.

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If any of the boxes marked with an "An" are ticked, how will this impact / be impacted upon by the proposed activity.

If YES, specify and explain: N/A

If any of the boxes marked with an "H" are ticked, how will this impact / be impacted upon by the proposed activity.

If YES, specify and explain: Yes.

According to the WSP feasibility report, there are nine service stations in close proximity to the proposed service station development. The development is expected to have a negative impact on fuel sales and employment on the surrounding service stations.

6. CULTURAL/HISTORICAL FEATURES

Are there any signs of culturally or historically significant elements, as defined in section 2 of the National Heritage Resources Act, 1999, (Act No. 25 of 1999), including

YES NO

Archaeological or palaeontological sites, on or close (within 20m) to the site? Uncertain

If YES, explain:

N/A

If uncertain, conduct a specialist investigation by a recognised specialist in the field to establish whether there is such a feature(s) present on or close to the site.

Briefly explain the findings of the specialist:

N/A

Will any building or structure older than 60 years be affected in any way? YES NO

Is it necessary to apply for a permit in terms of the National Heritage Resources Act, 1999 (Act 25 of 1999)?

YES NO

If yes, please submit or, make sure that the applicant or a specialist submits the necessary application to SAHRA or the relevant provincial heritage agency and attach proof thereof to this application if such application has been made.

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SECTION C: PUBLIC PARTICIPATION 1. ADVERTISEMENT The person conducting a public participation process must take into account any guidelines applicable to public participation as contemplated in section 24J of the Act and must give notice to all potential interested and affected parties of the application which is subjected to public participation by— (a) fixing a notice board (of a size at least 60cm by 42cm; and must display the required information in lettering and in a format as may be determined by the competent authority) at a place conspicuous to the public at the boundary or on the fence of— (i) the site where the activity to which the application relates is or is to be undertaken; and (ii) any alternative site mentioned in the application; (b) giving written notice to— (i) the owner or person in control of that land if the applicant is not the owner or person in control of the land; (ii) the occupiers of the site where the activity is or is to be undertaken or to any alternative site where the activity is to be undertaken; (iii) owners and occupiers of land adjacent to the site where the activity is or is to be undertaken or to any alternative site where the activity is to be undertaken; (iv) the municipal councillor of the ward in which the site or alternative site is situated and any organisation of ratepayers that represent the community in the area; (v) the municipality which has jurisdiction in the area; (vi) any organ of state having jurisdiction in respect of any aspect of the activity; and (vii) any other party as required by the competent authority; (c) placing an advertisement in— (i) one local newspaper; or (ii) any official Gazette that is published specifically for the purpose of providing public notice of applications or other submissions made in terms of these Regulations; (d) placing an advertisement in at least one provincial newspaper or national newspaper, if the activity has or may have an impact that extends beyond the boundaries of the metropolitan or local municipality in which it is or will be undertaken: Provided that this paragraph need not be complied with if an advertisement has been placed in an official Gazette referred to in subregulation 54(c) (ii); and (e) using reasonable alternative methods, as agreed to by the competent authority, in those instances where a person is desiring of but unable to participate in the process due to— (i) illiteracy; (ii) disability; or (iii) any other disadvantage.

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2. CONTENT OF ADVERTISEMENTS AND NOTICES A notice board, advertisement or notices must: (a) indicate the details of the application which is subjected to public participation; and (b) state— (i) that the application has been submitted to the competent authority in terms of these Regulations, as the case may be; (ii) whether basic assessment or scoping procedures are being applied to the application, in the case of an application for environmental authorisation; (iii) the nature and location of the activity to which the application relates; (iv) where further information on the application or activity can be obtained; and the manner in which and the person to whom representations in respect of the application may be made. 3. PLACEMENT OF ADVERTISEMENTS AND NOTICES Where the proposed activity may have impacts that extend beyond the municipal area where it is located, a notice must be placed in at least one provincial newspaper or national newspaper, indicating that an application will be submitted to the competent authority in terms of these regulations, the nature and location of the activity, where further information on the proposed activity can be obtained and the manner in which representations in respect of the application can be made, unless a notice has been placed in any Gazette that is published specifically for the purpose of providing notice to the public of applications made in terms of the EIA regulations. Advertisements and notices must make provision for all alternatives. 4. DETERMINATION OF APPROPRIATE MEASURES The practitioner must ensure that the public participation is adequate and must determine whether a public meeting or any other additional measure is appropriate or not based on the particular nature of each case. Special attention should be given to the involvement of local community structures such as Ward Committees, ratepayers associations and traditional authorities where appropriate. Please note that public concerns that emerge at a later stage that should have been addressed may cause the competent authority to withdraw any authorisation it may have issued if it becomes apparent that the public participation process was inadequate. 5. COMMENTS AND RESPONSE REPORT The practitioner must record all comments and respond to each comment of the public before the application is submitted. The comments and responses must be captured in a comments and response report as prescribed in the

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EIA regulations and be attached to this application. The comments and response report must be attached under Appendix E. 6. AUTHORITY PARTICIPATION Authorities are key interested and affected parties in each application and no decision on any application will be made before the relevant local authority is provided with the opportunity to give input. The planning and the environmental sections of the local authority must be informed of the application at least 30 (thirty) calendar days before the submission of the application. List of authorities informed:

The following authorities have been provided with a hardcopy of the Draft Basic Assessment Report for review and comment:

DEDEAT

Department of Water and Sanitation

SANRAL

Chris Hani District Municipality

Lukhanji Local Municipality

Eastern Cape Provincial Heritage Resources Authority (ECPHRA)

Province of the Eastern Cape Transport

Eastern Cape Development Corporation

Lukhanji Business Forum

List of authorities from whom comments have been received:

No comments have been received from the above authorities to date. Any comments received or responses sent during the second round of public participation for the BAR will be recorded in the Comments and Responses Report. All issues raised during this period will be included in the Final BAR prior to submission to DEDEA&T.

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7. CONSULTATION WITH OTHER STAKEHOLDERS Note that, for linear activities, or where deviation from the public participation requirements may be appropriate, the person conducting the public participation process may deviate from the requirements of that subregulation to the extent and in the manner as may be agreed to by the competent authority. Any stakeholder that has a direct interest in the site or property, such as servitude holders and service providers, should be informed of the application at least 30 (thirty) calendar days before the submission of the application and be provided with the opportunity to comment.

Has any comment been received from stakeholders? YES NO

If “YES”, briefly describe the feedback below (also attach copies of any correspondence to and from the stakeholders to this application):

The following public participation has been undertaken to date:

An advertisement was placed in The Representative Newspaper on 12 February 2016 advertising the availability of the Draft BAR;

Surrounding landowners were notified of the availability of the Draft BAR on 12 February 2016 via registered post;

A site noticed was placed at the site entrance on 16 February 2016 advertising the availability of the Draft BAR;

A hard copy of the Draft BAR was placed in the local library (Queenstown Library) for viewing;

Hard copies of the Draft BAR were sent to all applicable Organs of State for review and commenting and an email notifying each authority of such was sent on 17 February 2016.

The Draft BAR was made available for review and comment from 17 February 2016 for 30 days. No comments have been received to date. The Final BAR will be made available for a period of 30 days for public review and comment. Please refer to Appendix E for the Comments & Response Report showing all proof of public participation to date and Appendix G for the SEC Basic Assessment Flow Diagram and Project Schedule.

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SECTION D: IMPACT ASSESSMENT The assessment of impacts must adhere to the minimum requirements in the EIA Regulations, 2010, and should take applicable official guidelines into account. The issues raised by interested and affected parties should also be addressed in the assessment of impacts. 1. ISSUES RAISED BY INTERESTED AND AFFECTED PARTIES List the main issues raised by interested and affected parties.

N/A at this stage of the process. Any comments received or responses sent during the public comment period for the BAR will be recorded in a Comments and Responses Report and will be addressed in the Final BAR to be submitted to DEDEA&T

Response from the practitioner to the issues raised by the interested and affected parties (A full response must be given in the Comments and Response Report that must be attached to this report):

N/A at this stage of the process. Any comments received or responses sent during the public comment period for the BAR will be recorded in a Comments and Responses Report and will be addressed in the Final BAR to be submitted to DEDEA&T.

2. IMPACTS THAT MAY RESULT FROM THE PLANNING AND DESIGN, CONSTRUCTION, OPERATIONAL, DECOMMISSIONING AND CLOSURE PHASES AS WELL AS PROPOSED MANAGEMENT OF IDENTIFIED IMPACTS AND PROPOSED MITIGATION MEASURES List the potential direct, indirect and cumulative property/activity/design/technology/operational alternative related impacts (as appropriate) that are likely to occur as a result of the planning and design phase, construction phase, operational phase, decommissioning and closure phase, including impacts relating to the choice of site/activity/technology alternatives as well as the mitigation measures that may eliminate or reduce the potential impacts listed.

Introduction: The impacts identified as potentially being associated with the construction, operation and decommissioning of the service station are assessed in this section in detail. The impact assessment is aimed at determining the likely significance of any impacts (positive or negative) associated with the facility. The significance of the impacts is determined by investigating certain key aspects, or parameters, of the potential impact, which are determined by the nature of the activity, as well as the nature of the receiving environment. Aspects investigated include the extent, duration and timing, and magnitude of the impact. Table 1 provides an explanation of the parameters used to determine the significance of an impact, as well as what “significance” means in the context of this impact assessment.

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Table 1: Parameters Used to Establish Impact Significance:

ITEM DEFINITION

EXTENT Local Extending only as far as the boundaries of the activity, limited to the site and its immediate surroundings

Regional Impact on the broader region

National Will have an impact on a national scale or across international borders

DURATION Short-term 0-5 years

Medium- Term 5-15 years

Long-Term >15 years, where the impact will cease after the operational life of the activity

Permanent Where mitigation, either by natural process or human intervention, will not occur in such a way or in such a time span that the impact can be considered transient.

MAGNITUDE OR INTENSITY Low Where the receiving natural, cultural or social function/environment is negligibly affected or where the impact is so low that remedial action is not

required.

Medium Where the affected environment is altered, but not severely and the impact can be mitigated successfully and natural, cultural or social functions and processes can continue, albeit in a modified way.

High Where natural, cultural or social functions or processes are substantially altered to a very large degree. If a negative impact then this could lead to unacceptable consequences for the cultural and/or social functions and/or irreplaceable loss of biodiversity to the extent that natural, cultural or social functions could temporarily or permanently cease.

PROBABILITY Improbable Where the possibility of the impact materialising is very low, either because of design or historic experience

Probable Where there is a distinct possibility that the impact will occur

Highly Probable Where it is most likely that the impact will occur

Definite Where the impact will undoubtedly occur, regardless of any prevention measures

SIGNIFICANCE Low Where a potential impact will have a negligible effect on natural, cultural or social environments and the effect on the decision is negligible. This will

not require special design considerations for the project

Medium Where it would have, or there would be a moderate risk to natural, cultural or social environments and should influence the decision. The project will require modification or mitigation measures to be included in the design

High Where it would have, or there would be a high risk to natural, cultural or social environments. These impacts should have a major influence on decision making.

Very High Where it would have, or there would be a high risk of, an irreversible negative impact on biodiversity and irreplaceable loss of natural capital that could result in the project being environmentally unacceptable, even with mitigation. Alternatively, it could lead to a major positive effect. Impacts of this nature must be a central factor in decision making.

STATUS OF IMPACT

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Other factors which are also considered in the assessment of impacts include whether the impact is direct, indirect or cumulative, as explained by the DEAT EIA Guideline Document 5, on the assessment of impacts and alternatives (DEAT, 2006). Direct impacts are impacts that are caused directly by the activity and generally occur at the same time and at the place of the activity (e.g. noise generated by blasting operations on the site of the activity). These impacts are usually associated with the construction, operation or maintenance of an activity and are generally obvious and quantifiable. Indirect impacts of an activity are indirect or induced changes that may occur as a result of the activity (e.g. the reduction of water in a stream that supplies water to a reservoir that supplies water to the activity). These types of impacts include all the potential impacts that do not manifest immediately when the activity is undertaken or which occur at a different place as a result of the activity. Cumulative impacts are impacts that result from the incremental impact of the proposed activity on a common resource when added to the impacts of other past, present or reasonably foreseeable future activities (e.g. discharges of nutrients and heated water to a river that combine to cause algal bloom and subsequent loss of dissolved oxygen that is greater than the additive impacts of each pollutant). Cumulative impacts can occur from the collective impacts of individual minor actions over a period of time and can include both direct and indirect impacts. The assessment of the potential impacts has been based on SEC’s extensive experience related to environmental impact assessment as well as specialist assessment and input, where applicable. The impact assessment will be informed by input and comment from stakeholders. The potential impacts have been assessed after review by the professional team, including specialists, and on the basis of professional judgement. It must be noted that determining the significance of impacts, although carefully and systematically considered, still remains a subjective judgement, as there are no truly objective measures that can be used to judge significance.

Whether the impact is positive (a benefit), negative (a cost) or neutral (status quo maintained)

DEGREE OF CONFIDENCE IN PREDICTIONS The degree of confidence in the predictions is based on the availability of information and specialist knowledge (e.g. low, medium or high)

MITIGATION Mechanisms used to control, minimise and or eliminate negative impacts on the environment and to enhance project benefits. Mitigation measures should be considered in terms of the following hierarchy: (1) avoidance, (2) minimisation, (3) restoration and (4) off-sets.

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An introduction to Mitigation: A key aspect of the impact assessment process is the identification of mitigation measures which can and should be implemented in order to prevent or minimise any negative impacts associated with the service station; or conversely, to ensure that any associated benefits are maximised. The mitigation of impacts, as has been shown in Section 2, begins with identifying alternative means of meeting the general purpose of an application, in a manner that has the least possible negative impact on, or the greatest benefit for the surrounding environment. In the case of the proposed development, the fact that the sight was a preexisting service station with bulk service capabilities already existing, no site alternatives were identified. Technology and layout/design alternatives were considered in order to mitigate impacts appropriately. Check alternatives section for what alternatives were investigated Once this has been done, any impacts still associated with an application, must be able to be mitigated to an acceptable level. This means that the “residual impacts”, or impacts which remain after mitigation has been implemented, need to be of a sufficiently low significance that the decision-making authority can be confident that the proposed application should be allowed to proceed. The mitigation measures which pertain to an application – in this case, an application to operate an Engen 1-Stop Service Station with associated handling and storage of fuels - must be included in the Environmental Management Programme (as attached in Appendix F), which will govern the life cycle of activities associated with the facility. Impact Assessment The methodology which has been used to assess the significance of the impacts associated with the development of the service station has already been described. In order to allow for a comparative assessment of the impacts associated with the service station (including all feasible and reasonable process, design, layout and operational alternatives) against the impacts associated with the No-Go Alternative (or the option of not realising the development); the following impact rating method has been used. Please note: At the current stage of the development proposal, stake holder concern has not yet been received. This factor will be included alongside the public participation procedure and reflected in the final basic assessment report.

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Table 2: Scoring System for Impact Assessment Ratings

IMPACT PARAMETER SCORE

Extent (A) Rating

Local 1

Regional 2

National 3

Duration (B) Rating

Short term 1

Medium Term 2

Long Term 3

Permanent 4

Probability (C) Rating

Improbable 1

Probable 2

Highly Probable 3

Definite 4

IMPACT PARAMETER NEGATIVE IMPACT SCORE POSITIVE IMPACT SCORE

Magnitude/Intensity (D) Rating Rating

Low -1 1

Medium -2 2

High -3 3

Stakeholder Concern (E) Rating Rating

Low (0-5 stakeholders) -1 1

Medium (5-10 stakeholders) -2 2

High (10+ stakeholders) -3 3

SIGNIFICANCE RATING (F) = ((A*B*D)+E)*C Rating Rating

Low 0 to - 40 0 to 40

Medium - 41 to - 80 41 to 80

High - 81 to - 120 81 to 120

Very High > - 120 > 120

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The above significance bands have been determined through calculating a maximum potential score of 156 (positive or negative) using the above methodology. This was then subdivided into broad bands as indicated to provide a comparative assessment of all impacts in relation to the maximum possible significance score.

With the above table, a methodical impact output is calculated that addresses the relevance and scale of impacts identified. The following table below lists and outlines these impacts in each of the phases: construction, operational and decommissioning phases, with consideration to direct, indirect and cumulative impacts. The associated formula sheet is attached in Appendix G for further reference.

Alternative 1 (preferred alternative)

Activity Impact summary Significance Proposed mitigation CONSTRUCTION PHASE IMPACTS This phase refers to the construction of the service station and associated infrastructure of the convenience store and restaurant facilities on Erf 6569 on Cathcart Street, Queenstown.

Dust Direct impacts: The construction phase will involve the following dust generating activities: Construction of service station and infrastructure, as well as associated convenience store and restaurant. Storage of construction materials on site.

The extent of the impact will be local. The duration of the impact will be short term. The impact will cease once the construction phase is over. Significance prior to mitigation: Low (Negative). Significance post mitigation: Negligible.

Mitigation of potential dust impacts include: The use of water bowsers; Wetting down the site; Erection of shade netting to prevent off site dust migration; Covering construction materials (sand) with weighted down shade cloth or a similar material; and Regular manual sweeping of the surrounding roads and sidewalks.

Indirect impacts: None.

N/A N/A

Cumulative impacts: None.

N/A N/A

Traffic. Direct impacts: Increase in construction vehicle volume moving to and from the site resulting in an increase in traffic on R61, N6 and Cathcart Street.

The extent of the impact will be local. The duration of the impact will be temporary and will cease once the construction phase is over. Significance prior to mitigation:

Proposed mitigation measures include: The contractor must provide a traffic marshal for situations where construction traffic may impede normal traffic flows on Cathcart Street adjacent to the site. All vehicles will be legally compliant. All drivers will be competent and in

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Low (Negative). Significance post mitigation: Negligible.

possession of an appropriate valid driver’s license. All vehicles travelling on site will adhere to the specified speed limits. The movement of all vehicles will be controlled such that they remain on designated routes. No member of the workforce will be permitted to drive a vehicle under the influence of alcohol or narcotic substances. Should there be any abnormal traffic loads as a consequence of the construction phase activities, the local municipality and relevant traffic authorities should be notified.


N/A N/A

Cumulative impacts: The proposed activity will have a cumulative impact on the surrounding roads, as there is existing traffic on the surrounding roads with existing traffic impacts.

The extent of the impact will be local. The duration of the impact will be short term and will cease once the construction phase is over. Significance prior to mitigation: Low (Negative). Significance post mitigation: Negligible.

Measures to mitigate cumulative traffic impacts can only be controlled on and adjacent to the site and as such the proposed mitigation measures outlined above still apply.

Noise impacts. Direct impacts: Increase in noise levels up to 60 dB in a public area (associated with the construction vehicles as well as the equipment which will be utilised for the construction phase of the project) and subsequent disturbance

The extent of the impact will be local. The duration of the impact will be short term and will only occur during working hours approved by the local municipality (anticipated to be 08h00 – 17h00 on weekdays and Saturdays, with no work taking place on Sundays).

Proposed mitigation measures include: Prior to the commencement of work on site, all on site personnel should undergo training or have an information session regarding appropriate noise levels. The construction contractor must use modern equipment, which produces the least noise. Any unavoidably noisy equipment

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of the surrounding residents and landowners.

The impact will cease once the construction phase is over. Significance prior to mitigation: Low (Negative). Significance post mitigation: Low

must be identified and reasonably located in an area where it has least impact. The use of noise shielding screens must be considered and the operation of such machinery restricted to when it is actually required. No noise generating work is to be conducted outside of normal working hours as approved by the local authority.


N/A N/A

Cumulative impacts: The impact is cumulative due to the commercial nature of the surrounding land uses.

Measures to mitigate against cumulative noise impacts can only be controlled on an adjacent to the site and as such the proposed mitigation measures outlined above still apply.

Socio-economic Impacts: Employment.

Direct impacts: The construction activities will have a small scale impact on local employment and income opportunities for local construction workers and subsequent improvement in the livelihoods of all those employed as well as their dependents.

The extent of the impact will be local. The duration of the impact will be short term and will cease once the construction phase is over. Significance: Low (Positive). Significance post mitigation: N/A

The impact is considered a positive and therefore no mitigation measures are required.

Indirect impacts: Improvement in local economic activity for the duration of the proposed development.

The extent of the impact will be local. The duration of the impact will be temporary and will cease once the construction phase is over. Significance: Low (Positive). Significance post


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mitigation: N/A

Cumulative impacts: The benefits on local employment opportunities are considered cumulative on the surrounding area, as job opportunities associated with the construction of the service station and associated infrastructure are an additional source of employment.

The extent of the impact will be local. The duration of the impact will be short term and will cease once the construction phase is over. Significance prior to mitigation: Low (Positive). Significance post mitigation: N/A


Visual impacts. Direct impacts: The construction vehicles, machinery and construction camp as well as the construction materials located on site will have a minor visual impact on the immediate surrounding environment.

The extent of the impact will be local. The duration of the impact will be short term and will cease once the construction phase is over. Significance prior to mitigation: Low (Negative). Significance post mitigation: Low

Proposed mitigation measures include: Screening of the site during construction activities. Management of the placement of vehicles, construction camp and materials placed on site. Vehicles can be parked in one specific area whilst materials placed on site can be placed in neat piles in specified sections of the site prior to use. Construction materials stored on the site prior to their use and waste stored on the site prior to removal should be kept in neat, separate piles to ensure good housekeeping at all times. Should any lighting be required by the Contractor, it should be aimed at the area to be lit on site and the over spillage must be kept to a minimum.

Indirect impacts: Temporary loss of sense of place.

The extent of the impact will be local. The duration of the impact will be temporary and will cease once the construction phase is over.

Measures to mitigate indirect visual impacts can only be controlled on and adjacent to the site and as such the proposed mitigation measures outlined above still apply.

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Significance prior to mitigation: Low (Negative). Significance post mitigation: Negligible.


N/A N/A

Contamination of soil & groundwater (surface spillages):

Direct impacts: Contamination of soil and groundwater through construction activities such as: leaking oils and fuels; demolition waste; cement bags and excess runoff.

The extent of the impact will be local. The duration of the impact will be temporary and will cease once the construction phase is over. Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative).

Adequate training of the construction personnel will ensure that the impact is minimised and, should it occur, rapid, informed action is taken to contain the spillage/ leak of any paints, bitumen, sealants, excess cement mixing water, etc. In the event of such an emergency incident, a suitably trained clean-up contractor will be appointed to clean up the spill. Absorbent material or a hazardous material spill kit must be available to mop up the spill/ leak immediately and prevent potential contamination. The saturated material should be disposed of at a suitable hazardous landfill site or recycled with chain-of-custody documentation provided by the contractor as proof of end recipient. The ECO should supervise any remediation procedures in order to ensure that the material is correctly treated. Trained, permit holding contractors will be used during the construction process to minimise health and safety and environmental risk at the site. Any spillages from contractors’ equipment or vehicles on site must be controlled to prevent pollution of the water resources. Stormwater runoff must be controlled

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such that it does not run across any of the area where decommissioning or construction work is being carried out. The precautionary principle applies at all times. If pollution of groundwater sources occurs, every effort must be made to reduce the contamination as far as possible.

Indirect impacts: None

N/A N/A

Cumulative impact: Other potential sources of contamination such as nearby service stations, and possibly also commercial activities. (leaks and spills on roads will impact stormwater system)

The extent of the impact will be local. The duration of the impact will be short term and will cease once the construction phase is over Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low.

As above in direct impact mitigation measures.

Stormwater Impacts: Direct: During the construction phase, building materials such as building sand, cement, rubble and litter from construction workers can accrue on site. These materials can contaminate the stormwater and then be washed into the stormwater system.

The extent of the impact will be local. The duration of the impact will be short term and will cease once the construction phase is over. Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative)

During construction, all material excavated must be protected, screened or covered to prevent off site movement (primarily wind-blown soil or surface runoff) and the surplus material must be removed from site weekly to a licensed waste disposal site or re-used if appropriate. All storm water channels around the outside of the site should be inspected regularly to ensure that they are not blocked and/or obstructed to ensure their efficient operation. Storm water runoff must be controlled to ensure that on-site activities do not result in off-site pollution. Soil erosion on site must be prevented

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at all times. If the storm water is of such a quality that suspended solids are present then detention ponds for removal of suspended solids must be considered.

Indirect: None

N/A N/A

Cumulative:

Freshwater Impacts: Increase in erosion & runoff

Direct impacts: The removal of topsoil, addition of spoil sites leading to wash and compaction by heavy machinery resulting in an increased runoff.

The extent of the impact will be local. The duration of the impact will be long term as hardened surfaces will remain post construction. Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative).

Soil Management (erosion control):

To prevent erosion and sedimentation, construction activities should be undertaken during the dry season when flows will be substantially reduced.

Topsoil must be removed from the construction areas and not spoiled. Top-soil and sub-soil stockpiles to be placed in areas where they will cause the least impact

Vehicles should be parked out of the buffer areas when not in use in order to prevent compaction of the soil profile.

The construction camp should be located more than 100m from watercourses if possible.

Topsoil should be replaced in the correct order it was extracted and erosion prevention measures be put in place on areas with a steep gradient (such as geo-textiles).

Sediment barriers/controls should be installed if erosion is observed near the site

Any excess subsoil must be removed from the development area once back filling is completed, and spoiled at an agreed spoil site.

Riparian Vegetation Management:

All growth forms of Category 1

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weeds and invader plants shall actively be removed from all works areas, at all times; and

All Category 2 and 3 weeds and invader plants shall be actively removed all prior to flowering.

An appropriate re-vegetation technique should be used where relevant (hydro-seeding/plugs).

Follow up assessments should be undertaken to prevent alien re-growth.

Indirect impacts: N/A N/A N/A

Cumulative impacts: The impact is considered cumulative in nature due to the runoff impacts from surrounding compacted surfaces and roadways.

The extent of the impact will be local. The duration of the impact will be long term as hardened surfaces will remain post construction and other surrounding surfaces are expected to remain in place and increase through other developments that may occur. Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative).

Measures to mitigate against cumulative impacts can only be controlled on and adjacent to the site and as such the proposed mitigation measures outlined above still apply

Freshwater Impacts: Pollution

Direct impacts: an increase in pollution due to heavy machinery, storage of chemicals, ablution

The extent of the impact will be local. The duration of the impact will be long term.

Pollution Control:

A Spill Contingency Plan for both construction and operational phases should form part of the Environmental Management

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facilities and likely spills during construction.

Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative).

Programme (EMPr). The Spill Contingency Plan should address measures to prevent and mitigate the spillage of hazardous materials, which include oil, grease and petrochemicals as well as herbicides which may be used as part of the alien clearing operation.

All chemicals should be appropriately stored and handled. Storerooms must be more than 100m from watercourse zones and have appropriate concrete flooring and bunding.

No washing of construction equipment and vehicles must be done on site.

Any remnant rubbish, spoil, machinery and contaminants need to be removed from the development area


Cumulative impacts: The impact is considered cumulative in nature due to the presence of pollutants that exist from the adjacent service station and other commercial activities in the immediate surrounds.

The extent of the impact will be local. The duration of the impact will be long term as pollution associated with the service station and surrounding activities will exist until decommissioning. Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative).


Vegetation Impacts: Loss of

Direct impacts: Change in

The extent of the impact will be local.

Soil Management (erosion control):

To prevent erosion and

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natural/indigenous vegetation:

riparian/wetland vegetation due to the potential disturbance of the channel bed and banks. This is likely to result in further alien plant invasion and the removal of indigenous species. This may further enhance erosion potential. However, the significance of this impact is low due to the poor riparian habitat condition.

The duration of the impact will be long term as hardened surfaces will remain post construction. Significance prior to mitigation: Low (Negative). Significance post mitigation: Low (Negative).

sedimentation, construction activities should be undertaken during the dry season when flows will be substantially reduced.

Topsoil must be removed from the construction areas and not spoiled. Top-soil and sub-soil stockpiles to be placed in areas where they will cause the least impact

Vehicles should be parked out of the buffer areas when not in use in order to prevent compaction of the soil profile.

The construction camp should be located more than 100m from watercourses if possible.

Topsoil should be replaced in the correct order it was extracted and erosion prevention measures be put in place on areas with a steep gradient (such as geo-textiles).

Sediment barriers/controls should be installed if erosion is observed near the site

Any excess subsoil must be removed from the development area once back filling is completed, and spoiled at an agreed spoil site.

Riparian Vegetation Management:

All growth forms of Category 1 weeds and invader plants shall actively be removed from all works areas, at all times; and

All Category 2 and 3 weeds and invader plants shall be actively removed all prior to flowering.

An appropriate re-vegetation technique should be used where relevant (hydro-seeding/plugs).

Follow up assessments should be undertaken to prevent alien re-

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growth.


Cumulative impacts: N/A

N/A N/A

OPERATIONAL PHASE IMPACTS This phase refers to the day to day operation of the service station and associated infrastructure of the convenience store and restaurant facilities on Erf 6569 on Cathcart Street, Queenstown.

Contamination of soil & groundwater pollution (surface spillages):

Direct impacts: Contamination of surface water runoff from the forecourt area may result from spillages during vehicle refuelling and from vehicle leaks whilst parked at the service station during the operational phase when the surface is paved.

The extent of the impact will be local. The duration of the impact is anticipated to be short term to

permanent. Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative).

Mitigation measures: All dispenser pumps will be located on pump islands surrounded by hardened surfaces, which will prevent downward migration of any free phase product and promote horizontal flow into the collection pit/s. The filler points are located inside containment manholes, which are surrounded by concrete hard standing. The containment manholes will be able to contain minor spillages from flexible fuel delivery pipe disconnection. Shear-off valves will be anchored below fuel dispensers, so that no spillage occurs if the dispenser is accidentally knocked over. There are also breakaway couplings on the hoses in case a vehicle pulls away from the pump dispenser while the nozzle is still in the filler. Experience has shown that minor spillages on the forecourt readily evaporate. The volatile components contain the more problematic compounds such as benzene, which readily evaporate leaving behind the less volatile, less mobile and less harmful heavier components. Given sufficient time, natural attenuation will completely break down these compounds. Automatic cut-off devices are built into both the underground storage tanks and the pump dispensers, to prevent

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tank overfills and spillages. As a natural product, hydrocarbons will ultimately naturally breakdown and attenuate themselves.


N/A N/A

Cumulative impacts: There is an existing service station 200m to the south east of the site with similar associated risks.

The extent of the impact will be local. The duration of the impact will be for the duration of the service station’s existence.

Significance prior to mitigation: Medium (Negative) Significance post mitigation: Low (Negative)


Contamination of soil & groundwater pollution (subsurface leaks):

Direct impacts: Leaking tanks/pipework and incorrect delivery procedures create pathways for pollutions to migrate into permeable sub soils beneath the site and to the water table below.

The extent of the impact will be local to regional depending on response time. The duration of the impact depends on response time.


The proposed installation will comply with SANS 1535 (relating to tank manufacture standards) and SANS 10089 Part 3 (relating to underground tanks and pipe installation standards). Engen will install double composite tanks, steel with fibre glass outer. The outer coating is used to minimise the possibility of corrosive failure of the tank. Internationally approved non-corrosive pipe work systems will be installed. This is to limit the possibility of pipe failure due to corrosion; this being the most common cause of pipe failure before this system was introduced to the RSA. Any joints in the fuel lines will be located within containment manholes, which also occur where the pipe work enters the underground storage tanks

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and under the pump dispensers. These manholes will be regularly inspected as part of the normal management procedures at the service station. Leak detectors will be installed at various positions on the fuel delivery system. Delivery lines are pressurized at all times, and leak detectors will immediately switch off the submersible pump in the underground storage tank should a leak be detected. Vent and filler lines will be sloped back to the underground storage tank so that fuel does not remain in the pipes. Continuous electronic monitoring of underground stock will be done to allow for the early identification of abnormalities. Should these occur, management would review these and take appropriate action to rectify the situation Observation wells will be installed in the sand fill surrounding the underground storage tanks. These can be used to check for product losses (visual and olfactory assessment), and may be used for product recovery/remediation purposes. As a natural product, hydrocarbons will ultimately naturally breakdown and attenuate themselves. All incidences in the event of contamination on site or pollution of water resources, including groundwater must be reported to the relevant authorities. A groundwater monitoring programme must be developed to the satisfaction of the Department of Water and

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Sanitation (DWS). A record of all the monitoring results must be submitted to the Department of Economic Development, Environmental Affairs and Tourism (DEDEAT) and DWS annually.


N/A N/A

Cumulative impacts: The impact is considered to be cumulative as there is an existing service station within 200m, of the proposed service station with similar risk pathways.

The extent of the impact will be local to regional depending on the frequency of events from surrounding sources. The duration of the impact depends on response time. Significance prior to mitigation: Medium (Negative) Significance post mitigation: Low (Negative)

Measures to mitigate against cumulative impacts can only be controlled on and adjacent to the site and as such the proposed mitigation measures outlined above still apply.

Stormwater Impact: Increase in surface runoff

Direct impacts: Increase in impervious surfaces which may promote erosion and flash floods.

The extent of the impact will be local. The duration of the impact will be temporary during the rainfall event. Significance prior to mitigation: Medium (Negative) Significance post mitigation: Low (Negative)

Soil Management (erosion control): Erosion control measures should be installed to stabilize the banks and prevent future erosion that may affect the development and the vegetation. Pollution Control: Sewerage and waste water systems should be properly connected to the existing structures.


N/A N/A

Cumulative impacts: The impact will be cumulative due to

The extent of the impact will be local. The duration of the impact will be

Measures to mitigate against cumulative stormwater impacts can only be controlled on and adjacent to

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surrounding road network and existing petrol station 200m away, which also have associated hardened surfaces discharging runoff to the municipal storm water system.

temporary during the rainfall event. Significance prior to mitigation: Medium (Negative) Significance post mitigation: Low (Negative)

the site and as such the proposed mitigation measures outlined above still apply

Groundwater Impact: Diversion of sub-surface water

Direct Impacts: The installation of underground storage tanks and other deep foundations may cause sub-surface water movement to be diverted and potentially concentrated resulting in inundation areas.

The extent of the impact will be local. The duration of the impact will be medium term. Significance prior to mitigation: Medium (Negative) Significance post mitigation: Low (Negative)

Pollution Control

A Spill Contingency Plan for both construction and operational phases should form part of the Environmental Management Programme (EMPr). The Spill Contingency Plan should address measures to prevent and mitigate the spillage of hazardous materials, which include oil, grease and petrochemicals as well as herbicides which may be used as part of the alien clearing operation.

Sewerage and waste water systems should be properly connected to the existing structures.


N/A N/A

Cumulative impacts: There is an existing service station 200m to the south east of the site with similar associated risks.

The extent of the impact will be local. The duration of the impact will be for the duration of the service station’s existence.



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Freshwater Impact: A decrease in effluent

Direct Impacts: A decrease in the effluent discharged into the river system due to the service station being connected to municipal services and people using these ablutions.

The extent of the impact will be local. The duration of the impact will be permanent. Significance prior to mitigation: Medium (Positive) Significance post mitigation: N/A

Pollution Control Sewerage and waste water systems should be properly connected to the existing structures.

Indirect Impacts: N/A N/A

Cumulative Impacts: N/A N/A

Atmospheric Emissions

Direct impacts: Fuel vapour emissions will be associated with operations at the proposed service station. These emissions will be emitted primarily when the fuel tanks are refilled by road tanker. There is some health risk associated with an unacceptable level of vapour emissions.

The extent of the impact will be local. The duration of the impact will be long term and will cease with the decommissioning of the service station. Significance prior to mitigation: Medium (Negative). Significance post mitigation: Low (Negative)

Proposed mitigation measures include: Careful location of vent pipes at elevated positions to ensure that vapour does not discharge into sensitive areas, and that the distances to any sensitive areas between the vent pipe and receptor should be maximised to maximise vapour dispersion and should be located away from fresh air ventilation intakes and windows able to open. The location of the vent pipes needs to take into consideration the climatic conditions, including any prevailing wind directions. Rapid dispersion of vapour into the atmosphere takes place. Pressure vacuum vents will be fitted to underground storage tank vent pipes, to minimise vapour loss from tanks. Primary vapour recovery technology will be utilised during fuel deliveries in order to minimise fuel vapour discharge. This technology entails retention of the fuel vapour emitted from the fuel tanks during fuel delivery, with the vapour being

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retained and redirected to the delivery tanker to be transported back to the refinery for recycling. Adequate training of road tanker fuel delivery drivers will be carried out, to prevent incorrect fuel delivery procedures, which may result in surface spillage.


N/A N/A


N/A N/A

Noise impacts. Direct impacts: The increase in traffic and customers to the proposed service station will also bring an increase in noise levels

The extent of the impact will be local. The duration of the impact will be long term and will cease with the decommissioning of the service station. With consideration of the zoning and situation of the site - Significance prior to mitigation: Low (Negative). Significance post mitigation: Negligible.

Every attempt must be made to reduce noise levels to ensure minimum nuisance by the noise source. The site operator must use appropriate, modern equipment, which produces the least noise. Any unavoidably noisy equipment must be identified and located in an area where it has least impact. The use of noise shielding screens should be considered by the project team as and when required. This would be applicable to items such as air conditioning units, compressors and refrigeration equipment. The provisions of SABS 1200A Sub clause 4.1 regarding "built-up areas" shall apply to all areas within audible distance of residents whether in urban, peri-urban or rural areas. No amplified music shall be allowed on site. The use of radios, tape recorders, compact disc players, television sets etc. shall not be permitted unless the volume is kept

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sufficiently low as to avoid any intrusion on members of the public within range. No on-site noise generating work, such as routine maintenance and repairs, is to be conducted outside of approved working hours unless in consultation with the local authority and advised to the adjacent property owners/occupants prior to works taking place. Regarding noise generated by the fuel delivery trucks during the operational phase, the product is delivered into underground tanks (gravity-fed). During this time, the engine of the fuel delivery truck will be switched off to avoid unnecessary noise during this process.


N/A N/A

Cumulative impacts: The impact is cumulative due to the commercial nature of the surrounding land uses.

Measures to mitigate against cumulative noise impacts can only be controlled on an adjacent to the site and as such the proposed mitigation measures outlined above still apply.

Socio-economic Impact: Loss in fuel sales

Direct impacts: Decrease in fuel sales of service stations located within close proximity to the proposed site, on operation of the proposed service station.

The extent of the impact will be local. The duration of the impact will be long term and only will cease with the decommissioning of the new proposed service station. Significance: Medium (negative). Significance post mitigation: N/A

There are no mitigation measures for this impact.

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Indirect impacts: Loss in jobs – see below

N/A N/A


N/A N/A

Social Impacts: Income and employment (disadvantages)

Direct impacts: None

Indirect impacts: Possible loss of employment at service stations within close proximity to the proposed site.

The extent of the impact will be local. The duration of the impact will be short term Significance: Low (negative). Significance post mitigation: N/A

This impact is mitigated over time by expansion in the market together with the new service station reaching maturity and offering the maximum number of employment opportunities


N/A N/A

Socio-economic Impact: Employment opportunities Social Impacts: Income and employment (benefits)

Direct impacts: The operational activities will have a small scale impact on local employment and income opportunities for both local skilled and unskilled workers and subsequent improvement in the livelihoods of all those employed as well as their dependents.

The extent of the impact will be local. The duration of the impact will be long term. Significance: Low (Positive). Significance post mitigation: N/A


Indirect impacts: Improvement in local economic activity for the duration of the proposed operational phase of the development.

The extent of the impact will be confined to the local area. The duration of the impact will be long term Significance: Low (Positive). Significance post


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mitigation: N/A

Cumulative impacts: The benefits on local employment opportunities are considered cumulative on the surrounding area, as job opportunities associated with the operation of the service station and associated infrastructure are an additional source of employment.

The extent of the impact will be local. The duration of the impact will be long term Significance: Low (Positive). Significance post mitigation: N/A


Visual impacts. Direct impacts: The service station development will be a relatively large development with signage to be made visible from the N6 and R61, as well as light impacts from the 24 hour convenience shop and restaurant attached.

The extent of the impact will be local. The duration of the impact will be long term and will cease with the decommissioning of the service station. Significance: Low (Negative). Significance post mitigation: Very Low (negative)

Mitigation measures include: The facing of lighting inwards of the site. Planting of vegetation on the perimeter of the sight to aid in the diffusion of reflected light, as well as to act as a visual barrier of the development itself.


N/A N/A

Cumulative impacts: Due to the commercial nature of the site, this impact is considered cumulative.

Due to the commercial nature and zoning of the sight (‘Business III), the impact is considered cumulative.

Measures to mitigate against cumulative visual impacts can only be controlled on and adjacent to the site and as such the proposed mitigation measures outlined above still apply

Traffic

Direct impacts: Operational capacity of existing intersections that will be utilised by

The extent of the impact will be local. The duration will be long term, all though will fluctuate according to

Relevant traffic signage must be erected on and off the site to control traffic speeds and movements (as required).

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vehicles in order to access the proposed service station site.

times of day; times of week; and during holidays. The direct impact will cease with the decommissioning of the service station.

Significance prior to mitigation: Low (Negative). Significance post mitigation: Low (Negative)

All vehicles travelling on site will adhere to the specified speed limits.

The movement of all vehicles will be controlled such that they remain on designated routes.

Should there be any abnormal traffic loads as a consequence of the operation phase activities, the local municipality and relevant traffic authorities should be notified.

The detail design of the proposed filling station should adhere to the prescribed specifications (and subsequent approval) of the applicable road authorities.

Care should be taken pertaining to the placing of signage in the proximity of access points to the proposed filling station.

Issues pertaining to damages and poor condition of the roads in close proximity of the site should be reported to the applicable authority and custodian of the respective roads.

Appropriate signage and traffic measures should be implemented at the site to ensure safe and convenient access for passing traffic volumes.


N/A N/A

Cumulative impacts: The impact will be cumulative due to the number of cars already travelling along the N6 and R61, as well as the nature of the surrounding area being a CBD.

The extent of the impact will be local. The duration will be long term, all though will fluctuate according to times of day; times of week; and during holidays.

Measures to mitigate against cumulative traffic impacts can only be controlled on an adjacent to the site and as such the proposed mitigation measures outlined above still apply.

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DECOMMISSIONING PHASE This phase refers to the future decommissioning and demolition of the service station and associated infrastructure of the convenience store and restaurant facilities on Erf on Cathcart Street, Queenstown.

Please note: Decommissioning phase impacts are of a similar nature to the above mentioned construction phase impacts; and the same mitigation measures would apply In addition, upon closure of the site, an oil industry standard, baseline contamination assessment will be carried out to determine if any impacts (particularly soil and groundwater contamination) have occurred owing to fuel storage and handling activities. However, as detailed in the operational phase impacts section, suitable oil-industry best-practice mitigation and management measures have been developed and must be implemented during the operation of the service station in order to minimise contamination risk.

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Activity Impact summary Significance Proposed mitigation

No-Go Alternative The No-Go Alternative entails not developing the Engen 1-stop service station on erf 6569, Queenstown.

Socio-Economic Impacts: Employment opportunities

Direct impacts: The job potential to the surrounding community that would arise due to the construction, operational and decommissioning phases would not result.

The extent of the impact is local. Duration N/A. Significance: Low (negative).

In accordance with the findings of the feasibility study, the development of the proposed new service station would mitigate this impact.


Lack of job opportunities can be aligned to the deterioration in quality of life of certain households. Significance: Low (negative)

N/A

Cumulative impacts: None

N/A N/A

Socio-economic impacts: impact on income of other service stations in the area

Direct impacts: According to the feasibility report compiled by WSP services, there are three service stations in the area that will be negatively impacted by the service station development. This is accredited to the catchment of traffic as well as modern style of the service station and associated service infrastructure.

The extent of the impact will be local. The duration of the impact is anticipated to be temporary to permanent. Significance: Low (Positive).

N/A


N/A N/A


N/A N/A

Visual impacts: No change in

Direct impacts: No visual impact associated with the

N/A N/A

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the visual character of site.

construction and operation of a service station, such as signage and lighting, will occur.


N/A N/A


N/A N/A

Freshwater impacts: Use of the river as an informal toilet area.

Direct impacts: The proposed site is currently utilised as truck parking, for informal business meetings and by a few venders. As there are no ablution facilities currently at the site, the nearby river is used for such purposes. On development of the proposed service station this will decrease as the current site activities will cease.

The extent of the impact will be local. The duration of the impact will be long term. Significance: Medium (Negative)

N/A


N/A N/A


N/A N/A

Traffic impacts:

Direct impacts: There will be no traffic impacts as a result of the proposed development not taking place.

N/A N/A


None N/A


None N/A

Noise Impacts: No increase in ambient noise levels.

Direct impacts: There are no direct noise sources currently on the site. The area where the proposed site is located is a commercial area and

N/A N/A

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the nearby roads are busy creating the general ambient noise of the area. There will be no change in the ambient noise levels if the proposed service station is not developed.


N/A N/A


N/A N/A

No additional temporary construction phase impacts.

Direct impacts: Low (Positive) Impacts No temporary air quality impacts (dust) within the vicinity of the site; No temporary increase in traffic on and adjacent to the site; No temporary increase in noise impacts; and No temporary increase in construction related visual impacts. Low (Negative) Impacts: No temporary increase in income and employment opportunities for local construction workers.

Continuation with the status quo of the site remaining as it is as a result of no construction phase activities occurring on site. Significance: See direct impacts.

N/A


N/A N/A


N/A N/A

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3. ENVIRONMENTAL IMPACT STATEMENT Taking the assessment of potential impacts into account, please provide an environmental impact statement that summarises the impact that the proposed activity and its alternatives may have on the environment after the management and mitigation of impacts have been taken into account, with specific reference to types of impact, duration of impacts, likelihood of potential impacts actually occurring and the significance of impacts.

Design and Construction Phase



Direct Impacts









Visual Construction site and activities








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Freshwater Increase in erosion and runoff from construction activities and compaction of surfaces - discharged into the nearby stream (Cumulative)



Freshwater Increase in pollution from construction activities (Cumulative)



Vegetation loss of natural/indigenous vegetation due to possible disturbance of channel bed and bank, alien plant invasion may replace indigenous vegetation


Indirect Impacts

Socio-economic Improve local economy


Operational Phase



Direct Impacts

Soil and Groundwater contamination Surface spillages (oils & fuels) (Cumulative)



Soil and Groundwater contamination Subsurface leaks (tanks or pipelines) (Cumulative)

Local / Regional

Short term / Long term

Improbable with mitigation

Medium (-) Low (-)

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Stormwater Increase in surface runoff from impervious surfaces (during rainfall events) (Cumulative)



Groundwater Diversion of sub-surface water through the installation of underground tanks (Cumulative)

Local Medium term Improbable with


Freshwater Decrease in effluent discharged into the nearby river system (vagrants on site)

Local Long term Probable Medium (+) N/A

Atmospheric Emissions Fuel vapour emissions from tankers refiling fuel tanks

Local Long term Highly probable Medium (-) Low (-)



Socio-economic Loss in fuel sales of service stations within close proximity



Local Long term Highly probable Low (+) N/A

Visual Lights and signage (Cumulative)


Traffic Operational capacity of existing intersections (Cumulative)


Indirect Impacts


Local Long term Highly probable Low (-) N/A

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Decommissioning Phase



Direct Impacts









Visual Construction site and activities during decommissioning








Freshwater Increase in erosion and runoff from construction activities and decommissioning of the facility - discharged into the nearby stream (Cumulative)



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Freshwater Increase in pollution from decommissioning activities (Cumulative)



It is the opinion of the appointed Environmental Assessment Practitioner (EAP) that provided the recommended mitigation measures are implemented and the facility is managed in an environmentally sound manner and according to oil industry standards; there are no factors that should prevent the proposed development from taking place. It is important that the mitigation measures stipulated within the EMPr be followed during the construction, operational and decommissioning phases of the development and that they are policed by a suitably experienced environmental control officer.

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No-go alternative (compulsory)

The No-Go Alternative entails “the option of not implementing the activity”. In this case this entails the 1-Stop service

station not being developed, with the property remaining an empty lot used occasionally for truck drivers as a rest

stop and vendors.

No-Go Alternative



Direct Impacts

Socio-economic No overall increase in employment opportunities

Local N/A Highly probable Low (-) N/A

Socio-economic No loss in fuel sale of service stations within close proximity

Local Permanent Highly probable Low (+) N/A

Visual None

N/A N/A N/A N/A N/A

Freshwater Continued discharge of effluent into the nearby river system (vagrants on site)


Traffic None

N/A N/A N/A N/A N/A

Noise None

N/A N/A N/A N/A N/A

The No-Go alternative does not entail development that contributes to economic growth and job opportunities in

Queenstown. The site will remain vacant when a development, such as the proposed service station, can boost the

local economy and give locals that obtain the available job positions a sense of purpose. The No-Go alternative does

not meet the needs and requirements of the town of Queenstown and Lukhanji Municipality in terms of a

conveniently-positioned service station and truck stop servicing the N6 national road users. As such, this alternative

is not considered a reasonable or feasible alternative for the proposed activity and not preferred.

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SECTION E. RECOMMENDATIONS OF PRACTITIONER

Is the information contained in this report and the documentation attached hereto sufficient to make a decision in respect of the activity applied for (in the view of the environmental assessment practitioner)?

YES NO

Is an EMPr attached? YES NO

The EMPr must be attached as Appendix F. If “NO”, indicate the aspects that should be assessed further as part of a Scoping and EIA process before a decision can be made (list the aspects that require further assessment):

N/A

If “YES”, please list any recommended conditions, including mitigation measures that should be considered for inclusion in any authorisation that may be granted by the competent authority in respect of the application:

Please refer to EMPr for complete list of mitigation measures and oversight required for the adequate functioning of the service station; and for the maintenance of ecological integrity of the site and surrounding area.

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SECTION F: APPENDICES The following appendixes must be attached as appropriate: Appendix A: Site plan(s) Appendix B: Photographs Appendix C: Facility illustration(s) Appendix D: Specialist reports Appendix E: Comments and responses report Appendix F: Environmental Management Programme (EMPr) Appendix G: Other information




Documents

BASIC ASSESSMENT REPORT FOR THE PROPOSED · PDF fileExecutive Summary: ... designs and layouts for the fuel storage and dispensing ... benchmark filling station. The feasibility study