Final Environmental Impact Assessment (EIA) and Environmental …eia.met.gov.na/screening/173_APP-00173 Final EIA and EMP... · 2019-07-04 · EIA and EMP Report i DBMN Oranjemund

EIA and EMP Report i DBMN Oranjemund Logistic Aviation Base-June 2019

Final Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP) to

Support the Application for Environmental Clearance Certificate (ECC) for the Proposed

Upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport), Oranjemund

//KARAS REGION, SOUTHERN NAMIBIA

De Beers Marine Namibia (Pty) Ltd Namdeb Centre, 10 Dr. Frans Indongo Street

P.O. Box 23016

WINDHOEK, NAMIBIA

EIA and EMP Report ii DBMN Oranjemund Logistic Aviation Base-June 2019

CLIENT / PROPONENT / OFFSHORE OPERATOR INFORMATION

De Beers Marine Namibia (Pty) Ltd Address: 4

th Floor, Namdeb Centre

10 Dr. Frans Indongo Street WINDHOEK, NAMIBIA.

Responsible Person: Chief Executive Officer

Tel No.: +264 61 297 8000 Fax No.: +264 61 297 8100

Contact Person: Environmental Manager

Tel No.: + 264 61 297 8215 Fax No.: + 264 61 297 8120

Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP) Report Prepared By

Risk-Based Solutions (RBS) CC WINDHOEK, NAMIBIA, JUNE 2019

CITATION: Risk-Based Solutions (RBS), 2019. Final Environmental Impact Assessment

(EIA) and Environmental Management Plan (EMP) to Support the Application for Environmental Clearance Certificate (ECC) for the Proposed Upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) in //Karas Region, Southern Namibia by De Beers Marine Namibia (DBMN) (Pty) Ltd

EIA and EMP Report iii DBMN Oranjemund Logistic Aviation Base-June 2019

PROPONENT, LISTED ACTIVITIES AND RELATED

INFORMATION SUMMARY

PROPOSED PROJECT

Upgrading of the Oranjemund Logistics Aviation Base

(OLAB) Oranjemund Airport De Beers Marine Namibia (DBMN) (Pty) Ltd

PROPONENT

De Beers Marine Namibia (DBMN) (Pty) Ltd

ADDRESS OF THE PROPONENT

De Beers Marine Namibia (Pty) Ltd

Namdeb Centre, 10 Dr. Frans Indongo Street P.O. Box 23016

WINDHOEK, NAMIBIA

LOCATION

Oranjemund, //Karas Region, Southern Namibia (Latitude: 28° 35' 05.00" S and Longitude: 016° 26' 48.00" E)

ENVIRONMENTAL CONSULTANTS

Risk-Based Solutions (RBS) CC (Consulting Arm of Foresight Group Namibia (FGN) (Pty) Ltd)

41 Feld Street Ausspannplatz Cnr of Lazarett and Feld Street

P. O. Box 1839, WINDHOEK, NAMIBIA Tel: +264 - 61- 306058; Fax: +264 - 61- 306059

Cell: + 264-811413229; Email: [email protected] Global Office / URL: www.rbs.com.na

ENVIRONMENTAL ASSESSMENT PRACTITIONER (EAP)

Dr. Sindila Mwiya PhD, PG Cert, MPhil, BEng (Hons), Pr Eng

mailto:[email protected]

http://www.rbs.com.na/

EIA and EMP Report iv DBMN Oranjemund Logistic Aviation Base-June 2019

EIA and EMP Report v DBMN Oranjemund Logistic Aviation Base-June 2019

STATEMENT OF QUALIFICATIONS / SUMMARY CV /PROFILE OF THE ENVIRONMENTAL ASSESSMENT PRACTITIONER (EAP)

DR. SINDILA MWIYA Dr. Sindila Mwiya has more than eighteen (18) years of direct technical industry experience in Environmental Assessment (SEA, EIA, EMP, EMS), Energy (Renewable and Non-renewable energy sources), onshore and offshore resources (minerals, oil, gas and water) exploration / prospecting, extraction and utilisation, covering general and specialist technical exploration and production support, Health, Safety and Environment (HSE) permitting for Geophysical Surveys such as 2D and 3D Seismic and Gravity Surveys for mining and petroleum (oil and gas) operations support, through to engineering planning, layout, designing, logistical support, recovery, production / operations, compliance monitoring, rehabilitation, closure and aftercare projects lifecycles. Through his companies, Risk-Based Solutions (RBS) and Foresight Group Namibia (FGN) (Pty) Ltd , which he founded, he has undertaken more than 200 projects for local, regional (SADC) and international clients. He continue to work for global reputable resources (petroleum and mining / minerals) and energy companies such as BW Offshore (Singapore), Shell Namibia B. V. Limited (Namibia/ the Netherlands), Tullow Oil (UK), Debmarine (DBMN) (Namibia), Reconnaissance Energy Africa Ltd (ReconAfrica) (UK/Canada), Osino Resource Corporation (Canada/Germany/ Namibia), Desert Lion Energy Corporation (Canada/ Australia), Petrobras Oil and Gas (Brazil) / BP (UK), REPSOL (Spain), ACREP (Namibia/Angola), Preview Energy Resources (UK), HRT Africa (Brazil / USA), Chariot Oil and Gas Exploration (UK), Serica Energy (UK), Eco (Atlantic) Oil and Gas (Canada / USA), ION GeoVentures (USA), PGS UK Exploration (UK), TGS-Nopec (UK), Maurel & Prom (France), GeoPartners (UK), PetroSA Equatorial Guinea (South Africa / Equatorial Guinea), Preview Energy Resources (Namibia / UK), Sintezneftegaz Namibia LTD (Russia), INA Namibia (INA INDUSTRIJA NAFTE d.d) (Croatia), Namibia Underwater Technologies (NUTAM) (Namibia), InnoSun Holding (Pty) Ltd (Namibia / France) and OLC Northern Sun Energy (Pty) Ltd (USA /Namibia). Dr. Sindila Mwiya is highly qualified with extensive experience in petroleum, mining, renewable energy (Solar, Wind, Biomass, Geothermal and Hydropower), Non Renewable energy (Coal, Petroleum, and Natural Gas), applied environmental assessment, management and monitoring (Scoping, EIA, EMP, EMP, EMS) and overall industry specific HSE, cleaner production programmes, geoenvironmental, geological and geotechnical engineering specialist fields. Dr. Sindila Mwiya has undertaken and continue to undertake and manage high value projects on behalf of global and local clients with the single biggest project executed recently valued at N$ 4.9 Billion. Currently, (2019-2021) Dr. Sindila Mwiya is responsible for permitting planning through to operations and projects completion compliance monitoring for six (6) major upstream petroleum, minerals and mining operations with a combined investment value of N$ 9 Billion for our global clients operating in Namibia and other parts of the World. He continue to worked as an Environmental Assessment Practitioner (EAP), Technical Consultant (RBS / FGN), Project Manager, Programme Advisor for the Department of Natural and Applied Sciences in the Namibia University of Science and Technology-NUST and has worked as a Lecturer for the University of Namibia-UNAM, External Examiner/ Moderator for the NUST, National (Namibia) Technical Advisor (Directorate of Environmental Affairs, Ministry of Environment and Tourism / DANIDA–Cleaner Production Component) and Chief Geologist for Engineering and Environment Division, Geological Survey of Namibia, Ministry of Mines and Energy and a Field-Based Geotechnician (Specialised in Magnetics, Seismic, Gravity and Electromagnetics Exploration and Survey Methods) under the Federal Institute for Geoscience and Natural Resources (BGR) German Mineral Exploration Promotion Project to Namibia, Geophysics Division, Geological Survey of Namibia, Ministry of Mines and Energy. He has supervised and continue to support a number of MScs and PhDs research programmes and has been a reviewer on international, national and regional researches, plans, programmes and projects with the objective to ensure substantial local skills development pivotal to the national socioeconomic development through the promotion of sustainable natural resources coexistence developmental approaches, utilisation, management and for development policies, plans, programmes and projects financed by governments, private investors and donor organisations. Since 2006, he has provided extensive technical support to the Department of Environmental Affairs (DEA), Ministry of Environment and Tourism (MET) through GIZ and continue to play a significant role in the amendments of the Namibian Environmental Management Act, 2007, (Act No. 7 of 2007), preparation of new Strategic Environmental Assessment (SEA) Regulations, preparation of the updated Environmental Impact Assessment (EIA) Regulations as well as the preparation of the new SEA and EIA Guidelines and Procedures all aimed at promoting effective environmental management practices. Among his academic achievements, Dr Sindila Mwiya is a holder of a PhD (Geoenvironmental Engineering and Artificial Intelligence) – Research Thesis: Development of a Knowledge-Based System Methodology (KBSM) for the Design of Solid Waste Disposal Sites in Arid and Semiarid Environments (Namibia)), MPhil/PG Cert and BEng (Hons) (Engineering Geology and Geotechnics), qualifications from the University of Portsmouth, School of Earth and Environmental Sciences, United Kingdom. During the 2004 Namibia National Science Awards, organised by the Namibian Ministry of Education, and held in Windhoek, Dr. Sindila Mwiya was awarded the Geologist of the Year for 2004, in the professional category. Furthermore, as part of his professional career recognition, Dr. Sindila Mwiya is a life member of the Geological Society of Namibia, Consulting member of the Hydrogeological Society of Namibia and a Professional Engineer registered with the Engineering Council of Namibia. WINDHOEK, JUNE 2019

EIA and EMP Report vi DBMN Oranjemund Logistic Aviation Base-June 2019

CONTENT LIST

NON TECHNICAL SUMMARY ........................................................................................................................ XI

1. BACKGROUND ................................................................................................................................... - 1 -

1.1 OVERVIEW ..........................................................................................................................................- 1 - 1.2 PROJECT LOCATION .............................................................................................................................- 1 - 1.3 OPERATIONAL ARRANGEMENTS ............................................................................................................- 1 - 1.4 PROJECT MOTIVATION .........................................................................................................................- 1 - 1.5 PURPOSE OF THIS EIA AND EMP REPORT .............................................................................................- 7 - 1.6 STRUCTURE OF THE REPORT ................................................................................................................- 7 -

2. APPROACH AND METHODS .............................................................................................................. - 8 -

2.1 OVERVIEW ..........................................................................................................................................- 8 - 2.2 TERMS OF REFERENCE FOR THIS REPORT ..............................................................................................- 8 - 2.3 ENVIRONMENTAL ASSESSMENT PROCESS ADOPTED ...............................................................................- 9 - 2.4 PUBLIC AND STAKEHOLDERS CONSULTATION PROCESS .........................................................................- 10 -

2.4.1 Overview................................................................................................................................ - 10 - 2.4.2 Public and Stakeholder Communication Approach ................................................................. - 10 - 2.4.3 Summary of Stakeholders Inputs and Analysis ....................................................................... - 10 -

2.5 SPECIALIST STUDIES UNDERTAKEN .....................................................................................................- 15 - 2.6 ENVIRONMENTAL MANAGEMENT PLAN (EMP) FRAMEWORK ...................................................................- 15 - 2.7 DBMN ENVIRONMENTAL MANAGEMENT SYSTEM (EMS) .......................................................................- 15 -

3. PROPOSED PROJECT DESCRIPTION ............................................................................................. - 17 -

3.1 ORANJEMUND LOGISTICS AVIATION BASE OPERATIONS .........................................................................- 17 - 3.2 DESCRIPTION OF THE REQUIRED AIRPORT UPGRADES...........................................................................- 17 -

3.2.1 Runway and Related Infrastructure ........................................................................................ - 17 - 3.2.2 Main Terminal Building ........................................................................................................... - 19 - 3.2.3 Fuel Depot and Distribution .................................................................................................... - 19 - 3.2.4 Airport Rescue and Fire-Fighting (ARFF) Building .................................................................. - 19 - 3.2.5 Future Project Elements ......................................................................................................... - 21 -

3.3 PROJECT TIMELINES ..........................................................................................................................- 23 - 3.4 PROPOSED ACTIVITIES IMPLEMENTATION STAGES .................................................................................- 23 - 3.5 SAFETY, HEALTH, ENVIRONMENT AND SECURITY (SHES) ......................................................................- 25 -

3.5.1 Overview................................................................................................................................ - 25 - 3.6 FUTURE SUSTAINABILITY AND MINE CLOSURE PLAN ..............................................................................- 25 -

3.6.1 Future Mine Plan .................................................................................................................... - 25 - 3.6.2 Proposed Activities Support to Mine Closure Plan .................................................................. - 25 -

4. REGULATORY FRAMEWORK .......................................................................................................... - 26 -

4.1 CIVIL AVIATION LEGISLATION ..............................................................................................................- 26 - 4.2 COMPETENT AUTHORITY ....................................................................................................................- 26 - 4.3 ENVIRONMENTAL REGULATIONS ..........................................................................................................- 26 - 4.4 REGULATORY REGISTER ....................................................................................................................- 26 - 4.5 STANDARDS AND GUIDELINES .............................................................................................................- 28 -

5. RECEIVING ENVIRONMENT ............................................................................................................. - 30 -

5.1 ENVIRONMENTAL SENSITIVITY .............................................................................................................- 30 - 5.2 CLIMATIC AND RELATED COMPONENTS ................................................................................................- 30 -

5.2.1 Overview................................................................................................................................ - 30 - 5.2.2 Air Quality .............................................................................................................................. - 31 - 5.2.3 Noise ..................................................................................................................................... - 31 -

5.3 FAUNA DIVERSITY- IMPORTANT SPECIES ..............................................................................................- 31 - 5.3.1 Vertebrate Fauna ................................................................................................................... - 31 - 5.3.2 Reptiles ................................................................................................................................. - 31 - 5.3.3 Amphibians ............................................................................................................................ - 32 -

EIA and EMP Report vii DBMN Oranjemund Logistic Aviation Base-June 2019

5.3.4 Mammals ............................................................................................................................... - 32 - 5.3.5 Birds ...................................................................................................................................... - 32 -

5.4 FLORA DIVERSITY- IMPORTANT SPECIES ..............................................................................................- 33 - 5.4.1 Important Flora Species ......................................................................................................... - 33 -

5.5 IMPORTANT AREAS / HABITATS ............................................................................................................- 33 - 5.5.1 Pink Pan ................................................................................................................................ - 33 - 5.5.2 Orange River Estuary ............................................................................................................. - 36 - 5.5.3 Bird flyways............................................................................................................................ - 36 -

5.6 SOCIOECONOMIC SETTINGS................................................................................................................- 37 - 5.6.1 Overview................................................................................................................................ - 37 - 5.6.2 Socioeconomic Contributions of DBMN .................................................................................. - 37 - 5.6.3 Social Corporate Responsibility of DBMN ............................................................................... - 38 -

5.7 GROUND COMPONENTS .....................................................................................................................- 38 - 5.7.1 Geology ................................................................................................................................. - 38 - 5.7.2 Hydrology, Hydrogeology and Water Supply........................................................................... - 39 - 5.7.3 Archaeology ........................................................................................................................... - 39 -

6. IMPACT AND RISK ASSESSMENT ................................................................................................... - 40 -

6.1 APPROACH TO THE EVALUATION OF IMPACTS ........................................................................................- 40 - 6.2 ENVIRONMENTAL IMPACT ASSESSMENT RANKINGS................................................................................- 40 - 6.3 LIKELY POSITIVE IMPACTS ..................................................................................................................- 42 - 6.4 IDENTIFICATION OF LIKELY NEGATIVE IMPACTS .....................................................................................- 42 -

6.4.1 Summary of Sources and Likely Key Negative Impacts .......................................................... - 42 - 6.4.2 Summary of Receptors Likely to be Negatively Impacted ........................................................ - 43 -

6.5 RESULTS OF THE ENVIRONMENTAL IMPACT ASSESSMENT ......................................................................- 44 - 6.5.1 Positive Impacts Results ........................................................................................................ - 44 - 6.5.6 Negative Impacts Results ....................................................................................................... - 45 -

6.6 RISK ASSESSMENT OF POTENTIAL IMPACTS..........................................................................................- 51 - 6.6.1 Risk Assessment Criteria ....................................................................................................... - 51 - 6.6.2 Negative Impacts Risk Assessment ........................................................................................ - 51 - 6.6.3 Socioeconomic Risk Assessment ........................................................................................... - 51 - 6.6.4 Cumulative Risks Assessment ............................................................................................... - 51 -

7. EMP AND MONITORING FRAMEWORK ........................................................................................... - 52 -

7.1 OVERVIEW ........................................................................................................................................- 52 - 7.2 EMP FOR ORANJEMUND LOGISTIC AVIATION BASE UPGRADING .............................................................- 52 - 7.3 ENVIRONMENTAL PERFORMANCE MONITORING .....................................................................................- 66 -

7.3.1 Overview................................................................................................................................ - 66 - 7.3.2 Environmental Monitoring Plan ............................................................................................... - 66 -

7.3.2.1 Objectives of the Monitoring Plan ................................................................................................. - 66 - 7.3.3 MONITORING QUALITY CONTROL MEASURES ....................................................................................- 67 -

7.3.3.1 DBMN Marine Scientific Advisory Committee ................................................................................ - 67 - 7.3.3.2 EMS Auditing ............................................................................................................................... - 67 - 7.3.3.3 Environmental Performance Monitoring Report ............................................................................. - 67 -

8. CONCLUSIONS AND RECOMMENDATIONS ................................................................................... - 68 -

8.1 CONCLUSIONS...................................................................................................................................- 68 - 8.2 RECOMMENDATIONS ..........................................................................................................................- 69 -

9. BIBLIOGRAPHY AND FURTHER READING ..................................................................................... - 70 -

10. ANNEXES ............................................................................................................................................ - 71 -

ANNEX 1-FINAL SCOPING REPORT / BID – MAY 2019 ....................................................................................- 71 - ANNEX 2-PUBLIC AND STAKEHOLDERS CONSULTATION MATERIALS .................................................................- 71 - ANNEX 3-FLORA & FAUNA SPECIALIST ASSESSMENT REPORT-MAY 2019 ........................................................- 71 - ANNEX 4-SOCIOECONOMIC SPECIALIST ASSESSMENT-MAY 2019 ...................................................................- 71 - ANNEX 5-RISK MATRIX (ANGLO) .............................................................................................................- 71 -

EIA and EMP Report viii DBMN Oranjemund Logistic Aviation Base-June 2019

List of Figures

Figure 1.1: Regional location of the Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport). ............................................................................... - 2 -

Figure 1.2: Detailed location of the Oranjemund Logistics Aviation Base ................... - 3 - Figure 1.3: Shareholding structure, operational companies and license areas

with respect to Namdeb Holdings (Pty) Ltd, DBMN (Pty) Ltd and Namdeb Diamond Corporation (Pty) Ltd. .................................................. - 4 -

Figure 1.4: Detailed location of the Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport) with respect to the ML 43 and ML 47, Namdeb and DBMN operated respectively. ............................................................ - 5 -

Figure 1.5: Illustration of DBMN logistical arrangements linking Windhoek (HQ), Oranjemund Airport (Aviation Base), Offshore Operations (ML 47 diamond exploration and recovery), Cape Town and Lüderitz (Shore Bases). ...................................................................................................... - 6 -

Figure 2.1: Summary of the environmental assessment process in Namibia. ............. - 8 - Figure 2.2: Copy of the Public Notice No. 1 published in the Confidente

Newspaper dated 16th -22nd May 2019. .................................................. - 12 - Figure 2.3: Copy of the Public Notice No. 2 published in the Namibian

Newspaper dated Tuesday 21st May 2019.............................................. - 13 - Figure 2.4: Copy of the Public Notice No. 3 published in Windhoek Observer

Newspaper dated Friday 7th June 2019. ................................................. - 14 - Figure 2.5: Illustration of environmental assessment, management and

monitoring as part of the overall ISO 14001 Environmental Management System adopted by DBMN. ............................................... - 16 -

Figure 3.1: Existing and proposed new boundaries of the Oranjemund Airport with the yellow outline showing the extent of the current infrastructure and the red outline indicating the extent of the proposed future layout ... - 18 -

Figure 3.2: Layout of the existing infrastructure at the Oranjemund Airport .............. - 20 - Figure 3.3: Outline of the proposed future infrastructure developments at the

Oranjemund airport ................................................................................. - 22 - Figure 5.1: The most important areas are viewed as the Pink Pan (red circle) and

Orange River estuary (orange circle). The black star indicates the Oranjemund Airport area. Potential flight paths for avifauna are indicated by the various white dashed lines while the red dashed lines indicate the most important ones. ................................................... - 35 -

Figure 5.2: The area most to be altered/affected would be towards the northeast with the extension of the runway (orange oblong) while the most important area for birds is viewed as the area immediately adjacent the Pink Pan (red oblong). The white dotted arrow line indicates the 1st preferred direction of runway expansion while the 2 shorter black dotted arrow lines indicate the 2nd preferred direction of runway expansion to avoid the important Pink Pan area. The blue dotted line indicates the proposed alternative access route from the golf course area should either of the above mentioned 2 alternative runway expansions be followed........................................................................... - 36 -

Figure 7.1: Proposed (top) and recommend (bottom) runway extension direction. The white dotted arrow line indicates the 1st preferred direction of runway expansion while the 2 shorter black dotted arrow lines indicate the 2nd preferred direction of runway expansion to avoid the important Pink Pan area. The blue dotted line indicates the proposed alternative access route from the golf course area should either of the above mentioned 2 alternative runway expansions be followed. ............ - 68 -

EIA and EMP Report ix DBMN Oranjemund Logistic Aviation Base-June 2019

List of Tables Table 2.1: Summary of the proposed activities, alternatives and key issues to be

considered during the Environmental Assessment (EA) process covering EIA and EIA provided as part of the ToR.................................... - 9 -

Table 4.1: R553 Regional Standards for Industrial Effluent, in Government Gazette No 217 dated 5 April 1962. ........................................................ - 28 -

Table 4.2: Comparison of selected guideline values for drinking water quality. ....... - 29 - Table 6.1: Definition of impact categories. ............................................................... - 41 - Table 6.2: The criteria used to determine the significance rating of the impact(s). .. - 41 - Table 6.3: Payment of Taxes / royalties through DBMN expanded operations. ....... - 44 - Table 6.4: Employment creation through DBMN expanded operations. .................. - 44 - Table 6.5: Improved local, regional and national social services through

expanded DBMN operations. .................................................................. - 44 - Table 6.6: Training and skills transfer through expanded DBMN operations. .......... - 45 - Table 6.7: Boost to local economies through expanded DBMN operations. ............ - 45 - Table 6.8: Support the long-term closure of DBMN operations through the

provision of sustainable infrastructures that could support the growth of other sectors such as tourism. ............................................................ - 45 -

Table 6.9: Faunal loss expected to occur with the proposed Oranjemund Airport upgrades. ................................................................................................ - 46 -

Table 6.10: Floral loss expected to occur with the proposed Oranjemund Airport upgrades. ................................................................................................ - 47 -

Table 6.11: Disruption / disturbance of the area and potential habitats within the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and surrounding areas. ................................................... - 47 -

Table 6.12: Disruption / disturbance of the area and potential habitats around the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and general Oranjemund surrounding areas. ................. - 48 -

Table 6.13: Disturbance of fauna including estuarine birds at the Orange River Mouth RAMSAR site by noise caused by the increased use of helicopters and fixed wing aircrafts by DBMN and other operators. ....... - 48 -

Table 6.14: Effects on the ecosystem functions, services, use values and non-use or passive use. ................................................................................. - 48 -

Table 6.15: Visual and land degradation. .................................................................. - 48 - Table 6.16: Land and water pollution. ........................................................................ - 49 - Table 6.17: Resource use. ......................................................................................... - 49 - Table 6.18: Air quality, noise and dust. ...................................................................... - 49 - Table 6.19: Refuelling spillages. ................................................................................ - 49 - Table 6.20: Solid waste management. ....................................................................... - 50 - Table 6.21: Sewage disposal. .................................................................................... - 50 - Table 6.22: Accident. ................................................................................................. - 50 - Table 6.23: Archaeological, paleontological and historical aspects. .......................... - 50 - Table 7.1: General company procedures for EMP implementation in line with

DBMN operations and EMS. ................................................................... - 53 - Table 7.2: Environmental and safety management systems. .................................. - 56 - Table 7.3: Protection of the biological diversity covering flora, fauna, habitat and

rehabilitation of all disturbed areas within the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and surrounding areas. .................................................................................. - 57 -

Table 7.4: Disturbance of fauna including estuarine birds at the Orange River Mouth RAMSAR site by noise caused by the increased use of helicopters and fixed wing aircrafts by DBMN and other operators. ....... - 60 -

EIA and EMP Report x DBMN Oranjemund Logistic Aviation Base-June 2019

Table 7.5: Socioeconomic issues. ........................................................................... - 61 - Table 7.6: Mine closure and sustainability of the Oranjemund Logistic Aviation

Base aligned. .......................................................................................... - 64 -

List of Plates Plate 5.1: The important Pink Pan wetland area located between the

Oranjemund Airport and Oranjemund. .................................................... - 34 - Plate 5.2: The sedge Cladoraphis cyperoides growing on the edge of the Pink

Pan. ........................................................................................................ - 34 - Plate 5.3: The Odyssea paucenervis lawns between the airport and the Pink

Pan are extensively utilised by a variety of wildlife for foraging (See tracks and foraging scrapes by Gerbil species above)............................ - 35 -

EIA and EMP Report xi DBMN Oranjemund Logistic Aviation Base-June 2019

NON TECHNICAL SUMMARY 1. Background Debmarine Namibia (DBMN) (Pty) Ltd, (the Proponent) is proposing to upgrade the Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport). In order to carter for the envisaged increased DBMN offshore diamond exploration and recovery operations as well as the likely increase in other operators, passengers and cargo using this airport, the Proponent is proposing to upgrade the current Oranjemund Airport infrastructure covering the runway and related infrastructure, main terminal building, fuel depot and airport rescue and firefighting building. The airport is serving the town of Oranjemund in the //Karas Region in southern Namibia. DBMN uses the Oranjemund Airport as a key logistic aviation base for both the fixed wing aircrafts and helicopters used in the transfer of personnel and equipment to and from the offshore diamond exploration and recovery vessels. 2. Environmental Regulatory Requirements The proposed Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport) upgrading activities are listed in the Environmental Management Act, 2007, (Act No. 7 of 2007) and the EIA Regulations 30 of 2012 and cannot be undertaken without an Environmental Clearance Certificate (ECC). In fulfilment of the environmental requirements, the Proponent has appointed Risk-Based Solutions (RBS) CC as the Environmental Consultant and led by Dr Sindila Mwiya as the Environmental Assessment Practitioner (EAP) to prepare this Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP) Report in order to support the application for ECC. 3. Description of the Listed Activities Undertaken by DBMN

The proposed airport upgrading activities will cover: the runway and related infrastructure, main terminal building, fuel depot and airport rescue, firefighting building and future project element additions to facilities and infrastructure related to logistical (offshore operations) and potential land-based production operations. The proposed project will be executed in different phases summarised as follows:

Phase 1 refers to immediate firefighting category upgrade, and safety-specific work, the main terminal building, which include the DBMN logistics operations to ensure a seamless process flow and to comply with the increased capacity required for growth in production operations;

The phase 2 refers to the longer-term solution to the runway extension and

ensuring the runway surface integrity for the Code 4B operations. It also addresses the security solutions required for the operations, the full extent of the terminal and airport perimeter;

Phase 3 refers to work required to ensure capacity expansion to the hangars

and secure operations concerning product handling, and;

Phase 4 refers to essential product sorting and operational infrastructure upgrades required to ensure longevity of the DBMN logistical and airport operations.

The above proposed upgrades to the Oranjemund Logistic Aviation Base and in particular the supporting infrastructures with the exception of the runway extension all falls within the current fenced area. The northern or southern runway extension will require an expanded

EIA and EMP Report xii DBMN Oranjemund Logistic Aviation Base-June 2019

airport perimeter / fenced area. The upgraded airport infrastructure will greatly support the envisaged increased DBMN operational activities in terms of flight operators, passenger numbers and cargo volumes. Overall, the development will greatly support the much needed infrastructural needs and socioeconomic growth of the Town of Oranjemund. The following is the summary of the implementation stages for each phase:

1. Preconstruction,

2. Construction, and;

3. Operational. 4. Summary of the Receiving Environment

The following is the summary of the key components of the receiving environmental that have been considered in this report with respect to the preconstruction, construction and operational stages of each of the proposed developmental phases for the upgrading of the Oranjemund Logistics Aviation Base (OLAB):

Physical environment (Water quality, physical infrastructure and resources, air quality, noise and dust, landscape and topography, soil quality, and Climate change influences);

Biological environment (Habitat, protected areas and resources, flora, fauna and

ecosystem functions, services, use values and non-use or passive use), and;

Socioeconomic, cultural and archaeological environment (Local, regional and

national socioeconomic settings, subsistence agriculture, community forestry, tourism and recreation and cultural, biological and archaeological resources).

5. Assessment Impact and Management

In line with DBMN risk assessment matrix, a rating criteria for the impact assessment have been standardised to include set definitions with the allocation of the assessment ranking categories been based on quantifiable criteria which can be measured. The allocated ranks refer to the resultant impact (e.g. habitat area affected, or time that the result of the impact will last), and not of the cause thereof (e.g. the airport area being upgraded, or time of active impact). Detailed assessment table with management intervention measures are provided in this report. Each activity has been assessed with respect to the type of effect that the aspect will have on the relevant component of the environment and includes “what will be affected and how?” The faunal and flora loss / disturbances are closely linked to habitat loss directly linked to the proposed project activities and are the key negative impacts which have been assessed to have high to medium localised impacts without mitigation and medium to low negative impacts with mitigations. In accordance with the results of the impact and risk assessment undertaken for the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) as detailed in Chapter 6, Tables 6.3 - 6.22, detailed Environmental Management Plan (EMP) have been prepared covering the following components as presented in Table 7.1 – 7.6:

(i) General company procedures for EMP implementation in line with DBMN operations and EMS (Table 7.1);

(ii) Environmental and safety management systems (Table 7.2);

EIA and EMP Report xiii DBMN Oranjemund Logistic Aviation Base-June 2019

(iii) Protection of the biological diversity covering flora, fauna, habitat and rehabilitation of all disturbed areas within the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and surrounding areas (Table 7.3);

(iv) Disturbance of fauna including estuarine birds at the Orange River Mouth RAMSAR

site by noise caused by the increased use of helicopters and fixed wing aircrafts by DBMN and other operators (Table 7.4);

(v) Socioeconomic issues (Table 7.5), and;

(vi) Mine closure and sustainability of the Oranjemund Logistic Aviation Base aligned

(Table 7.6). 6. Environmental Performance Monitoring The Environmental Performance Monitoring activities shall be undertaken during the preconstruction, construction and operational stages of the proposed upgrading of the Oranjemund Logistics Aviation Base (OLAB). The monitoring activities shall be undertaken in accordance with the provisions of the Environmental Clearance Certificate (ECC) to be issued by the Environmental Commissioner in the Ministry of Environment and Tourism, the Environmental Management Plan (EMP) and DBMN Environmental Policy and International Organization for Standardization (ISO) 14001 Environmental Management System (EMS) standard. The following is summary of the environmental performance monitoring to be implemented at the Oranjemund Logistics Aviation Base during the preconstruction, construction and operational stages:

Implementation of the EMP: The implementation of the EMP monitoring plan by

DBMN is focusing on collecting and analysing the required datasets and proposes recommendations on what needs to be done for both the long-term and short (day to day) monitoring operations. The EMP implementation will be undertaken as an in-house activity;

Monitoring Plan: Environmental monitoring is partly in-house and outsource (employ

a consultant) to undertake the assessment and recommend measures to be implemented. Key aspects that shall be monitored are centred around Heath, Safety and Environment (HSE);

EMP Auditing: Compliance auditing of the EMP implementation and monitoring thereof is a key component of the environmental performance monitoring. The EMP auditing is an internal activity that is often supported by an external consultants and linked to the EMS monitoring and auditing requirements, and;

EMS Auditing: Personnel within DBMN are responsible for the management of these

impacts through regular environmental audits to evaluate compliance and effectiveness of the company's EMS to the ISO 14001 standard, as well as compliance with statutory requirements. This includes both internal audits and external surveillance audits.

7. Conclusions and Recommendations

Based on the results of this Environmental Impact Assessment (EIA) and Environmental Management Plan (EIA) report, it’s hereby recommended that the proponent (DBMN) be issued with an Environmental Clearance Certificate (ECC) for the proposed upgrading of the Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport), Oranjemund, //Karas

EIA and EMP Report xiv DBMN Oranjemund Logistic Aviation Base-June 2019

Region, South Namibia. Appropriate management intervention measures to be implemented by DBMN with respect to the impacts ranked as having either a “high” or “medium” significance are provided in the EMP Section of this Report. With the exception of the possible northern or southern runway extension, the rest of the proposed upgrades to the supporting infrastructures of the Oranjemund Logistic Aviation Base falls within the current fenced area (Fig. 1). The northern or southern runway extension will require an expanded airport perimeter / fenced area. The 1st preferred direction of runway expansion would be towards the south – i.e. direction of the golf course – while the 2nd preferred direction of runway expansion would be partially towards the south and north, respectively. This would avoid the important Pink Pan area and have the least impact on the environment (Fig. 1). Figure 1: The area most to be altered/affected would be towards the northeast with the

extension of the runway (orange oblong) while the most important area for birds is viewed as the area immediately adjacent the Pink Pan (red oblong). The white dotted arrow line indicates the 1st preferred direction of runway expansion while the 2 shorter black dotted arrow lines indicate the 2nd preferred direction of runway expansion to avoid the important Pink Pan area. The blue dotted line indicates the proposed alternative access route from the golf course area should either of the above mentioned 2 alternative runway expansions be followed.

EIA and EMP Report - 1 - DBMN Oranjemund Logistic Aviation Base-June 2019

1. BACKGROUND

1.1 Overview De Beers Marine Namibia (“DBMN”) (Pty) Ltd, “the Proponent”, is proposing to upgrade the

Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport) in order to support its growing contractual marine diamond exploration and recovery operations in the Atlantic 1 Mining Licence Area (ML) 47.

1.2 Project Location Oranjemund Logistics Aviation Base (Oranjemund Airport) with an International Air Transport Association (IATA) Code: OMD and International Civil Aviation Organization (ICAO) Code: FYOG is an airport serving Oranjemund a town in the //Karas Region in southern Namibia (Figs. 1.1 and 1.2). The Oranjemund Logistics Aviation Base is falling inside the Mining License (ML) No. 43 belonging to Namdeb Holding (Pty) Ltd and is subject to certain security regulations associated with protected resources (diamonds) under the Diamond Act 13 of 1999 and the Regulations as amended (Figs. 1.3 and 1.4). The town and airport are located near the northern bank of the Orange River, which is the border between Namibia and South Africa (Latitude: 28° 35' 05.00" S and Longitude: 016° 26' 48.00" E) (Figs. 1.2 and 1.4).

1.3 Operational Arrangements Namdeb Holdings (Pty) Ltd holds all land-based and marine exclusive prospecting and diamond recovery licences, and Namdeb Diamond Corporation (Pty) Ltd (Namdeb) and DBMN perform contractual land-based and marine diamond exploration and recovery respectively for Namdeb Holdings (Figs. 1.3 and 1.4). Since its establishment in 1936, the Town of Oranjemund and its airport has been run by the Namdeb Diamond Corporation. Access to, and settlement in Oranjemund was restricted to employees and their relatives. Due to the envisaged increase in DBMN operations and the opening of the town of Oranjemund to the public, which may results in an increased number of travellers and flights to the town, it has become necessary to upgrade the current Oranjemund Airport infrastructure to be operated by DBMN. DBMN uses the Oranjemund Airport as a key logistic aviation base for both the fixed wing aircrafts and helicopters used in the transfer of personnel and equipment to and from the offshore diamond exploration and recovery vessels (Fig. 1.5).

1.4 Project Motivation The proposed upgrading of the Oranjemund Airport infrastructures are highly necessary in order to support the envisaged increase in DBMN diamond exploration and recovery as well as the likely increase in other operators, passengers and cargo using the airport. Currently a number of flight operators such as Namdeb, Westair Aviation (DBMN), Trinity Aviation (DBMN), Court Helicopters Namibia (DBMN) and ad hoc operators such as Desert Air, Trusco etc use the airport. Air Namibia also operates flights through Oranjemund Airport going to Cape Town, Lüderitz, Walvis Bay and Windhoek. The proposed upgrades to the Oranjemund Logistic Aviation Base and in particular the airport supporting infrastructure, with the exception of either the northern or southern runway extensions, all falls within the current fenced area. The northern or southern runway extension will require an expanded airport perimeter / fenced area. Overall, the development will greatly support the much needed infrastructural developmental needs and socioeconomic growth of the Town of Oranjemund.


Figure 1.1: Regional location of the Oranjemund Logistics Aviation Base (OLAB)

(Oranjemund Airport).


Figure 1.2: Detailed location of the Oranjemund Logistics Aviation Base (Oranjemund Airport) (Source: www.openstreetmap.org).

http://www.openstreetmap.org/


Figure 1.3: Shareholding structure, operational companies and license areas

with respect to Namdeb Holdings (Pty) Ltd, DBMN (Pty) Ltd and Namdeb Diamond Corporation (Pty) Ltd (Source: DBMN, 2018).


Figure 1.4: Detailed location of the Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport) with respect to the ML 43

and ML 47, Namdeb and DBMN operated respectively (Source: http://portals.flexicadastre.com/Namibia-MME Portal).

http://portals.flexicadastre.com/Namibia


Figure 1.5: Illustration of DBMN logistical arrangements linking Windhoek (HQ), Oranjemund Airport (Aviation Base), Offshore

Operations (ML 47), Cape Town and Lüderitz (Shore Bases).


1.5 Purpose of this EIA and EMP Report This report has been prepared in order to support the application for the Environmental Clearance Certificate (ECC) for DBMN (Proponent) with respect to the proposed upgrading of the Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport). The preparation of the report took into consideration the provisions of the following key documents:

Environmental Management Act, (Act No. 7 of 2007); Environmental Impact Assessment (EIA) Regulations, 2012, and; DBMN Environmental and Sustainability Policies as well as all other related

operational and contractual obligations.

1.6 Structure of the Report

The following is the summary structure outline of this environmental scoping report: Section 1: Background covering the proposed project location;

Section 2: Approach and Methods summarises the approach and methodology

adopted in the preparation of the report;

Section 3: Description of the proposed activities covering the summary of the

preconstruction, construction and operational stages of the proposed multi-phased Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport) upgrading;

Section 4: Regulatory Framework with respect to the proposed Oranjemund

Logistics Aviation Base (OLAB) (Oranjemund Airport) upgrading; Section 5: Receiving Environment covering summaries of the physical, biological

and socioeconomic environments; Section 6: Impact and Risk Assessment covering criteria and results of the

impact and risk assessment processes;

Section 7: Environmental Management Plan (EMP) and Monitoring Frameworks detailing key mitigation measures as well as performance monitoring and

reporting requirements;

Section 8: Conclusions and Recommendations - Summary of the findings and way forward.

ANNEXES:


ENVIRONMENTAL ASSESSMENT

Submission of

Project

Proposal

Register Project

with DEA/MET

Classification of

Proposal

Terms of Reference

Development of ProposalNotify Interested and Affected Parties (I&APs);

Establish policy, legal and administrative

requirements; Consult relevant Ministries/I&APs;

Identify alternatives and issues

Scoping

Public Participation

Draft Scoping Report (SR)

Submit Draft SR to

Authorities & I&APs

DEA/MET to issue

Record of

Decision (RoD)

InvestigationSpecialist Studies

Report

Draft Environmental Impact

Assessment (EIA) & Environmental

Management Plan (EMP)

Submit Draft EIA &

EMP to

Authorities & I&APs

Finalize EIA &

EMP and submit to

DEA/MET

DEA/MET

to issue RoD

Finalize SR and

submit to DEA/MET

Implement, Monitor

and Audit

ApprovedNot Approved

APPEAL

Significant Impact

2. APPROACH AND METHODS

2.1 Overview The preparation of this EIA and EMP report has taken into considerations the Environmental Impact Assessment (EIA) Regulations No. 30 of 2012 gazetted under the Environmental Management Act, (EMA), 2007, (Act No. 7 of 2007) and DBMN Corporate requirements. The EIA and EMP has been prepared in line with the January 2015 Ministry of Environment and Tourism (MET) Environmental Assessment Reporting Guideline. Fig. 2.1 summarises the Environmental Assessment process in Namibia as adopted for this project.

Figure 2.1: Summary of the environmental assessment process in Namibia.

2.2 Terms of Reference for this Report Summary of the proposed activities, alternatives and key issues considered during the Environmental Assessment (EA) process covering EIA and EMP stages are provided in Table 2.1 (Annex 1).


Table 2.1: Summary of the proposed activities, alternatives and key issues to be considered during the Environmental Assessment (EA) process covering EIA and EIA provided as part of the ToR.

PROPOSED PROJECT ACTIVITIES

ALTERNATIVES CONSIDERED

KEY ISSUES TO BE EVALUATED AND ASSESSED WITH ENVIRONMENTAL

MANAGEMENT PLAN (EMP) / MITIGATION MEASURES PREPARED

1. Preconstruction: Planning, designing and

permitting; Mobilisation and

implementation;

Site access plan and surveying; Determination of locally

available construction materials

(sand / gravel) excavations, and;

Demolition / excavations and

erection of security and safety zones.

2. Construction: Soil / ground preparation and

supporting Infrastructure

construction; Foundation excavations and

building;

Structural development / Actual construction;

Supporting infrastructure

(internal access, energy requirements, water supply, waste water management and

solid waste management). 3. Operational:

Day to day running of the airport as the DBMN Logistic Aviation Base and a public

airport supporting the Town of Oranjemund and surrounding areas and generating liquid and

solid waste, noise, dusty, interact with local people, visitors, wild life and the

broader natural receiving

environment.

(i) Runway extension direction (south or north, footprint of the buildings, designs of the buildings and layout

(ii) Other Alternative Land Uses: Conservation and Tourism

(iii) Ecosystem Function (What the Ecosystem Does

(iv) Ecosystem Services

(v) Use Values

(vi) Non-Use, or Passive Use

(vii) The No-Action Alternative

(viii) Others to be identified during the public consultation process

Potential land use conflicts / opportunities for coexistence between proposed activities and other existing land uses such as conservation, tourism and urban development

Physical Environment

1. Water quality 2. Physical infrastructure and

resources 3. Air quality, noise and dust 4. Landscape and topography 5. Soil quality 6. Climate change influences.

Biological Environment

1. Habitat 2. Protected areas and resources 3. Flora 4. Fauna 5. Ecosystem functions, services,

use values and non-use or passive use.

Socioeconomic, cultural and archaeological environment

1. Local, regional and national socioeconomic settings

2. Tourism and recreation 3. Cultural, biological and

archaeological resources

Environmental Management Plan (EMP) Providing Mitigation Measures and Monitoring Plan

Mitigation shall focus on the following in order of preference: 1. Enhancement, e.g. provision of

new habitats; 2. Avoidance, e.g. alternative /

sensitive design to avoid effects on ecological receptors;

3. Reduction, e.g. limitation of effects on receptors through design changes; and

4. Compensation, e.g. community benefits such as a water well being provided.

2.3 Environmental Assessment Process Adopted The following assessment steps as recommended in the Scoping Report/ BID were implemented (Annex 1):

(i) Project screening process was undertaken in April 2019;

(ii) A Draft Environmental Scoping / Background Information Document (BID) Report prepared in May 2019;

(iii) Specialist studies (Flora, fauna, and Socioeconomic) implemented in May

2019;

(iv) During the months May and June 2019 public / stakeholders notices published in the local newspapers;


(v) May and June 2019 prepare the Draft EIA and EMP Report and finalise the Scoping / BID Report, and;

(vi) June 2019 finalise the EIA and EMP Report and submit to the Environmental

Commissioner in the Ministry of Environment and Tourism (MET) through the Competent Authority by the week starting 17th June 2019.

2.4 Public and Stakeholders Consultation Process

2.4.1 Overview Public and stakeholder consultation process for this project has been implemented in accordance with the provisions of the Environmental Impact Assessment (EIA) Regulations No. 30 of 2012 and the Environmental Management Act, (EMA), 2007, (Act No. 7 of 2007). The identification and assessment of stakeholders and issues of importance to them was one of the key steps of the EIA process (Annex 1). The assessment of the key stakeholders in terms of their likely interest and role to the EIA process for the proposed project has been undertaken during the Scoping Phase (Annex 1).

2.4.2 Public and Stakeholder Communication Approach During the preparation of the Scoping Report / BID, central government (Line Ministries), regional governments (//Karas Region), local authorities (Oranjemund Municipality) as well as local environmental groups have been evaluated as potential consultees. However, due to the localised nature and limited scale of the proposed project activities, it was decided that the only form of stakeholder communication tools that will be utilised will be the publishing of the public notices in the local newspapers. The following is the summary of the public notices that were published in the local newspapers (Figs. 2.2 – 2.4 and Annex 3):

1st Public Notice: Confidente Weekly Newspaper dated 16-22nd May 2019 (Fig. 2.2);

2nd Public Notice: The Namibian Daily Newspaper dated Tuesday 21st May 2019

(Fig. 2.3), and;

3rd Public Notice: Windhoek Observer Weekly Newspaper dated Friday 7th June 2019 (Fig. 2.4).

The closing date for submission of written inputs/objections was Friday 14th June 2019.

2.4.3 Summary of Stakeholders Inputs and Analysis During the public / stakeholder consultation process, two (2) requests for registration received with no objection to the application foe ECC with respect to the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) (Annex 3). The first request for registration and inputs was from Sue Cooper, Operations Manager, OMD 2030 a community organisation based in Oranjemund. One of the main interests of this community organisation is the sustainable growth of the town of Oranjemund, with a particular focus on tourism.


The proposed upgrading of the Oranjemund Logistic Aviation Base by DBMN will provide the much need supporting infrastructure for the growth of tourism in Oranjemund. Furthermore, Sue also indicated her interest in the carnivore presence and occupancy in the Lower Orange River Valley (including the area around the airport) which has been addressed by the fauna and flora specialist study conducted by Peter Cunningham (Annex 4). The copy of the fauna and flora specialist study was provided to Sue Cooper for her records. The 2nd request for registration was from Wayne Handley from MET/ Oranjemund with interest in the directly adjacent to the Tsau Khaeb National Park also addressed in fauna and flora specialist study (Annex 4).


Figure 2.2: Copy of the Public Notice No. 1 published in the Confidente

Newspaper dated 16th -22nd May 2019.


Figure 2.3: Copy of the Public Notice No. 2 published in the Namibian Newspaper dated Tuesday 21st May 2019.


Figure 2.4: Copy of the Public Notice No. 3 published in Windhoek Observer Newspaper dated Friday 7th June 2019.


2.5 Specialist Studies Undertaken Flora and fauna, and socioeconomic desktop specialist studies were undertaken as part of the Environmental Assessment Process leading to the preparation of the EIA and EMP Report for the proposed upgrading of the Oranjemund Logistic Aviation Base as recommended in the Scoping Report / BID Annex 1.

2.6 Environmental Management Plan (EMP) Framework

Environmental management plans have only been developed to ameliorate aspects / risks of medium to high significance identified through the impact assessment. In line with DBMN environmental management system, management plans included in this report are divided into two (2) categories and these are:

(i) Strategic management plans which form part of the EIA and EMP report and range from 2 years up to the end of the life of the mine, and;

(ii) Short term plans concerned with day-to-day operations, which include areas such as codes of practice, specific responsibilities and monitoring which are integrated separately into the Environmental Management System.

The overall focus of the EMP framework has been to development mitigation measures appropriate for each activity with medium to high significant impact on the receiving environment. Mitigation is the purposeful implementation of decisions or activities designed to reduce the undesirable impacts of a proposed action on the affected environment. A hierarchy of methods for mitigating significant adverse effects that adopted in order of preference are:

(i) Enhancement, e.g. provision of new habitats;

(ii) Avoidance, e.g. sensitive design to avoid effects on ecological receptors;

(iii) Reduction, e.g. limitation of effects on receptors through design changes, and;

(iv) Compensation, e.g. community benefits.

2.7 DBMN Environmental Management System (EMS) This EIA and EMP report will be integrated in the DBMN’s ISO 14001 Environmental Management Systems (EMSs). Fig. 2.5 shows the EMP as part of the overall ISO 14001 EMS. The implementation of Environmental Management System (EMS) of DBMN is guided by the following policies (Annex 1):

DBMN's Environmental Policy;

DBMN’s Sustainability Statement Policy;

De Beers Group Environmental Policy;

De Beers Group Occupational Health Policy, and;

De Beers Group Safety Policy.


Figure 2.5: Illustration of environmental assessment, management and monitoring as part of the overall ISO 14001 Environmental

Management System adopted by DBMN.


3. PROPOSED PROJECT DESCRIPTION

3.1 Oranjemund Logistics Aviation Base Operations DBMN utilises one third of the current Namdeb-owned airport at Oranjemund as the aviation logistics base. The Debmarine Namibia vessels remain at sea for extended periods, making it necessary to rotate and relieve the crew members. The normal crew cycle/voyage is 28 days service at sea, followed by 28 days’ shore leave. Crew members joining vessels are transported by fixed-wing charter aircrafts, one (1) 50-seater, Embraer ERJ145; flying between Windhoek and Oranjemund owned by Westair Aviation, and one (1) 10-seater King Air B200 flying between Cape Town and Oranjemund owned by Trinity Aviation. The Embraer ERJ145 also carry out two fights a month en route Cape Town and Oranjemund per month. There are on average 8 crew change flights per month. At the Logistics Base in Oranjemund, crew members are transported by helicopters to or from their vessels on crew change days and on-crew days. There are two helicopters on the contract, namely, one (1) Augusta Westland 139 (AW139) and one (1) Sirkorsky 76 C+ (S76C+). The two helicopters are operated by Court Helicopters Namibia, a subsidiary of Titan Offshore Helicopters Group (Pty) Ltd. Equipment and supplies of modest mass and dimensions also accompany these flights. On average some 125 helicopter flying hours are undertaken per month to the vessels, which include all crew change flights, consignment, production and medical emergency flights, compassionate, medivac and VIP flights. DBMN personnel have access to the facilities provided in Oranjemund for DBMN employees, including a pre-primary and primary school, sports facilities, shops, hospital with medical facilities including social services, dispensary, physiotherapy and dental care. For seagoing personnel, emergency medical and rescue facilities are provided through Namdeb. In the absence of air transport to and from the sea to the final destinations, DBMN employees are accommodated in the Namdeb or private Guest Houses in Oranjemund when required.

3.2 Description of the Required Airport Upgrades

3.2.1 Runway and Related Infrastructure In addition to integrity maintenance (repairs, sealing and resurfacing), the airport runway, stripway, runway end safety area (RESA) and associated infrastructure will be upgraded to meet the International Civil Aviation Organisation (ICAO) requirements for aircraft in use by DBMN. This requires extension, widening of safety zones and installation of visual aids (e.g. runway lights).This shall entail (Fig. 3.1):

(i) Extension of the runway to the regulation length for a Category 5 runway (2100m);

(ii) Runway approach lights are placed at 60m intervals and related infrastructure is upgraded;

(iii) Runway safe zones and strip ways are cleared from obstacles (fences, buildings,

structures, trees, earth mounds and others), and;

(iv) Runway surface rejuvenation. A schematic master plan illustrating the current infrastructure (yellow outline) and the proposed future layout (red outline) of the airport area is depicted in the Fig. 3.1.


Figure 3.1: Existing and proposed new boundaries of the Oranjemund Airport

with the yellow outline showing the extent of the current infrastructure and the red outline indicating the extent of the proposed future layout (Source: DBMN, 2019).


3.2.2 Main Terminal Building

The main terminal building consists of the terminal for private and commercial operations and the DBMN logistics area. In addition to major-maintenance requirements (roof structure, electrical services, heating, ventilation, and air conditioning (HVAC), etc.) the complete building will be enlarged and optimised to ensure efficient operations, process flow in personnel, baggage handling and security services. The proposed main terminal building upgrade shall entail the following:

The upgrading of existing services, water supply, electricity supply, data connectivity and sewer reticulation;

Expanding the building footprint to accommodate all airport service providers: Namibian Police, immigration, Air Namibia, vehicle rental companies, airport information counter, airport administration;

Expand the logistical base footprint, and; Upgrading security scanning machines for baggage and passengers, dog sniffing,

access control, Scannex control and red-area control. The current infrastructure at the Oranjemund Airport is depicted in Fig. 3.2.

3.2.3 Fuel Depot and Distribution

The current fuel depot has shortcomings in the piping- and hydrant system (moisture ingress, leaks, partially decommissioned), and will be audited for fire- and safety requirement compliance (Fig. 3.2). The shortfalls will be identified, designed and implemented in accordance with regulations and DBMN standards.

3.2.4 Airport Rescue and Fire-Fighting (ARFF) Building

The ARFF building has recently been upgraded to accommodate the additional rescue vehicles required for Category 5/6 (Fig. 3.2). Now, under Phase 1 of this project, the paramedical capability and other equipment requirements will be acquired and installed. Furthermore, the apron needs to connect the building with the existing airfield to remove the risk posed by foreign-object debris (FOD) on movement areas and for the safe movement of vehicles from the ARFF centre to any emergency.


Figure 3.2: Layout of the existing infrastructure at the Oranjemund Airport (Source: DBMN, 2019).


3.2.5 Future Project Elements

It is expected, that operational growth shall in the future require further development of- and additions to facilities and infrastructure related to Logistical (Offshore Operations) and potential land-based production operations. The future projects elements outlined have also been assessed in the current environmental assessment process. Future project elements are as follows (Fig. 3.3):

(i) Fixed-wing Hangar: Design and construct a new fixed-wing hanger to accommodate a combination of two fixed wing aircraft or 3x helicopters. The design shall be in accordance with the aerodrome master plan and be appropriately integrated to other facilities to allow a controlled and secure process of specified product transfer to take place. Placement envisaged to the north of existing (and thus the upgraded) main terminal building within current fenced area;

(ii) Product Handling (building upgrade & future building): Review current product

handling facilities and processes, propose upgrades to enhance security of product transfer and reduce risks (product, personnel, equipment), design and construct alterations; no footprint changes expected in the current buildings. Incorporate purpose-designed product-handling facilities to aerodrome masterplan, appropriately integrated to other relevant current/future facilities. Placement envisaged to the north of the existing (and thus the upgraded) main terminal building within current fenced area;

(iii) Sort house: Incorporate purpose-designed sorting facility to aerodrome

masterplan, appropriately sited to maintain current and anticipated airport design requirements (e.g. considering flight path obstructions etc). Design and construct a dedicated sorting facility to cater for anticipated production requirements. The sort house shall be appropriately designed and integrated to other relevant current/future facilities, maintain regulatory compliance of the aerodrome and not limit anticipated aircraft type and –operations. The sort house will be equipped with full security systems to required legal and DBMN standards, and building requirements and specifications will be determined by the required Anglo American/De Beers group standards. Placement envisaged to the north of existing (and thus the upgraded) main terminal building within current fenced area, linked to the product handling facility, and;

(iv) Enhanced Security Requirements: Security requirements for this project are

typically considered in three aspects:

Perimeter security and access control;

Product handling security, and; Aviation security.

It is premised for all elements of the overall Oranjemund Airport Upgrade Project, that minimum regulatory (i.e. legislated) requirements shall always be maintained (protected resources, aviation), as well as DBMN requirements. Facilities for security operations shall be integrated into facilities and buildings in/near the operational logistics base. This shall be allowed for in the aerodrome masterplan, designed accordingly and constructed. The master plan of the proposed future infrastructure developments as assessed in this environmental assessment process is depicted in Fig. 3.3.


Figure 3.3: Outline of the proposed future infrastructure developments at the Oranjemund airport (Source: DBMN, 2019).


3.3 Project Timelines The proposed project will be executed in different phases (Fig. 3.4). Phase 1 refers to immediate fire-fighting category upgrade, and safety-specific work that is needed to ensure that the airport. In addition, it refers to the immediate work required on the Main Terminal Building, which include the DBMN logistics operations to ensure a seamless process flow and to comply with the increased capacity required for growth in production operations. Phase 2 refers to the longer-term solution to the runway extension and ensuring the runway surface integrity for the Code 4B operations. It also addresses the security solutions required for the operations, the full extent of the terminal and airport perimeter. Phase 3 refers to work required to ensure capacity expansion to the hangars and secure operations concerning product handling. Phase 4 refers to essential product sorting and operational infrastructure upgrades required to ensure longevity of the DBMN logistical and airport operations. The diagrammatic schedule below illustrates the time lines of the various project phases (Fig. 3.4).

3.4 Proposed Activities Implementation Stages The following is the summary of the key proposed project activities implementation stages that may be applicable for each of the phases as outlined in Fig. 3.4:

(i) Preconstruction,

(ii) Construction, and;

(iii) Operational.


Figure 3.4: Proposed Oranjemund Airport upgrade Project timelines (Source: DBMN, 2019).


3.5 Safety, Health, Environment and Security (SHES)

3.5.1 Overview The Health and safety issues of the proposed development and operations of the upgraded Oranjemund Logistic Aviation Base shall comply with the De Beers Group policy on Occupational Health Safety and Environment as well as the national and international civil aviation requirements.

3.6 Future Sustainability and Mine Closure Plan

3.6.1 Future Mine Plan The proposed upgrading of the Oranjemund Logistic Aviation Base is in line with the long-term future mine plan and operational expansions. The current Minerals Licence expires in 2035 and the Life of Mine (LoM) for Atlantic 1 has a rolling 20 year planning window. The first few years of the LoM plan are based on the profitable part of the high confidence Local Block Estimate (LBE) resource, whilst the rest of the plan is based on a Global Resource Estimate (GRE) which has very low confidence. In order to mitigate the risk associated with transition from the LBE resource to the GRE, the regional Uniform Conditioning resource has been introduced and only the profitable component is scheduled before the GRE resource is considered. However, as part of strategic business planning process, DBMN reviews the LoM plan annually in order to update the plans with the latest assumptions reflecting current realities.

3.6.2 Proposed Activities Support to Mine Closure Plan DBMN has an overarching mine Closure Plan which ensures that both environmental and socioeconomic closure issues are addressed in the early stages of mine planning, thereby reducing the potential impacts that may arise due to either premature or planned closure of operations in the diamond exploration and recovery area. The proposed upgrading of the Oranjemund Logistic Aviation Base provides is a key overarching a sustainable objective that is aimed at providing high quality infrastructure to the town of Oranjemund. The upgraded Oranjemund Logistic Aviation Base (Oranjemund Airport) will provide the much needed infrastructure that can support the growth of other sectors such as travel, leisure and tourism which are all vital to the long-term sustainable socioeconomic growth of the town of Oranjemund beyond the diamond exploration and recovery operations. The upgrading of the Oranjemund Logistic Aviation Base shall be incorporated in the recommended mine closure objectives developed based on the environmental risk assessments undertaken to date. Furthermore, the overall closure requirements inclusive of any implication that maybe associated with the upgraded Oranjemund Logistic Aviation Base shall also be costed to ensure the financial viability of the overall DBMN operations by incorporating environmental costs in determining the quantum of financial guarantee required for mine closure.


4. REGULATORY FRAMEWORK

4.1 Civil Aviation Legislation Oranjemund Airport infrastructure proposed to be upgraded by DBMN falls within the Civil Aviation Act, 2016 (Act No. 6 of 2016) which also provide for the establishment of the Namibia Civil Aviation Authority (NCAA). In terms of section 10 of the Civil Aviation Act, 2016 (Act No. 6 of 2016, ‘the Act’), the Namibia Civil Aviation Authority (‘the NCAA’) must, among others, “conduct oversight of the safety and security of civil aviation in Namibia by… developing and promoting appropriate, clear and concise regulatory requirements and technical aviation safety and security standards”, and in this manner also “promoting communication with all interested parties on aviation safety and security”.

4.2 Competent Authority Due to the nature of the proposed activities (upgrading of the Oranjemund Airport infrastructure by DBMN), this environmental assessment has considered the Namibia Civil Aviation Authority (NCAA) / Ministry of Work and Transport as the Competent Authority through which the application for Environmental Clearance Certificate (ECC) shall be submitted to the Environmental Commissioner in the Ministry of Environment and Tourism (MET).

4.3 Environmental Regulations Environmental assessment and management in Namibia is governed by the Environmental Impact Assessment (EIA) Regulations No. 30 of 2012 gazetted under the Environmental Management Act, (EMA), 2007, (Act No. 7 of 2007). The proposed upgrading of the Oranjemund Airport infrastructure by DBMN falls within the category of listed activities that cannot be undertaken without an Environmental Clearance Certificate (ECC).

4.4 Regulatory Register The following is the summary of the key legislation (Regulatory Register) relevant to the proposed upgrading of the Oranjemund Airport infrastructure by DBMN:

1. Civil Aviation Act, 2016 (Act No. 6 of 2016);

2. Environmental Management Act, (EMA), 2007, (Act No. 7 of 2007);

3. Environmental Impact Assessment (EIA) Regulations No. 30 of 2012;

4. The Diamond Act 13 of 1999 (and the Regulations 1 April 2000 and Amendment of the

Diamond Regulations 2003);

5. Public Health Act 36 of 1919 (as last amended by Act 21 of 1988);

6. Water Act 54 of 1956 (as amended);


7. National Monuments Act 28 of 1969 (as amended by the National Monuments Amendment Acts 22 of 1970 and 30 of 1971, the Expropriation Act 63 of 1975, and the National Monuments Amendment Act 35 of 1979);

8. Soil Conservation Act 76 of 1969 (as amended in South Africa (SA) to March 1978; section 13 is amended by the Forest Act 12 of 2001);

9. Hazardous Substance Ordinance 14 of 1974;

10. Atmospheric Pollution Prevention Ordinance 11 of 1976;

11. Petroleum Products and Energy Act 13 of 1990 (as amended by the Petroleum Products and Energy Amendment Act 29 of 2004, Act 3 of 2000 and Act 16 of 2003;

12. Nature Conservation Amendment Act 5 of 1996;

13. Road Traffic and Transport Act 22 of 1999 (as amended by the Road Traffic and Transport Amendment Act 6 of 2008);

14. Electricity Act 2 of 2000 and Electricity Act 4 of 2007 (and the Electricity Regulations: Administrative Electricity Act 2 of 2000 and the Electricity Control Board: Namibian Electricity Safety Code, 2009: Electricity Act, 2007);

15. National Heritage Act 27 of 2004 (and the Regulations/Appointments/Declarations made under the National Monuments Act 28 of 1969 and the Regulations 2005);

16. Labour Act 11 of 2007 (and the Labour Amendment Act 2 of 2012);

17. Tobacco Products Control Act 1 of 2010 (and the Regulations);

18. Disaster Risk Management Act 10 of 2012;

19. International Conventions and Protocols:

A. International Plant Protection Convention (IPPC) 1951 (as last amended in 1997);

B. Convention on Wetlands of International Importance, Especially as Waterfowl Habitat (The Ramsar Convention on Wetlands) 1971;

C. Declaration of the United Nations Conference on the Human Environment

1972;

D. Vienna Convention for the Protection of the Ozone Layer 1985 and Montreal Protocol on Substances that Deplete the Ozone Layer 1987;

E. Basel Convention on the Control of Transboundary Movements of Hazardous

Wastes and their Disposal 1989;

F. United Nations (UN) Framework Convention on Climate Change 1992 and Kyoto Protocol to the UN Framework Convention on Climate Change 1997;

G. Convention on Biological Diversity (CBD), Rio de Janeiro, 1992;


H. Stockholm Convention on Persistent Organic Pollutants (POPs) 2001 (as amended in 2009 and 2011);

I. United Nations Educational, Scientific and Cultural Organization (UNESCO)

Convention on the Protection of the Underwater Cultural Heritage 2001;

J. Convention for the Safeguarding of the Intangible Cultural Heritage 2003;

K. Convention on the Protection and Promotion of the Diversity of Cultural Expressions 2005;

L. Revision of International Standards for Phytosanitary Measures (ISPM) No. 15

Regulation of Wood Packaging.

20. Regional Agreements:

A. Southern African Development Community (SADC) Protocol on Mining 1997;

B. Southern African Development Community (SADC) Protocol on Energy 1998.

4.5 Standards and Guidelines Industrial effluent likely to be generated by the proposed upgrading of the Oranjemund Airport infrastructure by DBMN must comply with provisions of the Government Gazette No 217 dated 5 April 1962 (Table 4.1) while the drinking water quality comparative guideline values are shown in Table 4.2. Table 4.1: R553 Regional Standards for Industrial Effluent, in Government Gazette No

217 dated 5 April 1962.

Colour, odour and taste

The effluent shall contain no substance in concentrations capable of producing colour, odour or taste

pH Between 5.5 and 9.5

Dissolved oxygen At least 75% saturation

Typical faecal coli No typical faecal coli per 100 ml

Temperature Not to exceed 35 °C

Chemical demand oxygen Not to exceed 75 mg/l after applying a correction for chloride in the method

Oxygen absorbed Not to exceed 10 mg/l

Total dissolved solids (TDS)

The TDS shall not have been increased by more than 500 mg/l above that of the intake water

Suspended solids Not to exceed 25 mg/l

Sodium (Na) The Na level shall not have been increased by more than 50 mg/l above that of the intake water

Soap, oil and grease Not to exceed 2.5 mg/l

Other constituents

Residual chlorine 0,1 mg/l as Cl

Free & saline ammonia 10 mg/l as N

Arsenic 0,5 mg/l as As

Boron 1,0 mg/l as B

Hexavalent Cr 0,05 mg/l as Cr

Total chromium 0,5 mg/l as Cr

Copper 1,0 mg/l as Cu

Phenolic compounds 0,1 mg/l as phenol

Lead 1,0 mg/l as Pb

Cyanide and related compounds 0,5 mg/l as CN

Sulphides 1,0 mg/l as S

Fluorine 1,0 mg/l as F

Zinc 5,0 mg/l as Zn


Table 4.2: Comparison of selected guideline values for drinking water quality (after Department of Water Affairs, 2001).

Parameter and

Expression of the results

WHO

Guidelines for Drinking-

Water Quality 2

nd

edition 1993

Proposed Council Directive

of 28 April 1995

(95/C/13- 1/03) EEC

Council Directive of 15

July 1980 relating to the

quality intended for

human consumption 80/778/EEC

U.S. EPA

Drinking water Standards and

Health Advisories Table December

1995

Namibia, Department of Water Affairs

Guidelines for the evaluation of drinking-water for human consumption with reference to chemical, physical

and bacteriological quality July 1991

Guideline Value (GV)

Proposed Parameter

Value

Guide Level (GL)

Maximum Admissible Concentration (MAC)

Maximum Contaminant Level

(MCL)

Group A Excellent Quality

Group B Good

Quality

Group C Low

Health Risk

Group D Unsuitable

Temperature t °C - - 12 25 - - - - -

Hydrogen ion concentration

pH, 25° C

- R <8.0 6.5 to 9.5 6.5 to 8.5

10 - 6.0 to 9.0 5.5 to 9.5 4.0 to 11.0 <4.0 to >11.0

Electronic conductivity

EC, 25° C

mS/m

- 280 45 - - 150 300 400 >400

Total dissolved solids

TDS mg/l R 1000 - - 1500 - - - - -

Total Hardness CaCO3 mg/l - - - - - 300 650 1300 >1300

Aluminium Al μ g/l R 200 200 50 200 S 50-200 150 500 1000 >1000

Ammonia NH4+

mg/l R 1.5 0.5 0.05 0.5 - 1.5 2.5 5.0 >5.0

N mg/l 1.0 0.04 0.4 - 1.0 2.0 4.0 >4.0

Antimony Sb μ g/l P 5 3 - 10 C 6 50 100 200 >200

Arsenic As μ g/l 10 10 - 50 C 50 100 300 600 >600

Barium Ba μ g/l P 700 - 100 - C 2000 500 1000 2000 >2000

Berylium Be μ g/l - - - - C 4 2 5 10 >10

Bismuth Bi μ g/l - - - - - 250 500 1000 >1000

Boron B μ g/l 300 300 1000 - - 500 2000 4000 >4000

Bromate BrO3 -

μ g/l - 10 - - P 10 - - - -

Bromine Br μ g/l - - - - - 1000 3000 6000 >6000

Cadmium Cd μ g/l 3 5 - 5 C 5 10 20 40 >40

Calcium Ca CaCO3

mg/l - - 100 - - 150 200 400 >400

mg/l - - 250 - - 375 500 1000 >1000

Cerium Ce μ g/l - - - - - 1000 2000 4000 >4000

Chloride Cl-

mg/l R 250 - 25 - S 250 250 600 1200 >1200

Chromium Cr μ g/l P 50 50 - 50 C 100 100 200 400 >400

Cobalt μ g/l - - - - - 250 500 1000 >1000

Copper after 12 hours in pipe

Cu μ g/l P 2000 2 100 - C TT## 500 1000 2000 >2000

μ g/l - - 30001

- S 1000 - - - -

Cyanide CN-

μ g/l 70 50 - 50 C 200 200 300 600 >600

Fluoride F-

mg/l 1.5 1.5 - at 8 to 12 oC:

1.5 C 4 1.5 2.0 3.0 >3.0

mg/l - - - at 25 to 30 oC: 0.7

P,S 2 - - - -

Gold Au μ g/l - - - - - 2 5 10 >10

Hydrogen sulphide

H2S μ g/l R 50 - - undetectable - 100 300 600 >600

Iodine I μ g/l - - - - - 500 1000 2000 >2000

Iron Fe μ g/l R 300 200 50 200 S 300 100 1000 2000 >2000

Lead Pb μ g/l 10 10 - 50 C TT# 50 100 200 >200

Lithium Li μ g/l - - - - - 2500 5000 10000 >10000

Magnesium Mg mg/l - - 30 50 - 70 100 200 >200

CaCO3 mg/l - - 7 12 - 290 420 840 >840

Manganese Mn μ g/l P 500 50 20 50 S 50 50 1000 2000 >2000

Mercury Hg μ g/l 1 1 - 1 C 2 5 10 20 >20

Molybdenum Mo μ g/l 70 - - - - 50 100 200 >200

Nickel Ni μ g/l 20 20 - 50 - 250 500 1000 >1000

Nitrate* NO3-

N mg/l P 50 50 25 50 45 45 90 180 >180

mg/l - - 5 11 C 10 10 20 40 >40

Nitrite* NO2-

N mg/l 3 0.1 - 0.1 3 - - - -

mg/l - - - C 1 - - - -

Oxygen, dissolved

O2 % sat.

- 50 - - - - - - -

Phosphorus P2O5

PO43-

μ g/l - - 400 5000 - - - - -

μ g/l - - 300 3350 - - - - -

Potassium K mg/l - - 10 12 - 200 400 800 >800

Selenium Se μ g/l 10 10 - 10 C 50 20 50 100 >100

Silver Ag μ g/l - - - 10 S 100 20 50 100 >100

Sodium Na mg/l R 200 - 20 175 - 100 400 800 >800

Sulphate SO42-

mg/l R 250 250 25 250 S 250 200 600 1200 >1200

Tellurium Te μ g/l - - - - - 2 5 10 >10

Thallium TI μ g/l - - - - C 2 5 10 20 >20

Tin Sn μ g/l - - - - - 100 200 400 >400

Titanum Ti μ g/l - - - - - 100 500 1000 >1000

Tungsten W μ g/l - - - - - 100 500 1000 >1000

Uranium U μ g/l - - - - P 20 1000 4000 8000 >8000

Vanadium V μ g/l - - - - - 250 500 1000 >1000

Zinc after 12 hours in pipe

Zn μ g/l R 3000 - 100 - S 5000 1000 5000 10000 >10000

μ g/l - - 5000 - - - - - -

P: Provisional R: May give reason to complaints from consumers

C: Current; P: Proposed; S: Secondary; T#: Treatment technique in lieu of numeric MCL; TT##: treatment technique triggered at action level of 1300 μ g/l


5. RECEIVING ENVIRONMENT

5.1 Environmental Sensitivity The Oranjemund Airport (DBMN’s Logistic Aviation Base) and the Town of Oranjemund are surrounded by the Tsau //Khaeb National Park and Mining License No. 45 belonging to Namdeb Holding (Pty) Ltd. The Oranjemund Airport is situated just south of the pink pan and north of the Orange River Mouth, a transboundary Ramsar wetland site designated in June 1991 and provides an important habitat for large numbers of a great diversity of wetland birds. These three aspects are important bird sanctuaries and tourism attractions for the town. Further to the south-west of the airport towards the golf course and the mouth of the river the potential sensitive of the area increases and the utilisation of this area of large scale urban development is questioned. The Swartkoppe hill to the east of the airport is an important nature reserve area that has a high abundance and diversity of succulent plant. The town of Oranjemund has its own unique characteristics of having wildlife roaming freely in town. This is such a unique character that it is a comparative advantage for the town. To the east of town is a wildlife corridor, through which some wildlife moves to reach the river. This corridor is important for the sustained free movement of wildlife in town. East of town, towards Swartkoppe, the area of jurisdiction of townlands is rather restricted with the larger section of townlands to the south of the main road. This southern portion is however within the old floodplains of the Orange River and detailed studies will have to be done before undertaking development. This area is perhaps more suitable for agriculture developments. The area to the north of the main road is suitable for a few hundred meters until it reaches the rising dune area. This area has also not been cleared yet by Namdeb for mineral resources and until such time will not be able to be used for future infrastructural development that could support the urban development of Oranjemund. The area to the west of the existing town is heavily disturbed by land-based diamond exploration and recovery activities and extensive rehabilitation will have to be done before any development can take place in this area. The main security gate factory is west of town and the chances of having increased human habitation close to this facility is minimal until either closed or relocated. The airport supporting infrastructure footprint of the proposed development (upgrading of the Oranjemund Logistic Aviation Base) will not go beyond the current fenced airport perimeter. The environmental within the fenced off airport area is not pristine. The northern or southern runway extension will require an expanded airport perimeter / fenced area.

5.2 Climatic and Related Components

5.2.1 Overview The southern Namibian coastline is characterised by the frequent occurrence of fog, which occurs on average more than 100 days per year at Oranjemund, being most frequent during the months of February through May. Average precipitation per annum ranges from 16.4 mm at Lüderitz to 51.5 mm at Oranjemund. Due to the combination of wind and cool ocean water, temperatures are mild throughout the year. Coastal temperatures average around 16°C, gradually increasing inland (Barnard 1998). Oranjemund experiences an average low temperature range in July of 9-17°C, and average high temperature ranges in January of 16-


20°C (Wijnberg 1995). Highest temperatures (>30°C) tend to occur in winter during ‘berg’ wind conditions. Climatic factors such as fog, low clouds and dust storms can affect visibility and all have an influence on the efficient and safe operational environment of the Oranjemund Logistic Aviation Base. The installation of the runway approach lights, extension of the runway and widening of safety zones will greatly improve safety of the airport and will met the International Civil Aviation Organisation (ICAO) requirements.

5.2.2 Air Quality The ambient air quality around the Oranjemund Airport generally is good, although dust storms do occur, particularly in the winter when easterly off-shore winds are more common. Visibility along the coast is often reduced as a result of the frequent fog and salt spray. As such, the only pollutant of concern would be particulate matter, which has more of a nuisance value than human health impact except when fine particulate matter can enter the respiratory system. Other sources of air pollution around the Oranjemund Logistic Aviation Base would be very limited and occasional fumes and emissions aircrafts activities. Ongoing diamond exploration and recovery activities in the surrounding area will also have very limited cumulative contributions to the air quality influences. The overall contributions and effects of the proposed project activities to the negative local and regional air quality environment during the preconisation, construction and operational phases of the proposed upgrading of the Oranjemund Logistic Aviation Base will be negligible. There is currently no ambient air quality monitoring in the around the Oranjemund Airport.

5.2.3 Noise Ambient noise would be generated by wind, thundering waves and occasionally, diamond exploration and recovery activities, occasional air traffic and vehicle movements. The proposed Oranjemund Logistic Aviation Base will operate as needed by both DBMN and other operators using the facilities. The major potential source of noise would be during the day and limited to whenever an aircraft lands and take-off. During the evening and night-times when local residents are expected to be resting in their quiet home environments, there will be air traffic around the airport that could results in excessive noise. The overall contributions and effects to the local and regional ambient noise levels during the preconisation, construction and operational phases of the proposed upgrading of the Oranjemund Logistic Aviation Base will negligible.

5.3 Fauna Diversity- Important Species

5.3.1 Vertebrate Fauna It is estimated that at least 49 reptile, 7 amphibian, 33 mammal and 108 bird species (breeding residents – non aquatic) are known to or expected to occur in the general Oranjemund area (Annex 3).

5.3.2 Reptiles

The high percentage of endemic reptile species (26.5%) known and/or expected to occur in the general Oranjemund area underscores the importance of this area for reptiles (Annex 3). The most important species known/expected to occur in the general area include Bitis


schneideri [“Insufficiently known” and “vulnerable”] and the endemic Bitis peringueyi. The small-scaled desert lizard (Meroles micropholidotus) classified as endemic, “insufficiently known” and “rare” is another important species expected from the area although also found further inland. As a group of reptiles, tortoises, are viewed as the most under threat in Namibia (Griffin 1998a), making the two species potentially occurring in the area – e.g. Chersina angulata and Psammobates tentorius trimeni (classified as “endangered” by IUCN 2019) – also important. None of the important reptiles known and/or expected to occur in the general Oranjemund Airport area are exclusively associated with the proposed development sites (Annex 3).

5.3.3 Amphibians

Of the 7 species of amphibians expected to occur in the general area, Breviceps macrops, classified as “near threatened” by the IUCN (2019), is viewed as the most important amphibian species in the area due to coastal diamond exploration and recovery destroying its vegetated coastal dune habitat. B. macrops could potentially occur in the undisturbed dune hummock areas, especially between the northern boundary fence and Pink Pan, although this could not be determined during the limited fieldwork. None of the important amphibians known and/or expected to occur in the general Oranjemund Airport area are exclusively associated with the proposed development sites (Annex 3).

5.3.4 Mammals

Of the 33 species of mammals expected to occur in the general area, 6.1% are endemic and 30.3% are classified under some form of international conservation legislation indicating the importance of certain mammals occurring in this marginal area (Annex 3). The most important species from the general area are probably all those classified as endemic, “rare” (Namibian wing-gland bat), and “vulnerable” (i.e. brown hyena, African wild cat and Cape fox) by Namibian legislation. Other important species are those classified internationally by the IUCN (2019) and SARDB as “near threatened” (i.e. brown hyena – IUCN; Cape horseshoe bat, Namaqua dune mole-rat and Littledale’s whistling rat) (Annex 3, Table 3). However, brown hyena is expected to visit the Oranjemund Airport area, but not expected to be permanently associated with the area due to human disturbances. None of the important mammals known and/or expected to occur in the general Oranjemund Airport area are exclusively associated with the proposed development sites (Annex 3).

5.3.5 Birds

If all the coastal; marine and Orange River associated birds are excluded, at least 108 species are still expected to occur in the general Oranjemund area although not necessarily on a permanent basis. The area is viewed as marginal for most bird species with the hardy and true desert adapted species likely to occur in the area throughout the year. The most important birds in the general area are expected to be the endemic dune and Gray’s larks and species classified as endangered (Ludwig’s bustard, African marsh-harrier, black harrier, tawny eagle, booted eagle and martial eagle), vulnerable (African fish eagle, secretarybird), near threatened (kori bustard, Cape eagle owl, Verreauxs’ eagle and peregrine falcon) and specially protected (Cape eagle owl) under Namibian legislation (Simmons and Brown 2009) and endangered (Ludwig’s bustard, black harrier), vulnerable


(tawny eagle, martial eagle and secretary bird) and near threatened (kori bustard) by the IUCN (2019). However, only the dune and Gray’s lark are expected to occur permanently in the general Oranjemund area with the other important species viewed as migrants to the area. None of the important birds known and/or expected to occur in the general Oranjemund Airport area are exclusively associated with the proposed development sites (Annex 3).

5.4 Flora Diversity- Important Species

5.4.1 Important Flora Species The Sperrgebiet succulent vegetation is viewed as an extremely important area floristically in Namibia. Often deserts and plants associated with this marginal area look “dead” although are not, and thus not viewed as important. All desert vegetation serves as a source of habitat and/or food for desert dwelling fauna – e.g. Salsola hummocks are known to be habitat for Breviceps macrops, various arthropods and reptiles (Burke 2006). The dominant species were a combination of Salsola nollothensis, Brownanthus marlothii and Lycium tetrandrum on dune hummocks throughout the area (Annex 3). The most important plant species observed in the proposed development area is the unidentified (due to a lack of flowers used to confirm species) Strumaria sp. although only observed as individual plants, but should be treated as potentially important as bulbs are viewed as important in this vegetation type (Burke 2006). Grasses are not viewed as very important in the general area and usually only make up a small proportion of the vegetation (although Odyssea paucenervis was common between the northern boundary fence and the Pink Pan area) in this fog based winter rainfall succulent dominated system.

5.5 Important Areas / Habitats

5.5.1 Pink Pan Most of the areas towards the south and west of the Oranjemund Airport are disturbed by various anthropomorphic activities (e.g. airport infrastructures, tracks, litter, power line, etc.) while the area towards the Pink Pan (i.e. north/north east) is mostly pristine (although there is an old disused track and some litter) (Annex 3). The most important area closest to the Oranjemund Airport is the Pink Pan located approximately 0.5km to the north/north east. Here there is an extensive dune hummock system mainly dominated by Salsola nollothensis and lawns of Odyssea paucenervis. This portion of the proposed development site is important as it is in close proximity to the birding area associated with the Pink Pan (Plates 5.1 and 5.2 and Fig. 5.1) and disturbances could affect important aquatic birds (e.g. greater and lesser flamingo) associated with the saline pan system. Furthermore, the area is extensively frequented by various animals as a feeding area, especially the Odyssea paucenervis “lawn” areas, and destroying and/or fencing off this area would impact on the larger wildlife (e.g. oryx, ostrich, springbok, etc.) utilising this area for feeding (Plate 5.3) and as a thoroughfare (Annex 3). Furthermore, the Southern dune dwarf-shrubland vegetation type has a “medium” recovery potential (Burke 2006) while dune hummocks do not re-establish easy once disturbed and pans with their salt crusts are very difficult to restore and impacts should be avoided at all costs (Burke 2005).


Plate 5.1: The important Pink Pan wetland area located between the

Oranjemund Airport and Oranjemund.

Plate 5.2: The sedge Cladoraphis cyperoides growing on the edge of the Pink

Pan.


Plate 5.3: The Odyssea paucenervis lawns between the airport and the Pink

Pan are extensively utilised by a variety of wildlife for foraging (See tracks and foraging scrapes by Gerbil species above).

Figure 5.1: The most important areas are viewed as the Pink Pan (red circle) and

Orange River estuary (orange circle). The black star indicates the Oranjemund Airport area. Potential flight paths for avifauna are indicated by the various white dashed lines while the red dashed lines indicate the most important ones.


5.5.2 Orange River Estuary The perennial Orange River and associated vegetated delta area, is classified as a Ramsar site, and important birding area globally. However, this area will not be directly affected by the Oranjemund Airport upgrading project (Annex 3).

5.5.3 Bird flyways Although very little is known regarding bird flight paths in Namibia, especially species moving/migrating at night, most birds seem to follow the shortest routes between selected habitats – e.g. dams, estuaries, bays, etc. However, unpredictable rainfall events may lure species into areas not normally frequented – e.g. kori and Ludwig’s bustards into the coastal areas – and storms (e.g. berg winds) may also force birds into areas not regularly visited. Planning for all eventualities is therefore not always possible (Fig. 5.1). Avifauna is expected to be most affected by the proposed new airport infrastructure developments, especially if extended to the edge of the Pink Pan. Although, none of the unique/important bird species are exclusively associated with the proposed development area, the effect of extending the airport infrastructure up to the edge of the Pink Pan is expected to be detrimental to certain birds frequenting this wetland – e.g. flamingo’s. However, most of the Pink Pan is saline flats with open water mostly associated with the far northern section of the pan. This is also the area with the most birds present (Fig. 5.2). Figure 5.2: The area most to be altered/affected would be towards the northeast

with the extension of the runway (orange oblong) while the most important area for birds is viewed as the area immediately adjacent the Pink Pan (red oblong). The white dotted arrow line indicates the 1st preferred direction of runway expansion while the 2 shorter black dotted arrow lines indicate the 2nd preferred direction of runway expansion to avoid the important Pink Pan area. The blue dotted line indicates the proposed alternative access route from the golf course area should either of the above mentioned 2 alternative runway expansions be followed.


5.6 Socioeconomic Settings

5.6.1 Overview

Oranjemund is a small mining town with estimated population of around 11000. Thus the Census 2011 data slightly differ, it counted 3908 people. The demographical profile is still in favour of larger male population, small share of children and young people, very insignificant share of pensioners among others that is typical feature of mining towns (Annex 4). Until 2011 Oranjemund was a single company owned with the overall responsibilities for the town’s socio-demographic structures and economic base (Annex 4). Today Oranjemund is officially proclaimed as a town, subject to several restrictions remaining in place as regards visitor access to the Sperrgebiet and restricted mining areas, which still falls under strict mining rights. The proclamation of the southern mining town as a local authority was published in the Government Gazette of August 1, 2011. Until then Namdeb, the mine operator, was running the town’s administration until the ownership transfer was completed. Thus, the proclamation guaranteed the general public with the opportunity to participate in the development of the town and its hinterland. In 2018 Oranjemund Town Council and Namdeb Diamond Corporation signed a Memorandum of Agreement on transferring of all municipal services, infrastructures, assets, sales of land and existing improvements. The town of Oranjemund offers social services and facilities at a level usually only found in much bigger towns. These include health facilities, schools, a technical college, a crèche, a public library, parks, recreation facilities and sports fields. Although Oranjemund remains a relatively newly proclaimed town, it nevertheless has developed a viable commercial service and industrial sector. There are more than 30 social and recreation clubs in Oranjemund, including horse riding, yachting, golf, soccer, tennis, youth clubs and gymnasiums (Annex 3). The town boasts one of the few golf courses on the west coast which always shows up clearly as a patch of green vegetation in an otherwise desolate and vegetation free area. Oranjemund has always rated itself as a highly safe and secure town for its residents with an exceptionally low crime rate. This is partly due to the isolated nature of the town and its small size, but mostly because of the security measures which are implemented around the diamond industry. However, local residents and business operators report a recent increase in the crime rate which they attribute to the opening up of the town the public. The upgrade of Oranjemund airport is welcome development as it will not only halt the projected decline in operating Oranjemund airport and make the airport safe for its users, but also to uplift local economy and image of town. However, one must be cautious with over investment and enlargement of infrastructure that belongs to a private owner. If the infrastructure does not match the population that will remain after closure of diamond exploration and recovery activities, the town will find it difficult to sustain and maintain such infrastructure. Current project does not indicate such potential threats and it may have more positive impacts than negative.

5.6.2 Socioeconomic Contributions of DBMN

DBMN is a key player and economic driver on the socioeconomic landscape of Namibia. The company employs over 800 people (https://debmarinenamibia.com), with a workforce that is sourced countrywide and not accommodated in Oranjemund. Only a smaller share of contractors servicing the operational base is staying in Oranjemund. DBMN has a significant number of women working in all aspects of the operations. The company’s employees are

https://debmarinenamibia.com/


from different parts of Namibia and are flown to Oranjemund Logistic Aviation Base (Oranjemund Airport) to be flown to their place of work, the Atlantic 1 Mining License Area. The company covers the transportation cost for the duration of a ‘shift’, i.e. the number of days when they are ‘on roster’, and provided with food and accommodation (offshore). Fly-in/ fly-out (FIFO) arrangements by DBMN is not contributing to the negative change of socio-demographic characteristics in Oranjemund town. In such way the company’s workforce has very little interaction with local community in Oranjemund and does not affect the socio-demographic composition (e.g. gender and/or age composition) of the town.

5.6.3 Social Corporate Responsibility of DBMN

The Company’s social responsibility programme focuses on all the regions of the country, including the labour sending areas as well as the social well-being of employees. DBMN awards full bursaries to deserving young Namibians on an annual basis for study in various fields. The bursary programme offers study opportunities in various areas depending on the Company’s needs, such as: Marine Engineering, Mechanical Engineering, Electrical Engineering, Chemical Engineering, Metallurgy, Geology, Environmental Science, Surveying and Commercial Services related studies, amongst others. The company participates in a number of career and trade fairs in various regions throughout Namibia in order to promote development and placement opportunities to Namibian learners and students. As a responsible corporate citizen, the Debmarine Namibia Social Responsibility Fund (SRF) was established in 2004 to facilitate the Company’s social responsibility activities across the communities of Namibia, and has made a significant contribution to society over the years. The fund undertakes a number of activities across a broad spectrum of community development areas in most regions of the country with major investments made in the field of education (particularly in the area of science and technology), health, welfare and supporting sustainable income-generating community projects.

5.7 Ground Components

5.7.1 Geology The general surrounding project area comprises three contrasting geomorphological units namely:

Southern Namib Sand Sea;

The bare and rugged, north-trending troughs and ridges closely related to structures in the basement rocks, and;

A gently undulating salt pans, plains and diamond exploration and recovery scars.

The topography between Oranjemund and the coast is low-lying and flat, but the sand dunes rise up gently towards the interior to the north and east of town. The main topographic features are the rocky outcrop of Swartkop, 73 metres above mean sea level, the mobile dunes east of town and the shallow Orange River valley. The soils of the desert are poorly developed, but some alluvial soils occur on the southern bank of the Orange River further upstream, where crops are cultivated. Erosion processes


over time have resulted in accumulations of diamonds along the banks of the Orange River in old palaeo-channels and in relic marine beaches. These deposits have been mined since 1908 and revenues from the diamond exploration and recovery operations have been the cornerstone of the Namibian economy ever since. Oranjemund and its surrounds are located on rocks of the Gariep Belt, which is a sequence of sediments and volcanics that accumulated in a basin on rocks of the Namaqua Mobile Belt, Orange River Group, Vioolsdrift Suite and the Richtersveld Intrusive Complex (Miller, 1992). The Oranjemund Formation is a displaced low-grade metamorphic unit within the Gariep Belt, overlain by one to fifteen metres of diamondiferous palaeo-marine and palaeo-alluvial sediments that are covered by windblown sand.

5.7.2 Hydrology, Hydrogeology and Water Supply The Orange River situated south of the Oranjemund Airport enters the sea at 28°38'S; 16°28'E between the settlements of Oranjemund, Namibia and Alexander Bay, South Africa. It is one of southern Africa’s largest river systems; the catchment exceeds one million square kilometers. Its mouth is a delta, with a multiple channel system between sand banks, a tidal basin and a salt marsh on the south bank. The Orange River is the only perennial fresh water source along the coast for 370 km to the south and 1350 km to the north. This, together with the variety of habitats, makes it extremely important for wetland birds, especially migrants along a very inhospitable coast. Because of its international importance as a waterfowl habitat, it has been listed as a Ramsar Site by both Namibia and South Africa. In recent years the decreasing flows at the mouth have been a concern and special water allocations have been requested from the Permanent Water Commission for the Orange River (PWC), in order to maintain ecological functioning of the Ramsar wetlands. Oranjemund obtains its domestic water supply from ground water in an old palaeo-channel of the Orange River just upstream of the town. The coastal zone is underlain by both saline and fresh water shallow aquifers. The former is recharged constantly by the sea and the latter by the river, especially when the river is in high flow. The Namdeb mine and Oranjemund use Orange River water abstracted from sand wells just upstream of the Openheimer Bridge. The water is used mainly for the town of Oranjemund and current use is in the order of 7 million m3 per annum.

5.7.3 Archaeology

The archaeological evidence shows that early man frequented the shores of the Orange River from about 1.5 million years ago. It was used as both a linear oasis and a route from inland to the coast during the Early Stone Age, the Middle Stone Age and the Later Stone Age. Since the Oranjemund Airport area is already disturbed, there are no archaeological concerns.


6. IMPACT AND RISK ASSESSMENT

6.1 Approach to the Evaluation of Impacts As part of the Environmental Impact Assessment process, all the environmental aspects and their associated impacts included as part of the Environmental Impact Assessment have been assessed. A user-friendly assessment from which impacts ranked as having medium or high significance have been identified and assessed. In line with DBMN’s objective of focusing attention specifically on impacts of potentially significant risk and how best to mitigate for these, the following approach was recommended regarding the concept of whether issues in the EIA table need to be actively addressed in the EMP:

If environmental aspects are evaluated to be of low significance, they do not require specific management plans, and need not be actively addressed in the EMP (although they may still be listed and reported on);

A decision on the need to actively address any issue with a "Medium" significance ranking will require consideration of other relevant factors, such as the nature of the impact, risks associated with possible cumulative aspects, and the degree of concern of stakeholders, and;

If environmental aspects receive a "High" significance ranking, they must be addressed by means of active management, mitigation or rehabilitation measures.

For each negative impact of high or medium significance, mitigation objectives are set (i.e. ways of reducing negative impacts), and attainable management actions are subsequently addressed in the EMP in line with the mitigation framework of DBMN. Without management, these impacts would either breach statutory limits or be unacceptable to statutory authorities or to stakeholders, as they would result in a significant deterioration of one or more environmental resources.

6.2 Environmental Impact Assessment Rankings To ensure consistency in the evaluation of environmental impacts associated with DBMN’s activities for all of their operations, the rating criteria for the impact assessment have been standardised to include set definitions applied in the risk assessment (Table 6.1). To the extent possible, allocation to rank categories is based on quantifiable criteria which can be measured as detailed in Table 6.1. Furthermore, when evaluating impacts, the allocated ranks refer to the resultant impact (e.g. habitat area affected, or time that the result of the impact will last), and not of the cause thereof (e.g. time of active impact). Each activity has been assessed with respect to the type of effect that the aspect will have on the relevant component of the environment and includes “what will be affected and how?” The criteria used to determine the significance rating of the impact(s) is detailed in Table 6.2.


Table 6.1: Definition of impact categories.

Rating Definition of Rating

Status of the Impact – in terms of meeting the objective of maintaining a healthy environment.

Positive The impact benefits the environment

Negative The impact results in a cost to the environment

Neutral The impact has no effect

Probability – the likelihood of the impact occurring

Negligible Possibility negligible

Improbable Possibility very low

Probable Distinct possibility

Highly Probable Most likely

Definite Impact will occur regardless of preventive measures

Degree of confidence in predictions – in terms of basing the assessment on available information

Low Assessment based on extrapolated data

Medium Information base available but lacking

High Information base comparatively reliable

Extent – the area over which the impact will be experienced

Site specific Confined to within < 1 km of the project

Local Confined to the study area or within 5 km of the project

Regional Confined to the region, i.e. > 5 km but < National

National Nationally

International Beyond the borders of Namibia

Duration – the time frame for which the impact will be experienced

Very short Less than 2 years

Short-term 2 to 5 years

Medium-term 6 to 15 years

Long-term More than 15 years

Permanent Generations

Intensity – the magnitude of the impact in relation to the sensitivity of the receiving environment

Negligible Natural functions and processes are negligibly altered due to adaptation by the receptor(s) to high natural environmental variability

Mild Natural functions and processes continue albeit in a modified way that does not appear to have a significant disruptive effect (i.e. changes are temporary)

Moderate Natural functions and processes continue albeit in a modified way that does appear to have a noticeable disruptive effect (i.e. changes are permanent)

Severe Natural functions or processes are altered to the extent that they temporarily cease resulting in severe deterioration of the impacted environment

Very Severe Natural functions or processes permanently cease or are completely disrupted

Table 6.2: The criteria used to determine the significance rating of the impact(s).

Low: Where the impact will have a negligible influence on the environment and no modifications or mitigations are necessary for the given project description. This would be allocated to impacts of any severity/ magnitude, if at a local scale/ extent and of temporary duration/time.

Medium: Where the impact could have an influence on the environment, which will require modification of the project design and/or alternative mitigation. This would be allocated to impacts of moderate severity, locally to regionally, and in the short term.

High:

Where the impact could have a significant influence on the environment and, in the event of a negative impact, the activity(ies) causing it should not be permitted without substantial mitigation and management, and pro-active rehabilitation commitments (i.e. there could be a ‘no-go’ implication for the project). This would be allocated to impacts of severe magnitude, locally over the medium-term, and/or of severe magnitude regionally and beyond.


6.3 Likely Positive Impacts The following is summary of the positive socioeconomic impacts identified during the EIA process for the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport):

Payment of Taxes / royalties through DBMN expanded operations;

Employment creation through DBMN expanded operations;

Improved local, regional and national social services through expanded DBMN operations;

Training and skills transfer through expanded DBMN operations;

Boost to local economies through expanded DBMN operations, and;

Support the long-term closure of DBMN operations through the provision of sustainable infrastructures that could support the growth of other sectors such as tourism.

6.4 Identification of Likely Negative Impacts

6.4.1 Summary of Sources and Likely Key Negative Impacts

This Environmental Assessment process has taken into consideration the sensitivity of the receiving environment (physical, biological, socioeconomic and ecosystem services and functions) with respect to the proposed development. The following is the summary of the likely sources of negative impacts on the receiving environment that have been evaluated and assessed in this report with respect to the proposed upgrading of the Oranjemund Logistic Aviation Base by DBMN without mitigations:

1. Preconstruction: Planning, designing and permitting;

Mobilisation and implementation;

Site access plan and surveying;

Determination of locally available construction materials (sand / gravel)

excavations, and;

Demolition / excavations and erection of security and safety zones.

2. Construction:

Soil / ground preparation and supporting Infrastructure construction;

Foundation excavations and building;

Structural development / Actual construction;


Supporting infrastructure (internal access, energy requirements, water supply,

waste water management and solid waste management).

3. Operational: Day to day running of the airport as the DBMN Logistic Aviation Base and a

public airport supporting the Town of Oranjemund and surrounding areas and generating liquid and solid waste, noise, dusty, interact with local people, visitors, wild life and the broader natural receiving environment.

6.4.2 Summary of Receptors Likely to be Negatively Impacted

The following is the summary of the key environmental receptors that may be negatively impacted by the proposed activities during the preconstruction, construction and operational stages of the proposed upgrading of the Oranjemund Logistic Aviation Base by DBMN:

1. Faunal loss expected to occur with the proposed Oranjemund Airport upgrades;

2. Floral loss expected to occur with the proposed Oranjemund Airport upgrades;

3. Disruption / disturbance of the area and potential habitats within the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and surrounding areas;

4. Disruption / disturbance of the area and potential habitats around the Oranjemund

Logistic Aviation Base (Oranjemund Airport Area) developmental and general Oranjemund surrounding areas;

5. Disturbance of fauna including estuarine birds at the Orange River Mouth

RAMSAR site by noise caused by the increased use of helicopters and fixed wing aircrafts by DBMN and other operator;

6. Effects on the ecosystem functions, services, use values and non-use use;

7. Visual and land degradation;

8. Land and water pollution;

9. Resource use;

10. Air quality, noise and dust;

11. Refuelling spillages;

12. Solid waste management;

13. Sewage disposal;

14. Accident;

15. Archaeological, paleontological and historical aspects, and;


16. General company procedures for EMP implementation in line with DBMN operations and EMS.

6.5 Results of the Environmental Impact Assessment

6.5.1 Positive Impacts Results

Tables 6.3 - 6.8 summarises the impact assessment results associated with positive impacts linked to the socioeconomic benefits covering payment of taxes / royalties, employment, improved social services, training and skills transfer, boost to local economies, development of technology and technological advancement, support to use of non-renewable resources and closure of DBMN operations.

Table 6.3: Payment of Taxes / royalties through DBMN expanded operations.

Contribution to national economy through continued payment of taxes and royalties as a results of DBMN expanded operations

Status Positive

Probability Definite

Confidence High

Extent International; DBMN also uses South African contactors and vendors, the airborne services are provided by a Canadian Company

Duration Medium-term

Intensity Moderate

Significance High; DBMN makes a marked contribution to the Namibian economy through payment of taxes and royalties

Table 6.4: Employment creation through DBMN expanded operations.

Provision additional employment opportunities through DBMN expanded operations

Status Positive


Confidence High

Extent International; Employees are mostly from Namibia, with fewer from South Africa and other countries.


Intensity High

Significance High; a significant number of especially Namibian families are being supported financially over a long period.

Table 6.5: Improved local, regional and national social services through expanded DBMN operations.

Provision of wellness and environmental awareness programmes

Status Positive


Confidence High

Extent International


Intensity Moderate

Significance Medium


Table 6.6: Training and skills transfer through expanded DBMN operations.

Provision of employee training and development of skills

Status Positive


Confidence High


Duration Long-term

Intensity High

Significance High

Table 6.7: Boost to local economies through expanded DBMN operations.

Increase in the use of the upgraded Oranjemund Logistics Aviation Base and facilities, purchasing of local goods & services, Use of local vendors, local employment and local economic boost.

Status Positive


Confidence High

Extent Local to Regional

Duration Long-term

Intensity High (=Severe)

Significance High

Table 6.8: Support the long-term closure of DBMN operations through the provision of sustainable infrastructures that could support the growth of other sectors such as tourism.

Termination of all contributions to the economy including taxes, employment, support to secondary industries.

Abandonment of infrastructure, buildings and equipment.

Status Negative


Confidence High


Duration Permanent

Intensity Very High (=Very Severe)

Significance High

6.5.6 Negative Impacts Results

Tables 6.9 - 6.23 summarises the negative impact assessment results associated with proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) activities covering the preconstruction, construction and operational stages of each of the proposed phases (complete proposed project lifecycle) with respect to the receiving environment (physical, biological and socioeconomic).


Table 6.9: Faunal loss expected to occur with the proposed Oranjemund Airport upgrades.

Description Faunal loss/disturbance will vary depending on the scale/intensity of the development operation and associated and inevitable infrastructure. The impacts would be contained and/or limited depending on the various proposed developments envisaged. Each development would have to be assessed individually to ascertain the scale of impact.

Extent Localised disruption/destruction of the habitat and thus consequently flora associated directly with this habitat and the actual development sites. This however, would be limited to the development area with localised implications. Further developments – e.g. industry, road construction, etc. – throughout the area would however increase the extent of impact.

Duration

The duration of the impact is expected to be permanent over most of the proposed development sites once established. Most fauna species (especially species associated with the well vegetated dune hummocks – e.g. various reptiles and small mammals) are expected to re-colonise the areas not actually changed (e.g. runway, etc.) after completion of the development(s). Duration viewed as medium term. No species would be able to re-colonise areas permanently altered (e.g. runway, etc.). Duration viewed as long term. Disturbances to larger mammals (e.g. oryx, springbok, brown hyena, etc.), not viewed as sedentary and/or permanently associated with the area, would not be affected as severely as these species are not permanently associated with the area – i.e. duration viewed as short to medium term. This however, would be limited to the development area with localised implications.

Intensity The actual development site would be permanently altered with the intensity of faunal loss/disturbance depending on the species involved – e.g. slow moving and sedentary species will succumb to development while the more mobile species are expected to vacate the area. Implications are expected to be localised, depending on the scale of developments. The areas adjacent the development site should not be significantly affected. This, however, would depend on the proposed development, but should be limited to localised implications. Areas not directly affected by the development, although within the immediate vicinity, would be affected minimally. This would include dust, noise and other associated disturbances mainly associated with the excavation phase(s). The effect that aircraft may have on the fauna is difficult to determine beforehand although increased disturbance associated with increased activities are expected. As this is an existing airport with infrequent use, the impact is viewed as minimal as larger species would be accustomed to the disturbance. This would however be limited to the actual areas affected.

Frequency of occurrence Expected to be “once off” and only affecting the selected site(s).

Probability Definite (100%) negative impact on fauna – especially slow moving and/or sedentary species (e.g. reptiles) – is expected in the development areas. Highly Probable (75%) negative impact on fauna is expected in the general areas as a result of noise, increased activities, etc. Probable (50%) negative impact on fauna is expected from the infrastructure (roads/tracks). Precautionary principle (e.g. avoid important habitat features as well as adhering to the proposed mitigating measures would minimise this) would decrease the significance of these potential impacts.

Significance Before mitigation: High and After mitigation: Medium to Low

Status of the impact Negative: Localised unique habitats (e.g. vegetated dune hummock areas; Pink Pan area) with associated fauna would bear the brunt of this proposed development, but be limited in extent and only permanent at the actual development sites and access routes.

Legal requirements Fauna related: Nature Conservation Ordinance No. 4 of 1975, CITES, IUCN and SARDB Habitat – Flora related: Forest Act No.12 of 2001, Nature Conservation Ordinance No. 4 of 1975, CITES

Degree of confidence in predictions

As an ecologist I am sure of the above-mentioned predictions made and would suggest that the mitigation measures be implemented to minimise potentially negative aspects regarding the local fauna in the area.


Table 6.10: Floral loss expected to occur with the proposed Oranjemund Airport upgrades.

Description Floral loss/disturbance will vary depending on the scale/intensity of the development operation and associated and inevitable infrastructure. The impacts would be contained and/or limited depending on the various proposed developments envisaged. Each development would have to be assessed individually to ascertain the scale of impact.

Extent Localised disruption/destruction of the habitat and thus consequently flora associated directly with this habitat and the actual development sites. This however, would be limited to the development area with localised implications. Further developments – e.g. industry, road construction, etc. – throughout the area would however increase the extent of impact.

Duration

The duration of the impact is expected to be permanent over most of the proposed development sites once established. Most flora species are not expected to re-colonise the areas permanently altered (e.g. runway, etc.) after completion of the development(s). Duration viewed as long term. This however, would be limited to the development area with localised implications.

Intensity The actual development sites would be permanently altered with the intensity of floral loss depending on the species involved – e.g. slow growing species will be affected most. Implications are expected to be localised, depending on the scale of developments. The areas adjacent the development sites should not be significantly affected. This, however, would depend on the proposed development, but should be limited to localised implications. Areas not directly affected by the development, although within the immediate vicinity, would be affected minimally. The effect that a variety of developments may have on the flora is difficult to determine beforehand as this is dependent on the type of developments. This would however be limited to the actual areas affected.

Frequency of occurrence

Expected to be a “once off” issue affecting the selected site(s).

Probability Definite (100%) negative impact on flora is expected in the development areas as well as the access route construction sites. This however, would be much localised and cover limited areas. Highly Probable (75%) negative impact on flora is expected from the infrastructure (roads/tracks). Precautionary principle (e.g. avoid unique habitat features as well as adhering to the proposed mitigating measures would minimise this) would decrease the significance of these potential impacts.

Significance Before mitigation: High After mitigation: Medium to Low

Status of the impact

Negative: Localised unique habitats (e.g. vegetated dune hummock areas, Pink Pan border vegetation and Strumaria sp. dominated areas) with associated flora would bear the brunt of this proposed development, but be limited in extent and only permanent at the actual development sites and access routes.

Legal requirements

Flora related: Forest Act No. 12 of 2001, Nature Conservation Ordinance No. 4 of 1975, CITES

Degree of confidence in predictions

As an ecologist I am sure of the above mentioned predictions made and would suggest that the mitigation measures be implemented to minimise potentially negative aspects regarding the local flora in the area.

Table 6.11: Disruption / disturbance of the area and potential habitats within the

Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and surrounding areas.

Disturbance of the Pick Pan and the Orange River Mouth RAMSAR site by expanded Oranjemund Logistic Aviation Base (Oranjemund Airport) supporting infrastructure such as runway, terminal buildings and other infrastructure

Status Negative

Probability

Probable; Although the proposed development will leave the Orange River Mouth RAMSAR untouched, the Pink Pan as well as the already disturbed hammock habitat areas within the development area may be affected

Confidence Medium

Extent Local (within 5 km of project area)

Duration Long-term

Intensity Mild

Significance Medium


Table 6.12: Disruption / disturbance of the area and potential habitats around the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and general Oranjemund surrounding areas.

Disturbance / disruption of the surrounding Oranjemund area including the supporting infrastructure areas such access road, water, sewage lines as well as borrow pits (sources of construction materials such as sand and gravel)

Status Negative

Probability

Probable; Supporting infrastructure areas such access road, water, sewage lines as well as borrow pits (sources of construction materials such as sand and gravel)

Confidence Medium


Duration Long-term

Intensity Mild

Significance Medium to low

Table 6.13: Disturbance of fauna including estuarine birds at the Orange River Mouth

RAMSAR site by noise caused by the increased use of helicopters and fixed wing aircrafts by DBMN and other operators.

Disturbance of fauna and birds at the Pink Pan and Orange River Mouth RAMSAR site by noise caused by the increased use of helicopters for transfer of crew and fixed wing aircrafts by DBMN and other operators

Status Negative

Probability

Improbable; flight paths adjusted to avoid most sensitive areas around the mouth of the Orange River. Birds using the Pink Pan are used to the aircraft noises around the airport. Other fauna will not be affected because the proposed is confined within the current airport fenced area

Confidence Medium


Duration Very Short; for duration of flight only of the life of the mine / airport (Permanent)

Intensity Mild

Significance Medium to Low

Table 6.14: Effects on the ecosystem functions, services, use values and non-use or

passive use.

Influences on the ecosystem functions, services, use values and non-use or passive use

Status Negative

Probability Improbable; Ecosystem functions, services, use values and non-use or passive use will not be affected in any way

Confidence Medium


Duration Long-term

Intensity Mild

Significance Low

Table 6.15: Visual and land degradation.

Visual effects of the proposed additional structures resulting in land degradation

Status Negative

Probability Improbable; Addition to the already existing structures and disturbed land

Confidence Medium


Duration Long-term

Intensity Mild

Significance Low


Table 6.16: Land and water pollution.

Pollution of the land and water resources

Status Negative

Probability Improbable; Addition to the already existing structures with limited land and water polluting activities

Confidence Medium


Duration Long-term

Intensity Mild

Significance Low

Table 6.17: Resource use.

Depletion of natural and non-renewable resources through engine machinery operation, electricity generation, fresh water consumption, paper consumption etc.

Status Negative

Probability Definite (impact will occur regardless of prevention measures)

Confidence High

Extent Site specific

Duration Long-term

Intensity Mild

Significance Low

Table 6.18: Air quality, noise and dust.

Exceeding international standards for exhaust emissions and noise levels from helicopters and aircrafts coupled with increased dust generation

Status Negative

Probability

Improbable; modern helicopters and aircrafts uses high quality non air polluting fuels. Occasional noise of helicopter and aircrafts landings and take-offs. Dust generating activities will negligible compared to the natural dust loads

Confidence Medium


Duration Very Short; dilution of emissions, noise and dust will be rapid

Intensity Negligible

Significance Low

Table 6.19: Refuelling spillages.

Land pollution from small spills during connection and disconnection while re-fuelling helicopters and aircrafts

Status Negative

Probability Improbable; due to strict control and procedures implemented as well as pollution / spill containments available onsite

Confidence Medium

Extent Site specific; limited to immediate area around the refuelling point / station

Duration Very Short and contained on site

Intensity Mild re-fuelling takes around an engineered area with spillage containments

Significance Low


Table 6.20: Solid waste management.

Increased in litter and violating national solid waste management legislation

Status Negative

Probability

Improbable; Limited volumes with waste management procedures in place and sources sorting infrastructures for effective solid waste management will be provided

Confidence Medium

Extent Local (<5 km)

Duration Long-term


Significance Low

Table 6.21: Sewage disposal.

Violating waste water standards / discharge permit requirements

Status Negative

Probability Improbable; due to adherence to the already existing protocol and supporting infrastructure

Confidence High

Extent Site specific (<1 km)

Duration Long-term


Significance Low

Table 6.22: Accident.

Fire, accident or spillage of fuel due to increased activities at the airport

Status Negative

Probability

Improbable; There is an Emergence Response Plan (ERP) and additional equipment such as firefight station will be upgraded as part of the proposed development

Confidence Medium

Extent Site specific (<1 km)

Duration Very Short; fires likely to be rapidly extinguished

Intensity Mild

Significance Low

Table 6.23: Archaeological, paleontological and historical aspects.

Disturbance / damage of sites of archaeological, historical and/or cultural value during preconstruction and construction of the airport infrastructure

Status Negative

Probability

Unknown, but improbable because the proposed project areas are already disturbed with all the proposed airport supporting infrastructure with the exception of the runway extension all falling within the current fenced area. The northern or southern runway extension will require an expanded airport perimeter / fenced area.

Confidence Low; with regard to the value of the archaeological resource as a sound information base is lacking

Extent Site Specific

Duration Permanent

Intensity Very Severe; if archaeological artefacts, cultural or historical sites are destroyed

Significance Medium


6.6 Risk Assessment of Potential Impacts

6.6.1 Risk Assessment Criteria The risk assessment has been conducted to identify medium- and high-risk aspects associated with the proposed upgrading of the Oranjemund Logistic Aviation Base and that may result in environmentally unacceptable impacts. The risk assessment has been undertaken in accordance with the Anglo American Risk Matrix (Annex 5).

6.6.2 Negative Impacts Risk Assessment The environmental aspects and their associated negative impacts included as part of the Environmental Impact Assessment of all potential negative impacts associated with the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) have been assessed as detailed in Tables 6.9 - 6.23. The faunal and flora loss / disturbances are closely linked to habitat loss directly linked to the proposed project activities, are the key negative impacts with high to medium localised impacts without mitigation and medium to low negative impacts with mitigations (Tables 6.9 - 6.13).

6.6.3 Socioeconomic Risk Assessment

The overall economic gains associated with the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) resulting in increased DBMN operations are made up of employment creation, improved social services, payment of Government taxes and increased forex exporting earnings has been rated “High”. A significant number of Namibians benefit from employment opportunities, contractual and local procurement preferential support, the skills transferred, training, awareness raising in various subjects, and other direct and indirect benefits received by the wider society. The employees are from across the country, therefore the gains are widespread and for an extended period, benefiting extended families and various generations.

6.6.4 Cumulative Risks Assessment

The cumulative risks associated with the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) are negligible from overall negative contribution prepositives. However, from an overall positive perspective, the cumulative risk assessment outputs are high with potential to not only support the proposed expanded DBMN operations with its positive socioeconomic benefits but also support the growth of other sectors such leisure, travel and tourism far beyond the current diamond exploration and recovery operations. The upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) will have a positive support to DBMN mine closure plan through the provisions of good quality infrastructures that can support alternative economic sectors in place of the current diamond exploration and recovery operations. A joint social and labour plan combining efforts of DBMN and Namdeb shows commitment to jointly taking on cumulative socioeconomic impacts. Collaborative efforts should also be more effective from a practical and financial point of view. DBMN and Namdeb could for instance plan environmental awareness raising campaigns, or strategically target certain social interventions from a Group level.


7. EMP AND MONITORING FRAMEWORK

7.1 Overview DBMN's environmental management plan outlines how the company intends to manage all its activities associated with the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) that will significantly impact on the environment, or that may potentially be of high risk in the short and long-terms. By implementing this management programme DBMN will minimise the negative effects and maximise the positive effects of its operations on the receiving environment directly or indirectly linked to the Oranjemund Logistic Aviation Base (Oranjemund Airport). DBMN’s commitments to responsible and sound environmental management of all their activities are reflected in the company’s Environmental Policy, ISO 14001 Environmental Management System (EMS) and in the Safety, Health, Environmental and Security Policy. DBMN operates a certified ISO 14001 EMS by the South African Bureau of Standards and ongoing surveillance audits ensure compliance to these requirements. A summary of DBMN's EMS is presented in this document in the form of the Company's Environmental Manual with all the applicable legislation, regulations and policies with respect to the EMP. It is envisaged that the Environmental Management Plan for the upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) can be successfully integrated with both DBMN’s and Namdeb’s ISO 14001 Environmental Management Systems (EMSs).

7.2 EMP for Oranjemund Logistic Aviation Base Upgrading In accordance with the results of the impact and risk assessment for the proposed upgrading of the Oranjemund Logistic Aviation Base (Oranjemund Airport) as detailed in Chapter 6, Tables 6.3 - 6.23, detailed Environmental Management Plan (EMP) have been prepared covering the following components as presented in Table 7.1 – 7.6:

(i) General company procedures for EMP implementation in line with DBMN operations and EMS (Table 7.1);

(ii) Environmental and safety management systems (Table 7.2);

(iii) Protection of the biological diversity covering flora, fauna, habitat and rehabilitation of

all disturbed areas within the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and surrounding areas (Table 7.3);

(iv) Disturbance of fauna including estuarine birds at the Orange River Mouth RAMSAR

site by noise caused by the increased use of helicopters and fixed wing aircrafts by DBMN and other operators (Table 7.4);

(v) Socioeconomic issues (Table 7.5), and;

(vi) Mine closure and sustainability of the Oranjemund Logistic Aviation Base aligned

(Table 7.6); Each of the EMP Table 7.1 – 7.6 framework covers aspect, impact description, risk / gain ranking, action plans and control measures, responsible person(s), timing, management objectives and applicable regulations.


Table 7.1: General company procedures for EMP implementation in line with DBMN operations and EMS.

# ASPECT IMPACT

DESCRIPTION

RISK / GAIN

RANKING ACTION PLANS AND CONTROL MEASURES

MANAGEMENT OBJECTIVES

RESPONSIBLE PERSON(S)

TIMING

1.1

Implementation of the environmental management policy and procedure

Improved Environmental Management and Awareness

High

Define the roles and authorities of staff members (and any specialist consultants) responsible for implementation of the various facets of this EMP.

Address training needs of staff required to implement specialised aspects of the EMP.

Maintain records of plans, decisions, data collected, communications made, emergency responses, etc., which document the implementation of the EMP.

The EMP process is

employed, so that

operations are

conducted in an

environmentally

responsible manner

All action plans

outlined in this EMP

are achieved,

including continued

consultation with all

stakeholders and

compilation of

Performance

Assessments

ISO 14001 certified

Environmental

Management

Systems are

maintained for all

certified areas of

activities

An ethic of

environmental

responsibility is

Environmental Manager

Ongoing

1.2

Awareness and Internal communication about the EMP


High

All personnel will be made aware of the contents of DBMN’s Environmental Policy Statements.

All personnel who are in a position to make decisions or take actions that will influence environmental protection and management will be made aware of the contents, and their respective responsibilities for implementation, of the EMP.


Ongoing

1.3 Instructions to all staff, including contractors


High

Provide instructions and appropriate training to all staff about aspects of the EMP that affect their specific work, including hydrocarbon pollution prevention and clean-up, general waste management, protection of natural resources, and rehabilitation.

Conduct an environmental awareness and sensitivity of the environment such as the Pink Pan and the Orange Rover Mouth RAMSAR site around the Oranjemund Logistic Aviation Base.

Prior to working in the area all contractors must undergo an environmental and safety induction with daily debriefings.

Incorporate environmental aspects and management interventions applicable to particular outsourced tasks into contracts and performance appraisals to improve environmental awareness and performance, and specify penalties for non-compliance.

Report all environmental incidents as specified in the Company Procedures.


Ongoing

1.4

EMP Monitoring and Performance Assessments

Improved Environmental Management and

High Undertake to conduct EMP monitoring on a

continuous basis using the mechanism of DBMN’s ISO14001 Environmental Management System.


First due


# ASPECT IMPACT

DESCRIPTION

RISK / GAIN




TIMING

Awareness Undertake formal EMP performance assessments

every 12 months to check progress in meeting the objectives and targets of this EMP,

Compile and submit EMP Performance Assessment Reports to the Ministries of Environment & Tourism and Mines and Energy containing as a minimum the following information:

Information regarding the period applicable to the assessment

Scope of the assessment

Procedure used for the assessment

Interpreted information gained from monitoring

Evaluation criteria used

Results of the assessment

Recommendations on how and when non-compliances or deficiencies will be rectified.

Submit revised and amended Environmental Management Programme Reports to the Environmental Commissioner: Ministry of Mines and Energy and Environment and Tourism as and when required / as provided for in the Environmental Clearance Certificate (ECC) Conditions.

Request above Ministries to respond to the submitted reports within 4 months; beyond which time it will be assumed to have been accepted as is.

instilled in all staff and

contract workers

Adequate provision is

planned and made for

rehabilitation and

restoration of impacts

12 months after EMP approval date


# ASPECT IMPACT

DESCRIPTION

RISK / GAIN




TIMING

1.5 EMP Updates


High

On an ongoing basis, assess the applicability of actions and activities required by the EMP, identify and address all new environmental issues arising from changed operations and/or communications with interested parties, through updates to the EMP if/where necessary.

Communicate and consult with I&APs through appropriate fora to inform them of proposed changes and address any concerns.

Amend and update this EMP, if required and submit to Ministry of Mines and Energy and Ministry of Environment and Tourism (Department of Environmental Affairs) for approval.

Request Ministry of Mines and Energy to respond to the submitted report within 4 months.


Ongoing

1.6 Communications with stakeholders

Improved stakeholder relationships

High

Maintain an up-to-date I&AP database.

Maintain open communication with the relevant stakeholders listed in DBMN database informing them of proposed changes to the EMP, addressing any issues of concerns that may arise, maintain records of communications, and where relevant, address their needs.

Participate actively in appropriate fora to share information and co-operate with other stakeholders and resource managers in the marine environment.


Ongoing

1.7

Pecuniary provision/ Allocation of environmental Management Funding

Improved Environmental Management

High

Allocate operational costs to maintain an ISO14001 system and to meet EMP objectives, including all associated requirements, e.g. funding of research and monitoring to understand, and where possible, mitigate impacts.


Ongoing

Maintain Protection and Indemnity (P&I) Insurance Cover of US$ 700 million to allow for clean-ups in the event of oil spills, and unlimited (P&I) Insurance Cover for other eventualities.

Business Planning Manager

Ongoing


Table 7.2: Environmental and safety management systems.

# ASPECT IMPACT

DESCRIPTION RISK / GAIN RANKING

ACTION PLANS AND CONTROL MEASURES MANAGEMENT OBJECTIVES


TIMING

2.1

Maintain Environmental Management System (EMS)


High

Ensure that all requirements of the Company’s ISO14001 Environmental Management System are met, including compliance with legislation, environmental awareness training, environmental monitoring, waste management and pollution control.

Ensure that external Surveillance and re-certification Audits are conducted by an accredited ISO14001 certifying body.

Submit copies of External Audit Reports with Environmental Performance Reports

An ISO14001 certified Environmental Management System for all areas of the company’s activities is maintained

There is compliance with national and international civil aviation requirements

There is compliance with all national standards related to or associated with the operations of the an Aviation Logistic Base (Oranjemund Airport) such as environment, water, air quality, waste management, pollution management and all applicable components


Ongoing

2.2 Integration of Environmental Management


High

Include environmental management in DBMN’s Strategic Long-term Business Plan, by integrating environmental management linked to the operations of the Oranjemund Logistic Aviation Base

Integration of future mine operations with the proposed Oranjemund Logistic Aviation Base long-term sustainability


Ongoing

2.3

Establishment and review of Environmental Risks and Improved Environmental Performance


High

Develop a set of environmental risks (using standard risk assessment methodology), to be reviewed and, where necessary, updated in line with Environmental Aspects Procedure.

Adopt a more results-driven research and monitoring approach, focusing attention specifically on fauna, flora and biodiversity related impacts of potentially medium and high risk, and how best to mitigate for these.

Improve on performance reporting by determining key indicator species by which recovery rates of impacted areas can be determined more effectively.


Environmental Scientist

Ongoing

2.4 Maintain Safety Management System (SMS)

Improved Health and Safety

High Maintain high safety standards for the operations of the

Oranjemund Logistic Aviation Base

Chief Safety Officer

Ongoing

2.5

Comply with the national and international civil aviation requirements

Improved Health and Safety

High Ensure compliance with the national and international civil

aviation requirements

Operations Manager

Ongoing

2.5

Comply with all other applicable national regulations

Improved Environmental Management, Health and Safety

High Ensure compliance with all other national legislations,

regulations, requirements and standards


Ongoing


Table 7.3: Protection of the biological diversity covering flora, fauna, habitat and rehabilitation of all disturbed areas within the Oranjemund Logistic Aviation Base (Oranjemund Airport Area) developmental and surrounding areas.

# ASPECT IMPACT DESCRIPTION

RISK / GAIN RANKING



TIMING

3.1

Preconstruction, construction and operation of the of all the proposed Oranjemund Logistic Aviation Base infrastructure covering all the Phases

Destruction and loss of flora Disruption / disturbance of the area and potential habitats around the Oranjemund Logistic Aviation Base / general Oranjemund surrounding areas

High

Runway:

Avoid extending the runway and associated infrastructure activities (e.g. boundary tracks, fencing, etc.) up to the edge of the Pink Pan which is viewed as a unique landscape feature (i.e. important birding area; important vegetated dune hummock area; wildlife thoroughfare).

Rather investigate extending the runway a) either in its entirety towards the south (i.e. golf course area) and/or b) partially towards the north and south (See Figure 12). This would protect the well vegetated dune hummock and Pink Pan edge areas.

Should above mentioned recommendation not be feasible then capture and relocate as many of the important reptiles – e.g. Bitis schneideri, Bitis peringueyi, Chersina angulata, Meroles micropholidotus and Psammobates tentorius trimeni (should these occur) – and small mammals – e.g. dune hairy-footed gerbils – from the well vegetated dune hummock areas and relocate.

Terminal area:

As this area is already affected by various anthropogenic activities, development is not expected to further affect the environment negatively.

General:

Relocation should be to similar undisturbed habitats in the southern dune dwarf-shrubland vegetation type not expected to be developed - i.e. further north and/or inland.

Make use of existing tracks/roads as much as possible throughout the area.

Rehabilitate all new tracks created.

Implement and maintain track discipline limited to pre-determined tracks with maximum speed limits (e.g. 30km/h) as this would result in fewer faunal road mortalities and overall destruction of vegetated areas which serve as habitat to a variety of fauna.

Avoid off road driving in areas prone to scarring (e.g. saline areas bordering the Pink Pan area). Nocturnal driving should also be avoided as this result in the destruction of slow moving fauna – e.g. various reptiles and other nocturnal species.

Avoid and/or limit the use of lights during nocturnal activities as this influence and/or affects various nocturnal species – e.g. especially migrating Palaearctic birds, bats, owls, etc. and

Key habitats important for wildlife are protected, thereby conserving biological diversity

Local unique flora species are protected

Local faunal species are protected

Disturbed areas / habitats are rehabilitated / restored


At all times Ongoing



RISK / GAIN RANKING



TIMING

contribute to “light pollution”. Use focused lighting for least effect.

Prevent and discourage any form of poaching, illegal collecting of veld foods (e.g. bird eggs, etc.) and the indiscriminate killing of perceived dangerous species (e.g. snakes, etc.) as this would diminish and negatively affect the local fauna.

Select equipment storage sites with care – i.e. avoid important habitats (e.g. Pink Pan) – or use existing disturbed areas (e.g. vicinity of power line, area within the airport grounds).

Use portable toilets to avoid faecal pollution during the construction phase(s).

Initiate a suitable and appropriate refuse removal policy as littering could result in certain animals becoming accustomed to humans and associated activity and result in typical problem animal scenarios – e.g. crows, black-backed jackal, brown hyena, etc.

Educate/inform contractors and staff on dangerous (e.g. snakes) and protected species (e.g. tortoises) to avoid and the consequences of killing and/or illegal collection of such species. Liaise with MET to provide this service as the area is adjacent the Pink Pan.

Employ an environmental officer to ensure compliance, especially of the rehabilitation of all the affected areas.

Disruption / disturbance / loss flora around the Oranjemund Logistic Aviation Base / general Oranjemund surrounding areas development area.

High

Runway:

Avoid extending the runway and associated infrastructure activities (e.g. boundary tracks, fencing, etc.) up to the edge of the Pink Pan which is viewed as a unique landscape feature (i.e. important birding area; important vegetated dune hummock area; wildlife thoroughfare).

Rather investigate extending the runway a) either in its entirety towards the south (i.e. golf course area) and/or b) partially towards the north and south (See Figure 12). This would protect the well vegetated dune hummock and Pink Pan edge areas.

Should above mentioned recommendation not be feasible then Identify protected and unique species – e.g. Strumaria sp. – before the commencement of activities in areas where these occur; mark areas and avoid.

Remove all important species – e.g. Strumaria sp., Sarcocaulon patersonii, Eberlanzia sedoides, etc. and all other bulbs – from areas to be developed and relocate to similar undisturbed habitats in the southern dune dwarf-shrubland vegetation type not expected to be developed - i.e. further inland.


Ongoing



RISK / GAIN RANKING



TIMING

Terminal area:

As this area is already affected by various anthropogenic activities, development is not expected to further affect the environment negatively.

General:

Create a nursery where all important species – e.g. Strumaria sp. and Sarcocaulon patersonii and all other bulbs – removed could be kept under artificial conditions for future rehabilitation purposes. Attempt to remove other species – especially dominant species such as Brownanthus spp., Othonna spp. and Salsola nollothensis, etc. – for future rehabilitation purposes as well. Certain species can be removed and relocated better than others – e.g. bulbs, tufted mesembs; Sarcocaulon, Othonna cylindrical. Do not waste time and resources on species not suited for rehabilitation.

Liaise with Namdeb and MET conservation staff to assist with the removal and nursery establishment as they have much experience with relocations and rehabilitation activities.

Liaise with Succulent Steppe rehabilitation experts for advice on vegetation removal/propagation/keeping and rehabilitation – e.g. Dr Antje Burke (private); Dr Theo Wassenaar (private); Colleen Mannheimer (private); Herta Kolberg (private), etc.

Avoid off road driving in areas prone to scarring (e.g. e.g. saline areas bordering the Pink Pan area) or areas with unique vegetation (e.g. Strumaria sp. dominated areas).

Prevent and discourage any form of illegal collecting of unique vegetation (e.g. Strumaria sp., Sarcocaulon patersonii, other bulbs) for resale purposes.

Eradicate – destroy – all invasive alien plants encountered on site. This would ensure that the spread is limited.

Conduct environmental awareness program for wildlife ethics.

Disciplinary action will be undertaken, and strict penalties imposed in case of transgressions.

3.2

Preconstruction, construction and operation of supporting infrastructure areas such access road, water, sewage lines as well as borrow pits (sources of

Disruption / disturbance of the area and potential habitats within the Oranjemund Logistic Aviation Base development area.

Medium

Select most disturbed areas as dumping site(s) for topsoil to be used for rehabilitation purposes and overburden. This would have the least effect on flora currently found in well vegetated areas.

Rehabilitate the entire area after development activities have been completed. Rehabilitation should be commenced as activities in certain areas are exhausted and not left for the end of the project. This would ensure the speedy rehabilitation (albeit piecemeal) of the area.

Rehabilitation should not only be the spreading of the topsoil, but should include the re-establishing of the flora removed and


At all times



RISK / GAIN RANKING



TIMING

construction materials such as sand and gravel)

kept under nursery conditions.

Conduct rehabilitation trials on site before commencing re-establishment of vegetation removed. This would ensure that the correct processes are followed and best practices are used rather than random activities with no idea of potential success.

Monitor rehabilitation progress – i.e. survival of relocated flora; re-establishment of annuals, etc. – over time. Rehabilitation is often not a once off action, but requires long-term input for success.

Educate/inform contractors and staff on protected species to avoid and the consequences of illegal collection of such species. Liaise with MET to provide this service as the area is adjacent the Pink Pan.

Employ an environmental officer to ensure compliance, especially of the rehabilitation of all the affected areas.

Erect clear wildlife warning signs in areas of high animal activity.

Implement speed limit of 60 km/hr in areas of high animal activity.

Impose rigorous penalties for animal road kills caused by speeding.

Publicise mortality events to enhance awareness of destruction.

Report potential road kills of Brown hyena to Namib Desert Brown Hyena Project (I. Wiesel: 063-202114).

Table 7.4: Disturbance of fauna including estuarine birds at the Orange River Mouth RAMSAR site by noise caused by the increased use

of helicopters and fixed wing aircrafts by DBMN and other operators.

# ASPECT IMPACT DESCRIPTION RISK / GAIN RANKING

ACTION PLANS AND CONTROL MEASURES



TIMING

4.1

Landing and take-offs of helicopters and fixed wind aircraft operated by DBMN and other operators

Disturbance of fauna including estuarine birds at the Orange River Mouth RAMSAR

Medium

Ensure that helicopter flight paths avoid the Orange River mouth, unless in an emergency situation.

Disturbance of

fauna and

estuarine birds

at the Orange

River Mouth

RAMSAR is

minimised

Helicopter pilots Ongoing

Ensure that fixed wings aircrafts landing and take-offs as well as holding zones avoid Orange River Mouth RAMSAR

Fixed wings Aircrafts pilots

Ongoing


Table 7.5: Socioeconomic issues.

# ASPECT IMPACT

DESCRIPTION

RISK / GAIN




TIMING

5.1 Environmental Communication

Improved Environmental Awareness

High

During compilation of the EIA and EMP consult with the following to identify their rights and/or other legitimate interests:

Government departments with jurisdiction over resources or activities in the Area and/or in adjoining areas (MET and Oranjemund Municipality).

Representatives of any other interest group

Economic benefits to people of Namibia optimised, where feasible

A balance between economic, social and environmental responsibilities is struck

Opportunities provided for local business, industrial relations promoted, and contribution to socio-economic stability

Training and development opportunities provided for all staff

Relevant stakeholders consulted on a regular basis

Good working and living

Environmental Manager(s) and Contracted Consultants

Done as part of Public Scoping

Improve stakeholder relationships by maintaining open communication with relevant I&APs on issues that may arise, and where relevant, address their needs.

Keep a record of all communications with I&APs, the points raised, and how these points have been addressed.

Environmental Manager(s)

Ongoing

Report to the relevant stakeholder on new activities with potential environmental impacts.


Ongoing

Publicise and make available information on DBMN’s environmental monitoring programmes and environmental performance.


Ongoing

Where feasible, comply with the local development objectives, spatial development framework and integrated development planning of the area, and promote co-operative governance and integrated decision-making.

Environmental Manager (s)

Ongoing

5.2 Employment

Boosts Namibian economy and development of skills

High

Continue to increase number of Namibians employed by De Beers Marine Namibia, and to provide them with training to develop skills.

Maintain Windhoek office and sort-house.

Outsource services where possible.

Include local Small and Micro enterprise service providers in the tendering process for supplies and services, giving preference to companies with a labour-intensive focus and Black Economic Empowerment (BEE) companies.

Where possible, develop and support Small and Micro Enterprises, in order to provide employment opportunities.

Human Resources Manager

Ongoing

5.3 Contribution to Oranjemund communities and

Medium to

High

Minimise net loss of employment opportunities either within DBMN or via potential contracts.

Give hiring priority to suitably qualified or experienced local Namibian citizens, as positions become available.


Ongoing


# ASPECT IMPACT

DESCRIPTION

RISK / GAIN




TIMING

Karas region Within the resources available to DBMN, support appropriate initiatives to improve community welfare, particularly in Lüderitz and also Oranjemund.

Ensure that DBMN’ s wellness programme covers all workers in the area.

Consider expanding some wellness programme interventions to sub-contractors.

conditions for DBMN employees promoted and maintained

Financial Manager


Ongoing

5.4 Taxes / royalties Contribution to national economy

High

Pay all applicable taxes and royalties to the government as required.

Pursue targets and standards set out in the DBMN and Namdeb’s Strategic Business Plan.

Maintain or increase current level of production.

Internally track the efficiency to ensure maintenance of profits.

Financial Manager Ongoing

5.5

Training and Skills Transfer

Contribution to Namibian training, education and research

High

Continue to provide employees with training to develop skills by:

Addressing training needs of all staff required to implement specialised aspects of Oranjemund Logistic Aviation Base.

Conducting environmental awareness and health and safety awareness programmes.

Incorporate environmental aspects and management interventions applicable to particular outsourced tasks into contracts and performance appraisals to improve environmental awareness and performance.

Emergency preparedness and response teams/contractors are to train employees and contractors on appropriate skills.



Ongoing

5.6 Research and development

Technological advancements in diamond exploration and recovery systems

High

Continue to develop diamond exploration and

recovery and metallurgical technologies for long-

term sustainability marine diamond recovery Operations Manager Ongoing


# ASPECT IMPACT

DESCRIPTION

RISK / GAIN




TIMING

5.7

Sponsorships of research, education and community projects

Improved environmental knowledge/awareness of the region

High

Where possible, sponsor Namibian research and education to contribute to public understanding of relevant environmental issues and environmental management practices e.g. invite scientists to participate in environmental surveys and share knowledge on findings including contributions to biodiversity.

Continue with regular activities initiated by Namdeb Environmental Department (normally involving school children) in different areas, including those areas outside DBMN’s responsibility (e.g. clean-up campaign).

Provide social contributions within the Karas Region.

Environmental Scientist


Ongoing


Table 7.6: Mine closure and sustainability of the Oranjemund Logistic Aviation Base aligned.


RISK / GAIN RANKING



TIMING

6.1 Closure of DBMN Operations

Termination of all contributions to the economy including taxes, employment, support to secondary industries

High

As an interdisciplinary initiative between all involved DBMN internal and external stakeholders, undertake to develop a Rehabilitation and Closure Plan, which gives attention to:

approximate dates of progressive or partial closure applications,

objectives of closure planning,

relevant decommissioning and rehabilitation monitoring programmes,

financial provisioning for mine closure,

provisioning for the development of a social and labour plan for closure,

identification of end land use,

rehabilitation actions required to obtain end land use,

human resources and community plan of action,

communication Strategy, and

actions required for sustainability.

All Closure Objectives outlined in the Rehabilitation and Closure Plan, and in the Social and Labour Plan, are met

Ensure that the Oranjemund Logistic Aviation Base infrastructures are all in good working condition before handover at mine closure in for the airport to continue contributing to socioeconomic development of Oranjemund and Karas Region


Operations Manager

Ongoing

6.2 Closure Planning

Improved management of closure and rehabilitation

High

Ensure that closure planning continues throughout the life of the operation.

Gather relevant information throughout the life of mine to ensure that environmental risks are quantified and managed proactively.

Make provision as part of ongoing environmental management for post-mining surveys of selected areas to demonstrate recovery (3-5 year intervals).

Ensure that Safety and Health requirements are complied with.


Operations Manager

Ongoing

6.3 Closure Certificate


High

When DBMN intend closing operations, a final EMP performance assessment should be conducted to ensure that:

the requirements of the relevant legislation have been complied with;

the research and monitoring that has been conducted (including the total area disturbed) is summarised;

the closure objectives as described in the Closure Plan have been met; and


On Closure



RISK / GAIN RANKING



TIMING

all residual and latent environmental impacts and the risks thereof occurring have been identified, quantified and arrangements for the management thereof have been finalised.

When applying for closure, submit the following documentation to the Executive Directors (EDs) at the Ministry of Mines and Energy and Environment and Tourism:

The Closure Plan

An Environmental Risk Report

The Final Performance Assessment Report

An application form to transfer environmental responsibilities and liabilities, if such transfer has been applied for.

6.4 Financial Provisioning


High

Ensure that requirements in terms of financial provision for remediation of environmental damage are met by:

Allocate operational costs to maintain an ISO14001 system and to meet EMP objectives, ensuring that potential environmental impacts are integrally managed or monitored in such a way as to prevent or minimise them.

Maintain adequate Protection and Indemnity (P&I) Insurance Cover to allow for cleanups in the event of oil spills and other eventualities.

Allocate operational costs to monitor and demonstrate natural recovery of the seabed through pre- and post-mining benthic faunal and seabed surveys.

Provide sufficient funds for a post-closure environmental survey before the handover of the Oranjemund Logistic

Aviation Base infrastructures.

Financial Manager

Ongoing


7.3 Environmental Performance Monitoring

7.3.1 Overview As per the provisions of the EMP, the environmental performance monitoring activities are recommended to be undertaken during the preconstruction, construction and operational stages of the proposed project development because this approach makes it possible to identify unpredicted effects and take the necessary precautions to eliminate the likely negative impacts before the effects become significant. The following is summary of the environmental performance monitoring:

Monitoring Plan: Environmental monitoring is partly in-house (data collection during

preconstruction, construction and operational) and outsource (employ a consultant) to undertake the assessment and recommend measures to be implemented. Key aspects that are monitored include: Flora, fauna and habitat as well as helicopters and fixed wing aircraft flights patterns;

Implementation of the EMP: The implementation of the EMP monitoring plan by

DBMN shall be focused on collecting and analysing the required datasets and propose recommendations on what needs to be done for both the long-term and short (day to day) monitoring operations. The EMP implementation shall be undertaken as an in-house activity;

EMP Auditing: Compliance auditing of the EMP implementation and monitoring

thereof is a key component of the environmental performance monitoring and management system. The EMP auditing is an internal activity that shall be often supported by an external consultants as may be required and linked to the EMS monitoring and auditing requirements, and;

EMS Auditing: Personnel within DBMN are responsible for the management of these

impacts through regular environmental audits to evaluate compliance and effectiveness of the company's EMS to the ISO 14001 standard, as well as compliance with statutory requirements. This includes both internal audits and external surveillance audits.

7.3.2 Environmental Monitoring Plan

7.3.2.1 Objectives of the Monitoring Plan

The main objectives of the monitoring plan are the following:

Verify of the correct application of the monitoring measures as presented in the Environmental Management Plan (EMP);

Establish a monitoring program for the most relevant environmental data sets,

parameters, identifying the monitoring activities and frequencies;

Identify the impacts foreseen by the project and any unforeseen deviations, allowing for the implementation of corrective measures as needed;

Provide assurance to stakeholders requirements with respect to environmental and

social performance;


Check the overall effectiveness of the operational procedures in protecting the

receiving environment;

Comply with regulations, standards and conditions, and;

Compare actual impacts with those predicted in the EIA and EMP Report and thereby aim to improve the assessment and monitoring processes.

7.3.3 Monitoring Quality Control Measures

7.3.3.1 DBMN Marine Scientific Advisory Committee The Marine Scientific Advisory Committee (MSAC) has been set up to provide advice to DBMN regarding the environmental impacts of diamond recovery and the associated monitoring programme and ensure that this advice is based on the best available scientific information at any given time.

7.3.3.2 EMS Auditing As stated in De Beers Marine Namibia’s environmental policy, the Company is committed to conducting regular environmental audits to evaluate compliance and effectiveness of the Company's EMS to the ISO 14001 standard, as well as compliance with applicable legal and other requirements. This includes both internal audits and external surveillance and certification audits. A three tier system of environmental auditing has been implemented at DBMN:

Internal Area Environmental Audits (conducted by the environmental monitors on either a monthly or quarterly basis);

Environmental Management Team Audits (conducted by members of the Environmental Management Team for each area);

Environmental Surveillance Audits (conducted by external auditors once a year); and;

NOSA Grading Audits, which deal with Environmental Protection, Emergency Procedures, Drills and Equipment as well as Accident Reporting and Investigation.

7.3.3.3 Environmental Performance Monitoring Report

Based on the results of the ongoing environmental monitoring activities and in accordance with the provisions and conditions of the Environmental Clearance Certificate (ECC), Environmental Performance Monitoring Reports shall be compiled and submitted to the Environmental Commissioner, Department of Environmental Affairs, Ministry of Environment and Tourism, the Ministry of Mines and Energy and the Ministry of Works and Transport / National Aviation Authority, demonstrating compliance with the EMP, legal and other requirements, and ongoing assessment of risks / aspects.


8. CONCLUSIONS AND RECOMMENDATIONS

8.1 Conclusions With the exception of the possible northern or southern runway extension, the rest of the proposed infrastructural upgrades to the Oranjemund Logistic Aviation Base falls within the current fenced and disturbed area. The northern or southern runway extension will require an expanded airport perimeter / fenced area (Fig. 8.1). According to Fig. 8.1, the area most to be altered/affected would be towards the northeast with the extension of the runway (orange oblong) while the most important area for birds is viewed as the area immediately adjacent the Pink Pan (red oblong). The white dotted arrow line indicates the 1st preferred direction of runway expansion while the 2 shorter black dotted arrow lines indicate the 2nd preferred direction of runway expansion to avoid the important Pink Pan area. The blue dotted line indicates the proposed alternative access route from the golf course area should either of the above mentioned 2 alternative runway expansions be followed. Figure 8.1: Proposed (top) and recommend (bottom) runway extension direction.

The white dotted arrow line indicates the 1st preferred direction of runway expansion while the 2 shorter black dotted arrow lines indicate the 2nd preferred direction of runway expansion to avoid the important Pink Pan area. The blue dotted line indicates the proposed alternative access route from the golf course area should either of the above mentioned 2 alternative runway expansions be followed.


8.2 Recommendations Based on the results of this Environmental Impact Assessment (EIA) and Environmental Management Plan (EIA) report, it’s hereby recommended that the proponent (DBMN) be issued with an Environmental Clearance Certificate (ECC) for the proposed upgrading of the Oranjemund Logistics Aviation Base (OLAB) (Oranjemund Airport), Oranjemund, //Karas Region, South Namibia. Mitigation measures / appropriate management intervention measures to be implemented by DBMN with respect to the impacts ranked as having either a “high” or “medium” significance are provided in the EMP Section of this Report. The 1st preferred direction of runway expansion would be towards the south – i.e. direction of the golf course – while the 2nd preferred direction of runway expansion would be partially towards the south and north, respectively. This would avoid the important Pink Pan area and have the least impact on the environment (Fig. 8.1).


9. BIBLIOGRAPHY AND FURTHER READING

1. FURTHER GENERAL READING

Department of Affairs and Forestry, 2001. Groundwater in Namibia: An explanation to the hydrogeological map. MAWRD, Windhoek, 1, 128 pp. Directorate of Environmental Affairs, 2002. Atlas of Namibia Project. Ministry of Environment and Tourism, Windhoek, http://www.met.gov.na Geological Survey of Namibia, 1999. The Simplified Geological Map of Namibia, Windhoek. https://debmarinenamibia.com/ (Accessed June 2019) http://portals.flexicadastre.com/Namibia-MME Portal) (Accessed June 2019). Miller, R.McG. 2008. The geology of Namibia. Geological Survey, Ministry of Mines and Energy, Windhoek, Vol. 3. Miller, R. McG., 1992. Stratigraphy. The mineral resource of Namibia, Geological Survey of Namibia, MME, Windhoek, 1.2 .1 -1.2.13. Ministry of Environment and Tourism (MET) and Ministry of Mines and Energy (MME), 2018). National policy on prospecting and mining in protected areas, 2018 -2022, Windhoek, Namibia. National Statistic Agency (NSA). (2012). Poverty Dynamics in Namibia: A Comparative Study Using the 1993/94, 2003/04 and the 2009/2010 NHIES Surveys. National Statistics Agency: Windhoek. National Statistics Agency (NSA). (2014a). Namibia 2011 Population and Housing Census Main Report. National Statistics Agency: Windhoek Robertson, T., Jarvis, A., Mendelsohn, J. and Swart, R. 2012. Namibia’s Coast – ocean riches and desert treasures. Directorate of Environmental Affairs, Windhoek. South African National Standards (SANS), 2005. South African National Standard, Ambient

Air Quality – Limits for Common Pollutants. SANS 1929:2005. Standards South Africa, Pretoria. www.openstreetmap.org (Accessed June 2019) 2. FURTHER READING ON FAUNA AND FLORA (ANNEX 3) 3. FURTHER READING ON SOCIOECONOMIC (ANNEX 4)

https://debmarinenamibia.com/

http://portals.flexicadastre.com/Namibia

http://www.openstreetmap.org/


10. ANNEXES

Annex 1-Final Scoping Report / BID – May 2019

Annex 2-Public and Stakeholders Consultation Materials Annex 3-Flora & Fauna Specialist Assessment Report-May 2019

Annex 4-Socioeconomic Specialist Assessment-May 2019

Annex 5-RISK MATRIX (ANGLO)

Documents

Final Environmental Impact Assessment (EIA) and Environmental …eia.met.gov.na/screening/173_APP-00173 Final EIA and EMP... · 2019-07-04 · EIA and EMP Report i DBMN Oranjemund