final scoping report - erm · this report has been prepared by environmental resources ... fsr...

Delivering sustainable solutions in a more competitive world

Final Scoping Report Proposed Liquid Bulk Storage Facility, Eastern Mole, Port of Cape Town, Western Cape Burgan Cape Terminals (Propriety) Limited DEA&DP Ref: E12/2/4/2-A2/75-3030/11 May 2012 www.erm.com

http://www.erm.com/

Burgan Cape Terminals (Propriety) Limited

Final Scoping Report:

Proposed Liquid Bulk Storage Facility, Eastern Mole, Port of Cape Town, Western Cape

May 2012

www.erm.com ERM Reference: 0142769

Prepared by: Tania Swanepoel, Junaid Moosajee and Aabida Davis

For and on behalf of Environmental Resources Management Approved by: Stuart Heather-Clark

Signed: Position: Partner Date: 02 May 2012

This report has been prepared by Environmental Resources Management the trading name of Environmental Resources Management Southern Africa (Pty) Limited, with all reasonable skill, care and diligence within the terms of the Contract with the client, incorporating our General Terms and Conditions of Business and taking account of the resources devoted to it by agreement with the client. We disclaim any responsibility to the client and others in respect of any matters outside the scope of the above. This report is confidential to the client and we accept no responsibility of whatsoever nature to third parties to whom this report, or any part thereof, is made known. Any such party relies on the report at their own risk. .

ENVIRONMENTAL RESOURCES MANAGEMENT BURGAN CAPE TERMINALS (PROPRIETY) LIMITED

1

ACRONYMS

BID Background Information Document

CBD Central Business District

DEA Department of Environmental Affairs

DEAT Department of Environmental Affairs and Tourism

DEA&DP Department of Environmental Affairs and Development Planning

DEIR Draft Environmental Impact Report

DoE Department of Energy

DSR Draft Scoping Report

EAP Environmental Assessment Practitioner

EIA Environmental Impact Assessment

EIR Environmental Impact Assessment Report

EMP Environmental Management Programme

ERM Environmental Resources Management

FSR Final Scoping Report

GDP Gross Development Product

GVA Gross Value Add

GN Government Notice

HIV Human Immunodeficiency Virus

I&APs Interested & Affected Parties

IDP Integrated Development Plan

IP Illuminating Paraffin

LSD Low Sulphur Diesel

MHI Major Hazardous Installation

NEMA National Environmental Management Act

SAHRA South African Heritage Resources Agency

SANS South African National Standards

SDF Spatial Development Framework

STIs Sexually Transmitted Infections

TB Tuberculosis

TNPA Transnet National Ports Authority

ToR Terms of Reference

WHO World Health Organization

WML Waste Management Licence


2

ABBREVIATIONS

% Percent

° Degree

cm Centimetres

C Celsius

H Hour

HV High Voltage

kg Kilograms

km Kilometres

km2 Square kilometres

kV Kilovolt

Ltr Litre

m Metres

Min Minute

MVA Mega Volt Amperes

MW Mega Watts

m2 Square meters

M3 Cubic meters

NO2 Nitrogen Dioxide

PPT Parts Per Thousand

R South African Rand

SO2 Sulphur Dioxide

VOC Volatile Organic Compounds


3

DEFINITIONS AND TERMINOLOGY

Alternative: A possible course of action, in place of another, that would

meet the same purpose and need (of the proposal). Alternatives can refer

to any of the following but are not limited to: alternative sites for

development, alternative projects for a particular site, alternative site

layouts, alternative designs, alternative processes and alternative materials.

Competent Authority: The environmental authority at the national or

provincial level entrusted in terms of legislation, with the responsibility for

granting or refusing environmental authorisation in respect of an activity.

Cumulative Impacts: Impacts that result form the incremental impact of the

proposed activity on a common resource when added to the impacts of other

past, present or reasonably foreseeable future activities (e.g. discharges of

nutrients and heated water to a river that combines to cause algal bloom and

subsequent loss of dissolved oxygen that is greater than the additive impacts

of each pollutant). Cumulative impacts can occur from the collective impacts

of individual minor actions over a period of time and can include both direct

and indirect impacts.

Direct impacts: Impacts that are caused directly by the activity and generally

occur at the same time and at the same place of the activity (e.g. noise

generated by blasting operations on the site of the activity). These impacts are

usually associated with the construction, operation or maintenance of an

activity and are generally obvious and quantifiable.

‘Do nothing’ alternative: The ‘do nothing’ or ‘no-go’ alternative is the option

of not undertaking the proposed activity or any of its alternatives. The ‘do-

nothing’ alternative also provides the baseline against which the impacts of

other alternatives should be compared.

Environment: The surroundings within which humans exist and that are

made up of:

(i) the land, water and atmosphere of the earth;

(ii) micro-organisms, plant and animal life;

(iii) any part or combination of (i) and (ii) and the interrelationships among

and between them; and

(iv) the physical, chemical, aesthetic and cultural properties and conditions of

the foregoing that influence human health and well-being. This includes

the economic, social, cultural, historical and political circumstances,

conditions and objects that affect the existence and development of an

individual, organism or group.

Environmental Assessment: The generic term for all forms of environmental

assessment for projects, plans, programmes or policies. This includes


4

methods/tools such as environmental impact assessment, strategic

environmental assessment, sustainability assessment and risk assessment.

Impact: The positive or negative effects on human well-being and / or on the

environment.

Environmental Management: Ensuring that environmental concerns are

included in all stages of development, so that development is sustainable and

does not exceed the carrying capacity of the environment.

Environmental Management Programme: An operational plan that organises

and coordinates mitigation, rehabilitation and monitoring measures in order

to guide the implementation of a proposal and its on-going maintenance after

implementation.

Indirect impacts: Indirect or induced changes that may occur as a result of the

activity (e.g. the reduction of water in a stream that supplies water to a

reservoir that supplies water to that activity). These types if impacts include

all of the potential impacts that do not manifest immediately when the activity

is undertaken or which occur at a different place as a result of the activity.

Interested and Affected Parties (I&APs): Individuals, communities or

groups, other than the proponent or the authorities, whose interests may be

positively or negatively affected by the proposal or activity and/or who are

concerned with a proposal or activity and its consequences.

Mitigate: The implementation of practical measures to reduce adverse impacts

or enhance beneficial impacts of an action.

Scoping: The process of determining the spatial and temporal boundaries (i.e.

extent) and key issues to be addresses in an environmental assessment. The

main purpose of scoping is to focus the environmental assessment on a

manageable number of important questions. Scoping should also ensure that

only significant issues and reasonable alternatives are examined.

Significance: Significance can be differentiated into impact magnitude and

impact significance. Impact magnitude is the measurable change (i.e.

magnitude, intensity, duration and likelihood). Impact significance is the

value placed on the change by different affected parties (i.e. level of

significance and acceptability). It is an anthropocentric concept, which makes

use of value judgements and science-based criteria (i.e. biophysical, social and

economic).

Stakeholder engagement: The process of engagement between stakeholders

(the proponent, authorities and I&APs) during the planning, assessment,

implementation and/or management of proposals or activities.


5

Stormwater: Water resulting from natural precipitation and / or accumulation

and includes rainwater, groundwater, and spring water, but excludes water in

a water or wastewater reticulation system.


6

CONTENTS

ACRONYMS 1

ABBREVIATIONS 2

DEFINITIONS AND TERMINOLOGY 3

CONTENTS 6

1 INTRODUCTION 9

1.1 BRIEF DESCRIPTION 9

1.2 PURPOSE OF THIS REPORT 9

1.3 NEED AND DESIRABILITY 10

1.4 STRUCTURE OF THIS REPORT 12

1.5 OPPORTUNITY TO COMMENT ON THE SCOPING REPORT 14

2 LEGAL AND POLICY FRAMEWORK 15

2.1 APPLICABLE LEGISLATION 15

2.2 NATIONAL ENVIRONMENTAL MANAGEMENT ACT 16

2.3 EIA REGULATIONS 17

2.4 NATIONAL ENVIRONMENTAL MANAGEMENT: WASTE ACT (ACT 59 OF 2008) 18

2.5 NATIONAL ENVIRONMENT MANAGEMENT: AIR QUALITY ACT (ACT NO. 39 OF

2004) 19

2.6 NATIONAL WATER ACT (ACT NO. 36 OF 1998) 19

3 PROJECT DESCRIPTION 20

3.1 BACKGROUND 20

3.2 DETAILED PROJECT DESCRIPTION 20

3.2.1 Liquid Bulk Storage System 24

3.2.2 Distribution Facilities 26

3.2.3 Waste Management System 26

3.2.4 General infrastructure associated with the distribution and storage facility 29

3.2.5 Fire Protection System 30

3.3 PROJECT PHASES AND ACTIVITIES 32

3.3.1 Construction 32

3.3.2 Operation 33

3.3.3 Decommissioning 33

3.4 SERVICES AND UTILITIES 33

3.5 CONSIDERATION OF ALTERNATIVES 33

3.5.1 Site Location Alternatives 33

3.5.2 Site Layout Alternatives 34

3.5.3 Technological Alternative 34

3.5.4 No- Go Alternative 35


7

4 ENVIRONMENTAL BASELINE 38

4.1 INTRODUCTION 38

4.2 BIOPHYSICAL ENVIRONMENT 38

4.2.1 Climate 38

4.2.2 Port of Cape Town 38

4.2.3 Vegetation 39

4.2.4 Soil and Geotechnical 39

4.2.5 Geology 40

4.2.6 Air Quality 40

5 SOCIOECONOMIC BASELINE 41

5.1 PROJECT AREA 41

5.1.1 Administrative Structure and Area 41

5.1.2 Population Size and Growth 42

5.1.3 Education, Employment and Skills 42

5.1.4 Economy and Livelihoods 43

5.1.5 Other Port Developments 44

5.1.6 Health 46

5.1.7 On Site Existing Infrastructure 46

5.1.8 General Services and Infrastructure 46

6 APPROACH AND METHODOLOGY 47

6.1 SCOPING PHASE 48

6.1.1 Site visit 49

6.1.2 Public participation 49

6.1.3 Way Forward 50

7 PRELIMINARY IDENTIFICATION OF IMPACTS 51

7.1 INTRODUCTION 51

7.2 IMPACT ASSESSMENT METHODOLOGY 51

7.3 DESCRIPTION OF POTENTIAL IMPACTS 51

7.3.1 Air Quality 51

7.3.2 Surface and groundwater 52

7.3.3 Noise 53

7.3.4 Visual 53

7.3.5 Traffic 53

7.3.6 Marine Impacts 54

7.3.7 Major Hazardous Installation Risks 54

7.3.8 Socio- economic Impacts 55

8 PLAN OF STUDY FOR EIA 57

8.1 EIA TASKS 57

8.1.1 Specialist Study Phase 57

8.1.2 Integration and Assessment Phase 58

8.1.3 Interaction with Authorities 58


8

8.1.4 Public Participation Activities 59

8.2 SPECIALIST STUDIES/INPUT 59

8.3 IMPACT ASSESSMENT METHODOLOGY 61

8.3.1 Impact Assessment Process 61

8.3.2 Detailed Assessment Methodology 62

8.4 PROJECT TIMING 66

9 WAY FORWARD 67

10 REFERENCES 69


9

1 INTRODUCTION

Burgan Cape Terminals (Proprietary) Limited hereafter referred to as Burgan

Oil, appointed Environmental Resources Management Southern Africa (Pty)

Ltd, hereafter referred to as ERM, as independent Environmental Assessment

Practitioners (EAPs) to undertake the Environmental Impact Assessment

(EIA) process for the proposed construction and operation of a liquid bulk

storage facility at the Eastern Mole, Port of Cape Town, Western Cape.

1.1 BRIEF DESCRIPTION

Transnet National Ports Authority has identified the establishment of a coastal

fuel storage and distribution facility on a portion of land measuring 30,442m²

in the Port of Cape Town as a strategic business opportunity and released a

Request for Proposal for the establishment of such a facility. Burgan Oil was

nominated as the preferred bidder. to develop the facility.

Burgan's objective is to be an industry leader in the field of oil storage and

related services, through employing the best skills and ensuring the company

has appropriate capital support to deliver a professional and "best practice"

service to the South African Oil Industry.

The proposed facility is expected to have a total tank capacity of between 70

000m3 and 113 000m3 for the storage of liquid bulk including but not limited to

diesel, petrol and illuminating paraffin.

The associated drainage systems on site will consist of storm water, sewer and

three oil-water separators.

Other on site infrastructure will include an office block, five bay road loading

gantry and associated infrastructure. Additionally, ERM are applying for a

Waste Management Licence for the installation of oil-water separators (see

Annex F)

1.2 PURPOSE OF THIS REPORT

This Final Scoping Report (FSR) has been compiled as part of the EIA process

in accordance with the regulatory requirements stipulated in the EIA

Regulations promulgated in terms of Section 24(5) of the National

Environmental Management Act (NEMA) (Act No. 107 of 1998), as amended.

The FSR provides a description of the proposed project activities, alternatives

considered, the EIA methodology, and issues and concerns identified by the

project team and/or raised by interested and affected parties (IAPs). A Plan

of Study for EIA is also included.


10

1.3 NEED AND DESIRABILITY

The need and desirability of the proposed fuel storage and distribution

facility, is discussed below.

The oil and gas sector plays an important role in the development of Cape

Town’s economy and the contribution it makes is expected to grow. Analysts

forecast that the industry will contribute R7,2 billion to Cape Town’s economy

and employ roughly 11 400 people by 2014 (1).

Ports are considered an integral part of the petroleum industries logistical

value chain. However, the increased demand for imports has put additional

strain on the Cape Town harbour. This will be amplified from 2017 onwards

when Clean Fuels must be available to the South African market and it is

widely assumed that infrastructure to handle additional imports will be

critical.

Investment into infrastructure such as fuel storage depots has been identified

as a solution to relieve some of the pressure currently faced by ports and other

sections of the petroleum supply chain. A study conducted by the Fuel

Supply Strategic Task Team (FSSTT), has shown that most of the current

depots are unable to receive large shipments (2).

A Request for Proposal was put out by Transnet in May 2010 which invited

bidders to submit proposals for the construction and operation of a liquid

bulk storage facility at the Port of Cape Town. The proposed liquid bulk

storage facility will form part of the Port of Cape Town Development

Framework Plan (PDF). The intended use of the facility is for liquid bulk

storage including imported and exported products under a lease agreement

for a maximum period of twenty (20) years.

The Western Cape Provincial Spatial Development Framework (PSDF, 2009)

has a timeframe of 20 years. It currently does not make specific reference to

the proposed land use (industrial development catering for commercial, large

scale oil and gas companies). However, the proposed development does not

conflict with any of the broad based principles as set out within the PSDF.

The proposed fuel storage and distribution facility is line with the current City

of Cape Town Integrated Development Plan (IDP, 2011 review). The IDP

identified the oil and gas sector as a priority sector and investment into this

sector is being promoted (3).

(1) City of Cape Town IDP 2011 review (2) Department of Minerals and Energy- Energy Security Master Plan- Liquid Fuels (2007) (3) City of Cape Town IDP 2011 review


11

Location

The proposed fuel storage and distribution facility will be located within the

industrial area of the Port of Cape Town in an area referred to as the Eastern

Mole. The Eastern Mole is located within the Port of Cape Town which is a

large multi-purpose port located in Table Bay on the Western Cape coast,

Cape Town, South Africa. According to Transnet, the port is the second

busiest port in South Africa, after Durban and specialises in the handling of

fruit and agricultural produce. The Eastern Mole is ear-marked for the

proposed development (see Figure 3.1) and the site is vacant at present.

Although the activity (the construction and operation of a liquid bulk storage

and distribution facility) and the associated land use, is not considered a

societal priority, however, the Eastern Mole of the port has been ear-marked

for liquid fuel storage by Transnet.

The Department of Energy (DoE) (previously known as the Department of

Minerals and Energy), identified a number of capacity constraints and

challenges faced by the petroleum sector in meeting energy demand in the

‘Energy Security Master Plan- Liquid Fuels’.

They have identified that the logistical infrastructure associated with the

petroleum industry have been under pressure especially within ports and the

depots of oil companies.

More specifically, the lack of fuel offloading infrastructure at ports, minimal

on-loading and offloading infrastructure as well as minimal storage capacity

have all been highlighted by the DoE as decreasing the petroleum industry’s

ability to adequately deal with supply irregularities as well as adversely

impacting on both petroleum pipelines and rail operations (1). The increase in

the reserves of liquid fuel would contribute in the security of the supply of

energy (2).

One of the short- term solutions identified by the DoE was to increase fuel

security in South Africa, is to update and increase liquid fuel handling

facilities at ports.

Although the current fuel market in the Western Cape is balanced and the

Energy Security Master Plan states “liquid fuels require some level of

redundancy in the system to ensure security of supply. The cost of not having

sufficient fuel available justifies the need for “reserve margins”, as would be

provided by the proposed development.

Additionally, the liquid bulk section of Cape Town only has two berths with a

capacity of 3.4 million tons. Seventy one (71)percent of this capacity was

utilised during the 2010/ 2011 financial year which implies that additional

capacity is required for future growth (3). Figure 1.1 indicates the demand for

(1) Department of Minerals and Energy- Energy Security Master Plan- Liquid Fuels (2) Department of Energy Strategic Plan- 2011/12- 2015/2016 (3)Engineering News


12

liquid fuel and other commodities within the Port of Cape Town. It shows

how the expected demand for liquid fuel (liquid bulk) will increase in the long

term.

Figure 1.1 Commodity demand by the Port of Cape Town

The storage and distribution facility would need to utilise municipal services

including: water, electricity, sewerage, waste and road networks. The City of

Cape Town and the Port of Cape Town are both being engaged in this process

and confirmation of service delivery will be obtained as the project progresses.

The need for additional fuel storage capacity is an issue of national concern

and is discussed within the National Department of Energy Liquid Fuels

Energy Security Master Plan. If there is a shortage of supply within one

province/ city of South Africa, this has a knock on effect for the rest of the

nation, as fuel would need to be transported from the ‘wet’ region to the ‘dry’

region.

The site has been demarcated for liquid fuel use by Transnet National Port

Authority given the available pipeline, industrial location and ease of access

into the city.

The Port of Cape Town has current infrastructure and services which favours

the proposed land use (a liquid bulk storage facility). These services include

the fuel distribution pipeline at the harbour; the pipeline connecting the Port

to Chevron Refinery; the current depth at the port is suitable for oil tankers; no

additional dredging is required and the existing berths are currently used for

this purpose and do not need widening.

1.4 STRUCTURE OF THIS REPORT

The structure of this Scoping Report is as follows:

Transnet Infrastructure Plan, July 2009


13

Table 1.1 Report structure

Section Contents

Section 1 Introduction

Contains a brief description of the proposed activity and an outline of the report structure.

Section 2 Regulatory Framework

Describes the legislative, policy and administrative requirements applicable to the proposed development.

Section 3 Project Description

Includes a detailed description of the proposed activities and the alternatives.

Section 4 Environmental Baseline

Briefly describes the receiving biophysical environment.

Section 5 Social Baseline

Briefly describes the receiving socio-economic environment..

Section 6 Approach and Methodology

Outlines the approach to the EIA study and summarises the process undertaken for the project to date.

Section 7 Preliminary Identification of Impacts

Provides a summary of key issues raised and the potential impacts associated with the proposed development.

Section 8 Plan of Study for EIA

Outlines how the impact assessment process will be undertaken including specialist studies.

Section 9 Way Forward Outlines the way forward

Section 10 References

Provides all references used in the Scoping Report.


14

1.5 OPPORTUNITY TO COMMENT ON THE SCOPING REPORT

Interested and Affected Parties (I&APs) and authorities are provided with an

opportunity to comment on any aspect of the proposed activity and this FSR.

A copy of the full report, including the Plan of Study for EIA, has been lodged

at the City of Cape Town Central Public Library, an electronic copy is

available on the following website http://www.erm.com/Burganoil and a

notification letter has been sent to all registered and identified I&APs to

inform them of the release of the FSR and where the report can be reviewed.

Comments should be forwarded to ERM at the address, tel. /fax numbers or

e-mail address shown below and they should reach ERM by no later than 23

May 2012 (i.e. the end of the 21-day review period).

Att: Junaid Moosajee

ERM Southern Africa (Pty) Ltd

Postnet Suite 90,

Private Bag X12

Tokai, Cape Town,

7966

Tel: (021) 702 9100; Fax: (021) 702 7900

E-mail: [email protected]


15

2 LEGAL AND POLICY FRAMEWORK

2.1 APPLICABLE LEGISLATION

The proposed activity is subject to legislative and policy requirements at a

national, provincial and municipal level. Key pieces of legislation are

highlighted below:

National

• National Environmental Management Act (Act No. 107 of 1998), as

amended;

• NEMA EIA Regulations 2010, (Government Notice No R545);

• National Environmental Management Waste Act (Act No. 59 of 2008);

• National Environment Management: Air Quality Act (Act No. 39 of 2004);

• National Water Act (Act No. 36 of 1998);

• Marine Pollution Act (Act No. 2 of 1986)

• National Heritage Resources Act ( Act No. 25 of 1999);

• Department of Environmental Affairs and Tourism (DEAT) Integrated

Environmental Management Information Series No.2, Scoping, 2002;;

• National Environmental Management: Air Quality Act (No. 39 of 2004);

• National Ports Act (Act No. 12 of 2005);

• National Ports Regulations, 2007;

• Major Hazardous Installations Regulations (GNR 96 of 998 and GNR 692

of 2001); and

• Occupational Health and Safety (Act No. 85 of 1993).

Provincial

• Department of Environmental Affairs & Development Planning

(DEA&DP) NEMA EIA Regulations Guideline and Information Document

Series, 2010.

Municipal

• Cape Town Metropolitan Integrated Waste Management By- Law;

• Wastewater and Industrial Effluent By-law;

• Stormwater Management By-law;

• Treated Effluent By-law;

• Cape Town Metropolitan Municipality By-law for Air Pollution Control;

• Bylaw relating to community fire safety.

Other relevant guidelines and policies:

• SANS 10089-1; 2008: The petroleum industry part one; Storage and

distribution of petroleum products in aboveground bulk installations.


16

• SANS 10089-2: 2008: The petroleum industry part two; Electrical and other

installations in the distribution and marketing sector;

• SANS 10108: 2005; The classification of hazardous locations and the

selection of apparatus for use in such locations;

• SANS 10105: The use and control of fire fighting equipment.

• TNPA: Instructions governing the lease of sites for the reception, storage,

handling and distribution of petroleum and chemical products (Revised

August 2002)

2.2 NATIONAL ENVIRONMENTAL MANAGEMENT ACT

NEMA requires that activities be investigated that may have a potential

impact on the environment, socio-economic conditions, and cultural heritage.

The results of such investigation must be reported to the relevant authority.

Procedures for the investigation and communication of the potential impact of

activities are contained in Section 24 (7) of the Act.

Section 24(C) of the Act defines the competent decision-making authority

which in this case is the provincial environmental department, the Western

Cape Department of Environmental Affairs and Development Planning

(DEA&DP).

Key principles of NEMA are described in Chapter 2 of the Act and include the

following:

• Development must be socially, environmentally and economically

sustainable;

• Environmental management must be integrated;

• Decisions concerning the environment must take into account the needs,

interests and values of all Interested and Affected Parties (I&APs);

• Community well-being and empowerment must be promoted through

environmental education and awareness, and the sharing of knowledge

and experience; and

• Decisions must be taken in an open and transparent manner, and access to

information must be provided in accordance with law..

Chapter 5 of NEMA deals with Integrated Environmental Management and

focuses on promoting the use of appropriate environmental tools, such as

Environmental Impact Assessment. Section 24 of NEMA requires that

activities be investigated that may have a potential impact on the

environment, socio-economic conditions, and cultural heritage. The results of

such investigation must be reported to the relevant authority. Procedures for

the investigation and communication of the potential impact of activities are

contained in Section 24 (7) of the Act, which requires that:

• The potential impact, including the cumulative effects of the activity and

its alternatives must be investigated;


17

• The significance of the potential impact must be assessed;

• Mitigation measures which minimise adverse environmental impacts must

be investigated;

• The option of not implementing the activity must be considered;

• There must be public participation, independent review and conflict

resolution in all phases of the investigation and assessment of impacts;

and;

• Where an activity falls within the jurisdiction of more than one organ of

state, there must be co-ordination and co-operation between those organs

of state in the consideration of assessments.

Chapters 2 and 5 of NEMA provide a basis for consideration of potential

impacts associated with a proposed development, by DEA&DP.

Section 28 of the Act is specific regarding “duty of care” for the environment

and remediation of environmental damage. Accordingly, every person who

causes, has caused or may cause significant pollution or degradation of the

environment must take reasonable measures to prevent such pollution or

degradation from occurring, continuing or recurring. The Act defines

pollution broadly as any change in the environment caused by substances,

radioactive or other waves, or emissions of noise, odours, dust or heat. The

environmental authorities may direct an individual or organisation to rectify

or remedy a potential or actual pollution problem. If such a directive is not

complied with, the authorities may undertake the work and recover the costs

from the responsible party.

Section 28 would be relevant to the construction and operational phase of the

proposed development. The proponent is obligated, in terms of NEMA, to

implement measures and take actions to prevent any form of pollution to air,

water or land.

2.3 EIA REGULATIONS

The EIA Regulations, June 2010 (Government Notices R544 and R545) identify

activities which may have a detrimental effect on the environment and the

listed activities which may be triggered by the proposed liquid bulk storage

and distribution facility include:

GN R545

Activity 3. The construction of facilities or infrastructure for the storage, or storage

and handling of a dangerous good, where such storage occurs in containers with a

combined capacity of more than 500 cubic meters.


18

The proposed storage capacity of the facility is between 70 000m3 and 113

000m3..

Activity 26. Commencing of an activity, which requires an atmospheric emission

license in terms of section 21 of the National Environmental Management: Air

Quality Act, 2004 (Act No. 39 of 2004), except where such commencement requires

basic assessment in terms of Notice of No. R544 of 2010.

The proposed fuel storage capacity is anticipated to be more that 500m3 and

therefore an atmospheric emissions license will be required.

2.4 NATIONAL ENVIRONMENTAL MANAGEMENT: WASTE ACT (ACT 59 OF 2008)

The purpose of this Act was to reform the law regulating waste management

in order to protect health and the environment by providing reasonable

measures for the prevention of pollution and ecological degradation and for

securing ecologically sustainable development. In addition, the Act provides

for the following:

• institutional arrangements and planning matters;

• national norms and standards for regulating the management of waste by

all spheres of government;

• specific waste management measures;

• the remediation of contaminated land;

• the national waste information system;

• compliance and enforcement; and

• to provide for matters connected therewith.

This Act is of relevance to ensure aspects of waste minimization, recycling and

reuse is incorporated into the project planning and implementation. In

addition, the construction and operation of the oil water separators will

require a Waste Management Licence (WML) in accordance with the listed

activities under Category A (General Notice 409 of 2009). The relevant

activities are included below.

Category A:

Activity 11. The treatment of effluent, wastewater or sewerage with an annual

throughput capacity of more than 2000 cubic meters but less than 15 000 cubic

meters.

Activity 18. The construction of facilities for activities listed in Category A of this

Schedule (not in isolation to associated activity).

A Waste Management Licence (WML) application has therefore been

submitted to the Department of Environmental Affairs (DEA) and is included

in Annex F.


19

2.5 NATIONAL ENVIRONMENT MANAGEMENT: AIR QUALITY ACT (ACT NO. 39 OF

2004)

The purpose of the Air Quality Act (AQA) was to reform the law regulating

air quality in order to protect the environment by providing reasonable

measures for the prevention of pollution and ecological degradation. The

objectives of this Act are:

• to protect the environment by providing reasonable measures for the

protection and enhancement of the quality of air in the Republic;

o prevention of air pollution and ecological degradation;

o securing ecologically sustainable development while promoting;

o Justifiable economic and social development.

• Generally to give effect to Section 24(b) of the Constitution in order to

enhance the quality of ambient air for the sake of securing an environment

that is not harmful to the health and well-being of people.

The storage and handing in excess of 500 cubic meters of petroleum products

is a scheduled process in terms of the Air Quality Act and Burgan Cape

Terminals would need to apply for an Air Emissions License.

2.6 NATIONAL WATER ACT (ACT NO. 36 OF 1998)

The National Water Act (NWA) is the primary legislative instrument for the

control and management of South Africa’s water resources. In addition to

ensuring equitable access to and use of water, a key function of the National

Water Act is to ensure the protection of the national water resource from

pollution. Many of the provisions in the NWA are similar to those in NEMA,

but refer specifically to pollution of a water resource, whereas NEMA refers to

any change in an environment (land, water, air).

Section 19 of the Act deals with prevention and remedying effects of pollution.

It is the responsibility of an owner of land, a person in control of land or a

person who occupies or uses that land to take all reasonable measures to

prevent pollution of a water resource from occurring, continuing or recurring.

If these measures are not taken the authorities may do whatever is necessary

to prevent the pollution or remedy its effects and may recover all reasonable

costs. This section covers pollution that may arise from contaminated

stormwater.

Kantey and Templer (K & T) have drafted a drainage plan for the proposed

development which outlines the drainage philosophy and provides an

understanding of the drainage system on site. The drainage system will be

designed with the intention of ensuring effluent entering stormwater is

compliant with the relevant municipal bylaw.


20

3 PROJECT DESCRIPTION

3.1 BACKGROUND

This Chapter provides a technical description of the proposed Liquid Bulk

Storage and Distribution Facility and also provides an overview of the

planned project activities and location. A general description of the project

setting with additional detail on the baseline environmental and social

conditions is provided in Chapter 5.

3.2 DETAILED PROJECT DESCRIPTION

Kantey and Templer (Pty) Ltd, hereafter referred to as K&T have are the

consulting engineers on the project. The storage and distribution facility will

have the following components:

• Liquid Bulk Storage System;

• Fire Protection System; and

• Electrical System.

Figure 3.2 and Figure 3.3 shows the proposed site layout alternatives.

!(

!(

!(#*

18°28'30"E

18°28'30"E

18°27'0"E

18°27'0"E

18°25'30"E

18°25'30"E

18°24'0"E

18°24'0"E

18°22'30"E

18°22'30"E3

3°5

2'3

0"S

33

°52

'30

"S

33

°54

'0"S

33

°54

'0"S

33

°55

'30

"S

33

°55

'30

"S

33

°57

'0"S

33

°57

'0"S

SIZE:

TITLE:

DATE: Apr 2012

DRAWN: AB

CHECKED: AD

APPROVED: SHC

Project: 0142769

SCALE: 1 : 55 000

DRAWING: REV:

A4

Figure 3.1:Topo Locality Map

Topo Locality Map Rev2.mxd 2

CLIENT:

±0 1 2

Kilometers

#*

Project Area

NAMIBIA

BOTSWANA

NORTHERN CAPE

LIMPOPO

EASTERN CAPE

FREE STATE

WESTERN CAPE

NORTH WEST

MO

ZA

MB

IQU

E

KWAZULU-NATAL

MPUMALANGA

LESOTHO

GAUTENG

SWAZILAND

ZIMBABWE

SCALE:

T:\

GIS

Pro

ject\0

14

27

69

_B

urg

an

_O

il\M

app

ing\M

XD

\To

po

Localit

y M

ap R

ev2.m

xd

Burgan Cape Terminals (Propriety) Limited

Projection: Geographic, Datum: WGS84Source: Chief Directorate National Geo-Spatial Information3318CD_2000_ED9_GEO.TIF 3318DC_2000_ED9_GEO.TIFInset: ESRI Data and Maps

It is unlawful for any firm or individual to reproduce copyrighted maps, graphics or drawings, in whole or in part, without permission of the copyright owner, ERM Southern Africa (Pty) Ltd �

Legend

#* Site Location

!( Oil water separator 1

!( Oil water separator 2

!( Oil Water separator 3

[� Lighthouse and Marine Light

National Freeway/Routes

Arterial Route

Main Roads

Secondary Roads

Other Roads

Track and Hiking Trail

Railway

Contours (20m)

Rivers

5km Buffer

Buildings

Built up Areas

Water Bodies

Nature Reserves

Open Areas

Vlei

Portion A

Portion B

Portion C

Building 32,The Woodlands,Woodlands Drive,Woodmead, 2148Johannesburg, South AfricaTel: +27 (0)11 798 4300Fax: +27 (0)11 804 2289

ERM

!(

!(

!( #*

Inset map

Figure 3.2 Proposed Site Layout- Alternative 1

Figure 3.3 Preferred Site Layout- Alternative 2

3.2.1 Liquid Bulk Storage System

The proposed facility is expected to have a total tank capacity of between 70

000m3 and 113 000m3.

The storage tank area will be covered in a raft type foundation which will be

supported by the use of piles. The storage tanks will be surrounded by a bund

wall with a capacity of 110% of the total tank capacity for that bund area. The

product will be received via two main sources, namely the Eastern Mole Berth

1 and 2 and the Chevron Oil Refinery.

Eastern Mole Berth

The tanker ships will decant at the berth, making use of marine loading arms.

K & T have calculated the ship off loading flow rates when decanting at the

berth. They have assumed that all ship tankers are able to off- load product

within 36 hours and that the largest product supply at any one time would be

30,000m³. Table 3.1 illustrates the different flow rates for each product per arm

and the different variables included to arrive at this flow rate.

Table 3.1 Ship off loading rates

Decanting at berth

Maximum product off-load Diesel 30, 000 m3

Maximum product off- load Petrol 30, 000 m3

Maximum product off- load IP 30, 000 m3

Maximum time for ship at berth 36 Hrs

Setting up time 4 Hrs

Pumping time 32 Hrs

Flow per arm Diesel 15,625 Ltr/min

Flow per arm Petrol 15,625 Ltr/min

Flow per arm IP 15,625 Ltr/min

Chevron Oil Refinery

Fuel may also be able to be pumped from the Chevron Oil Refinery to the

storage facility using the Caltex pipeline connected to the Burgan pipeline

The diagram below (Figure 3.4) illustrates the flow of fuel from the tanker

ships into the storage tank area.

Figure 3.4 Process Flow Diagram: Tanker Ship to Bulk Storage Area


26

3.2.2 Distribution Facilities

Product Distribution in Depot

The distribution facilities would include a five bay road loading gantry with

the ability to pump 2000 litre/min from the bulk storage tanks. Additionally,

all tank skin and manifold valves will be actuated valves and thermal relief

and by- passes will be installed at certain required points.

Product Export from Depot

Fuel product would also be able to be exported from the depot via the

pipeline, ship tanker and the road loading gantry. The transfer via the

pipeline would be at a speed of 8000ltr/min and would pump into the Caltex

or the Burgan Oil Services pipeline.

Fuel would also be transferred into ship tankers at a speed of 8000ltr/min.

The road loading gantry (estimated five loading bays) is another means of

product export from the depot.

3.2.3 Waste Management System

Oily Water Separators

It is proposed that three oily water separators will be installed at the

development. Two of the oily water separators will be located at the main

storage area, and the third separator will be located within the road gantry

area. Contaminated and potentially contaminated water will flow into the

system. The sources of the contaminated and potentially contaminated water

are from the following areas:

• Bunded area:

• All bund drainage is controlled and flows via channels and piping

to main bund separator;

• Road loading gantry:

• Drains directly to road loading gantry separator;

• Drainage system designed so to allow a holding capacity of 2min

of maximum pumping;

• Separator designed so that excess flow into the separator will be

drained and stored in site first flush basin and then pumped

through gantry separator at a later stage.

• Pump and Manifolds Slabs

• Drains directly to relevant separator;

• Drainage system designed so to allow a maximum holding

capacity of 2 minutes of maximum pumping.

• Hard standing for truck driveways in depot:

• All hard standing driveways inside depot drains towards first

flush basin;


27

• First 4mm of rain from hard standing driveways is stored in the

first flush basin; the remainder will then be diverted to storm

water.

The separators would be installed to treat contaminated surface runoff and

unintentionally contaminated water from the fuel storage terminal more

specifically the bund area. This is to ensure to that contaminant

concentrations are within the limits for disposal to stormwater. It is

anticipated that the throughput capacity of the separator would be no more

than 15 000m³ per annum and approximately nine (9) m³ per day per

separator.

The separator is designed as a one in ten year intensity rainfall separator with

three chambers. The oily water separators will be two meters wide by one

and a half meters in depth. The primary chamber will be three meters in

length, the secondary chamber two meters in length and the tertiary chamber

one meter in length. If any severe fuel spill occurs within the bunded area, the

spill will be pumped out by an appropriate hydrocarbon removal contractor.

Additionally, the separator will be constructed in reinforced concrete and will

be designed according to SANS 10089.

The Figure 3.5 below illustrates the process that occurs when oily water is

being treated through the application of the Ultraspin device. The Ultraspin

Technology to be used, is able to remove <10mg/l of oil and grease, without

the use of chemicals.

Figure 3.5 Process Diagram


29

The Ultraspin separator produces a separation force of more than 1000 times

of the force of gravity, thereby separating smaller oil droplets to 15-microns in

size from oily water.

The oily water is pumped into the large diameter end. This initiates a

spinning vortex. This spinning vortex is accelerated as it moves down the

tapered separation tube flinging the heavier water to the outside walls while

the lighter oil moves to the centre. The separated oil is removed and the

treated water is discharged out the other end of the tube.

Additionally, all water released from the separator will be tested before

discharge. The figure below shows a diagram of the process of oil water

separation within the Ultraspin Separator (see Figure 3.6).

Figure 3.6 Ultraspin Separator

3.2.4 General infrastructure associated with the distribution and storage facility

The eastern mole site covers an area of approximately 30, 442m2. Figure 3.2 shows the site layout diagram. It is anticipated that the site will have the following general infrastructure:


30

General Infrastructure

• Fencing with a height of 2.4meters surrounding the depot with entrance

and exit points for pedestrians at certain locations; and

• The road tanker driveway will have a concrete hard standing.

Office Block

The office block will have the two floors and consist of the following uses:

• General offices;

• Meeting Rooms;

• First aid room;

• Archives room;

• Kitchen;

• Ablution Facilities;

• Laboratory consisting of basic counter space for fuel testing, a sample sink

linked to the waste tank and a flammable liquids store;

• Canteen; and

• Change rooms.

Additionally, the office block will have parking bays for employees and

visitors.

3.2.5 Fire Protection System

For the fire fighting system, water will be supplied to the depot from Transnet

and sufficient water will be stored to be adequately prepared for the worst

case scenario fire.

The fire fighting system will have the following features:

• Fire Pump Station;

• Fire Water Distribution;

• Tank Foam Facilities;

• Tank Cooling;

• Bund Foam; and

• Bunds.

Fire Pump Station

The fire pump station will comprise of the following:

• Three fire water pumps- two duty pumps with a pressure of 12 800 litres/minute and one standby with a pressure of 12 800 litre/ minute;

• Three foam pumps- two duty pumps with a pressure of 265 litres/minutes and one standby pump with a pressure 265 litres/ minute; and


31

• 26m3 of foam stocks (1) stored on site;

Additionally, a tie in from the port fire fighting foam system has been

incorporated into the fire fighting in the event of an emergency.

Fire Water Distribution

A 200 diameter fire water ring main around all three portions of the site has

been catered for which will be used for the portable fire fighting equipment if

this becomes necessary.

Tank Foam Facilities

• All tanks will be fitted with foam top pouring systems;

• Manifolds will be located at a safe distance away from the tanks and these

valves will be manually operated; and

• Testing facilities will be incorporated into the system.

Tank Cooling

• All tanks will be fitted with tank cooling rings with one mini ring on the

roof of the tank and one main ring running around the perimeter of the

tank; and


valves will be manually operated.

Bund Foam

• All bunds will be fitted with fixed bund foam pourers; and


valves will be manually operated; and

Bunds

• Bund walls will be constructed with a bund capacity of 110 % of the tank;

• All bund floors will be sealed with concrete;

• Bunds will have drains which are controlled via pipes and valves;

• Tank areas will be sub-divided into intermediate bund areas; and

• Underflow/ overflow weirs are installed to control flow from one sub-

division to the next.

Additionally, the road loading gantry area will have an automated overflow

system.

(1) Equivalent to one hour of foam water


32

Electrical Systems

It is expected that TNPA will be responsible for arranging supply of electricity

to the site and therefore a mini electrical substation is needed to distributed

and transfer electricity. The substation will be 10 meters, by five meters by 3

meters high and 900 meter cable running from Erf 148408.

It is anticipated that supply infrastructure for the electrical system will be the

following:

• Electrical Substation;

• MV Reticulation;

• MV metering unit;

• 400kVA Mini-sub; and

• MV 900m underground cable

• LV Reticulation

• MDB

• MCC

• Generator.

The following systems and areas will be electrified:

• Road loading gantry;

• Tank farm;

• Pump bay;

• Electrified fire fighting installations;

• Perimeter/Security and lightning and

• Office electrical infrastructure.

3.3 PROJECT PHASES AND ACTIVITIES

3.3.1 Construction

It is estimated that the construction phase will last for approximately one year

and two months. The construction time for each task of the development is

estimated below:

• Site Preparation : four weeks;

• Piling: 43 weeks;

• Task foundations: 40 weeks;

• Tank construction: 72 weeks;

• Bund walls: 2 weeks;

• Bund floor sealing: 20 weeks;

• Fire protection systems: 20 weeks;

• Product pumps and piping: 20 weeks;

• Loading gantry: 16 weeks;

• Offices: 16 weeks;


33

• Electrical works: 12 weeks; and

• Commissioning: two weeks.

3.3.2 Operation

Once the site is complete and operational it is expected that the facility will

have a lifespan of 20 years or more. The operation of the facility will create

employment opportunities for 21 people. Waste resulting from the operation

of the facility will include oily water and general office waste.

3.3.3 Decommissioning

Once the facility reaches the end of its lifespan, the facility will be

decommissioned. After this time, the site will be rehabilitated in accordance

with best practice at the time of decommissioning.

3.4 SERVICES AND UTILITIES

The following services and utilities are available at the boundary of the site.

Water and stormwater

There is a 160mm diameter ring feed around the perimeter of the site

supplying fresh water. As mentioned above, a stormwater drainage system

will be designed.

Sewage Disposal

A pump sump is available on site.

Salt Water Fire Main

A salt water fire main (250mm pipe pressurized by fire-fighting pumps

capable of supplying 17 bar pressure) runs adjacent to the site.

Access Road

A ten meter wide access road to the site exists, however, the turn off

intersection into the site, will need to be constructed.

3.5 CONSIDERATION OF ALTERNATIVES

3.5.1 Site Location Alternatives

Due to the economic justification behind the development of the project, and

the intended future land use at the Eastern Mole, no site alternatives have

been considered and the rationale is discussed below.


34

The advantage of locating a storage and distribution facility at the harbour is

that fuel can be received from tankers and ships. One of the main drivers of

the development is the need for adequate liquid bulk storage and distribution

facilities at the harbour as set out in the Liquid Fuels Energy Security Master

Plan. Additionally, the liquid bulk storage facility assists in realising the Port

of Cape Town Development Framework Plan (PDF).

.The Eastern Mole has existing petroleum handling facilities and this

development fits with current Port activities in the vicinity and minimizes the

construction footprint (ie there is not a requirement to construct an additional

pipeline from the Port as the Chevron Pipeline already serves this purpose).

3.5.2 Site Layout Alternatives

A number of layout alternatives are being considered during EIA process for

the proposed liquid bulk storage and distribution facility, preliminary

engineering drawings have been completed for two layout alternatives and

these are outlined briefly below. These and any additional layouts will be

assessed during the impact assessment phase of the EIA process.

The first site layout ( Site Layout 1) alternative includes designing the site

according to SANS 10089 which is less stringent in their requirements of safety

distances between tanks. This would allow the storage facility to have a total

storage capacity of 113 000m3.

The second site layout alternative (Site Layout 2) follows the TNPA

Guidelines on Fuel Storage at the harbour. These guidelines are more

conservative with their specifications of safety distances between tanks. The

increased safety distances between the tanks would allow the facility to have a

storage capacity of approximately 78 000m3.

Additional layout alternatives may be considered which would allow Burgan

Cape Terminals and their prospective clients greater flexibility in terms of

storage options.

Discussions are currently underway between Burgan Cape Terminals and TNPA in which the positive and negative aspects of layout alternatives are being considered. It is envisaged that specialist recommendations along with technical considerations will inform the decision on the preferred layout alternative during the impact assessment phase of this EIA process.

3.5.3 Technological Alternative

No alternative technologies have been considered. Fuel storage vessels can be

stored either aboveground or underground and underground storage tanks

are not a feasible option given the proposed location and the volumes

anticipated for the proposed project.


35

3.5.4 No- Go Alternative

The no-go alternative is the option of not implementing the activity or

executing the proposed development. Assuming that the storage and

distribution facility will not be developed at the proposed site, the Port would

continue to have inadequate fuel storage facilities and the mandate stated by

the DoE would not be met. The opportunity to improve the efficiency in the

logistical fuel supply chain would be lost and Transnet would also lose the

opportunity of maximizing use of this portion of land. The site is currently

unoccupied and would remain so. The economic growth and stimulus the

proposed development has the potential to create would not occur. There

would also be no potential negative environmental and risk impacts which

may be associated with the proposal.

Figure 3.7 Site Layout 1

Figure 3.8 Site Layout 2


38

4 ENVIRONMENTAL BASELINE

4.1 INTRODUCTION

The environment consists of the entire complexity of interacting geological,

biological, economic and cultural factors, which influence the lives of

individuals and communities. It is thus essential that the effects a proposed

development may have on aspects of the environment be assessed before a

decision to proceed is taken. The environmental and social baseline conditions

of the study area for this EIA are described in this section.

4.2 BIOPHYSICAL ENVIRONMENT

4.2.1 Climate

Cape Town has a Mediterranean climate and receives about 788mm of rain

per year. The rainfall for Cape Town is lowest in February (15mm) and

highest in June (140mm). The monthly distribution of average daily maximum

temperatures shows that the average midday temperatures for Cape Town

range from 15.5°C in July to 25.9°C in February. The region is the coldest

during July when the mercury drops to 7.4°C on average during the night1.

Summers are warm and dry. During summer months, November through

February, the Peninsula is exposed to strong south-easterly winds known

locally as the Cape Doctor.2

4.2.2 Port of Cape Town

The Port of Cape Town is located within Table Bay which is described as a log

spiral bay anchored by rocky headlands at Mouille Point in the south and

Blouberg in the north. Robben Island is also found within the Table Bay

area (3).

Table Bay in enclosed with the Atlantic Ocean to the west and northwest,

and the greater Cape Town region in the south and southeast (4).

The Benguella current flows in a northerly direction and consistently sweeps

past the west coast of Robben Island but has very little influence on the

currents in Table Bay. Strong tidal currents are not observed, and the tidal

range is an average of one meter and reaches a height of 1.8m during spring

tides. Due to high wind velocities, and the shallowness of the bay, currents

are typically driven by the wind (5).

1 http://www.saexplorer.co.za/south-africa/climate/cape_town_climate.asp 2 http://cybercapetown.com/CapeTown/climate.php (3) SEA for the Port of Cape Town and EIA for the expansion of the container terminal stacking area (Werz, 2003) (4)SEA for the Port of Cape Town and EIA for the expansion of the container terminal stacking area (Werz, 2003) (5)SEA for the Port of Cape Town and EIA for the expansion of the container terminal stacking area (Werz, 2003)


39

During the summer, dominant winds blow from the south- southwest to

southeast and from the northwest and north during the winter (1).

During the summer months, upwelling cold water (- 13°C) invades Table Bay

from the Oudekraal upwelling centre to the south of Table Bay, resulting in

generally shoreward bottom flows. During the relaxing phases of the of the

upwelling cycle, water temperatures can increase to greater than 20°C as

water flows into Table Bay from the north and north-west. The upwelling and

solar heating in summer, culminates in a highly stratified water column (2).

In winter, ocean temperatures are generally more stable and range from 14°C to 16°C as upwelling of cold waters does not occur. Surface currents in Table Bay are generally weak, with an average velocity of

0.2 meter per second with the weakest in winter. Sub- surface currents are less

common than surface currents, and current velocity reduces with increasing

depth (3).

Due to the shallowness of the Bay, it is assumed that the sub- surface currents

generally follow the same direction as the wind driven surface currents (4).

The salinity in Table Bay varies between 34.7 and 35.3ppt and seems to be

relatively stable. Both Diep River and Salt River discharge into Table Bay,

decreasing the salinity in the discharge area (5).

4.2.3 Vegetation

The Eastern Mole site is sparsely vegetated with dry grass and is

predominantly bare soil. Vegetation is not deemed to be a key aspect for

further consideration.

4.2.4 Soil and Geotechnical

Geotechnical investigations undertaken by K & T along the southern end of

the Eastern Mole during 1992 indicated that the fill extends to ± 11.5m below

existing ground level. At the time, the soil profile was described as follows:

“The bore and trial holes confirmed that the entire area is underlain by building rubble

and industrial refuse similar to the fill material presently being dumped at the

northern end of the site for reclamation purposes.

The fill comprises a highly variable mixture of concrete blocks, slabs and fragments

(often with reinforcing steel), brick fragments, rusted steel objects, steel cables,

(1)SEA for the Port of Cape Town and EIA for the expansion of the container terminal stacking area, Werz, 2003 (2) SRK Draft Berth Deepening EIA for Public Review, February 2007 (3)SEA for the Port of Cape Town and EIA for the expansion of the container terminal stacking area, Werz, 2003 (4)SEA for the Port of Cape Town and EIA for the expansion of the container terminal stacking area, Werz, 2003 (5)SRK Draft Berth Deepening EIA for Public Review, February 2007


40

occasional rope and pieces of timber, all generally loosely packed in a matrix of

variable concentrations of loose sand, and soft silt and clay. Large voids often exist

below 1 – 1.5m with very little to no matrix material.

In the area of trial holes 1, 4, 5, 6, 7 and 8 and to a lesser extent at TH’s 2 and 3, the

upper fill is relatively free of large concrete blocks and generally comprises medium

dense to dense layers of silty to clayey sand and silt containing crushed concrete

gravel, scattered bricks and concrete fragments. The average thickness of this material

is approximately 1m but varies from 0.6m at the 2 to 1.6m at the 5.

Although very little matrix material was extracted from the borehole, inspection of the

soils exposed in the trial holes indicated that the composition of the fill remains

essentially the same to approximately 8m depth, whereafter it becomes noticeably finer

with maximum fragment sizes of up to 100mm Ø to a depth of 11.45m. The fill in

turn is underlain by firm clay/silt of naturally transported origin representing the

pre-existing sea bed”

4.2.5 Geology

Based on published geological data, the Eastern Mole is known to be situated

in terrain composed of and underlain at depth by meta–sedimentary strata of

the Tygerberg Formation, Malmesbury Group. A thin veneer of marine

sediment typically occurs. The development area comprises man-made

ground imported and placed over several years of reclamation.

4.2.6 Air Quality

Cape Town’s air quality is showing overall improvements, and the City aims

to achieve and maintain the status of having the cleanest air of all African

cities over the next ten to 20 years. According to the 2009 State of the

Environment Report, none of the sites measured exceeded the SA National

Standards (SANS) amounts for nitrogen dioxide (NO2), PM10(particulate

matter smaller than 10 microns in size) or sulphur dioxide (SO2). NO2 levels in

Cape Town’s central business district (CBD) remain high, but below the

guideline amount. PM10 levels across the city significantly exceeded the more

stringent World Health Organisation’s (WHO) recommended guideline and,

therefore, reduction of this pollutant has been prioritised. SO2 levels have

dropped consistently in line with the introduction of low-sulphur diesel

fuel (1).

(1) City of Cape Town IDP 2011 review


41

5 SOCIOECONOMIC BASELINE

5.1 PROJECT AREA

The Cape Town Eastern Mole has been ear-marked as the location for the

development of the Burgan Oil liquid bulk storage and distribution facility.

The Eastern Mole is situated between the Duncan and Ben Schoeman Docks

within the Port of Cape Town. The Port is zoned for `harbour use’, and is the

second largest port in the country. The site is located on New Portnet Road

and the surrounding tenants include Joint Bunker Services (JBS), FFS Refiners

and Cape Town Bulk Storage (CTBS) tank farms.

The Port of Cape Town is bounded by areas and developments such as the

Victoria and Alfred Waterfront (V and A), Table Bay, Greenpoint, Paarden

Island and Table Mountain.

5.1.1 Administrative Structure and Area

The Project Area is located within the City of Cape Town Metropolitan area,

which is governed by the City Council. The City Council is both a legislative

and an executive body. It is empowered by the Constitution to make

decisions concerning the exercise of all the powers and the performance of all

the functions of the municipality (1). It is responsible for the development of

the Integrated Development Plans (IDP) and Strategic Development

Framework (SDF), the overall provision of services and infrastructure within

the metropolitan areas (2).

The diagram below, Figure 5.1 gives a diagrammatic representation of the

administrative structure of the City of Cape Town.

(1) City of Cape Town Metropolitan Municipality (2) White Paper on Local Government, 1998


42

Figure 5.1 City of Cape Town: Administrative Structure

5.1.2 Population Size and Growth

The population of Cape Town was estimated to be 3.7 million in 2010 (1) with

an annual population growth of approximately three percent. The high

population numbers can be attributed to the constant in-migration of people

from the Eastern Cape to the Province in search of employment and other

opportunities. It covers an area approximately 2,455 km² and it has a

population density of 1, 507/persons km² (2).

The age profile for the Cape Town illustrates a developing population

dominated by youth and middle aged people (69 percent between 15 and 64

years); this is followed by the children (26 percent between zero and 14 years)

and the elderly population (above 65 years of age) comprise the remaining

five percent.

During 2007, the population groups for the City of Cape Town were broken

down as follows: 35 percent African, 44 percent coloured, two percent Asian

or Indian and 19 white (3).

5.1.3 Education, Employment and Skills

Education

An estimated 85 percent of the population in the City of Cape Town are

literate and an estimated 25 percent of the population were illiterate. In 2007,

approximately 11 percent of the population had received no schooling,

26 percent had a Grade eight level of education, whereas 49 percent had

(1) City of Cape Town Councillor Handbook 2011 (2) City of Cape Town Councillor Handbook 2011 (3) Regional Development Profile: City of Cape Town: 2010

City of Cape Town Councillor Handbook 2011 review


43

received a Grade 12 level of education and only 14 percent had attained

Bachelors degree and post graduate qualification. (1)

Employment

The largest contributors to the city’s economy include the following list of

industries:

• Finance, insurance, property and business services;

• Manufacturing; and

• Wholesale and retail trade (largely tourism driven) (2)

The unemployment rate in Cape Town was approximately 20 percent in 2010

and 24 percent of the labour force was unemployed (3). Approximately 10,500

people were discouraged work seekers.

Skills

In 2007, approximately 29 percent of the population were classified as high

skilled, 36 percent semi- skilled, 14 percent low skilled and 23 percent had

unspecified occupations.

5.1.4 Economy and Livelihoods

Cape Town is South Africa’s second largest city with reference to both

population size and economic gross value add (GVA) (4) after Johannesburg.

In 2009, it contributed 74 percent of Western Cape GVA, and contributed

11 percent (R175 billion) to the national Gross Development Product (GDP) (5).

The economy of Cape Town has grown at an average rate of approximately

four percent per year from 2004 to 2009 which is line with the rest of the

province and slightly higher than the rest of the country (6). The largest

contributors to the City’s economy include the following list of industries:

finance; insurance; property and business services; manufacturing; and

wholesale and retail trade (largely tourism driven) (7).

In 2010, the proportion of residents living below the poverty line (8) in Cape

Town is 46 percent. In 2009, 22.7 percent of the Cape Town population had an

annual income level of between, R0 and R42 000, 32.6 percent had an annual

income level of R42 000 and R132 000 and 32.7 percent had an annual income

level between R132 000 and R600 000.

(1) Regional Development Profile: City of Cape Town: 2010 (2)City of Cape Town Councillor Handbook 2011 (3)The labour force comprises all persons 15 – 64 years of age who are employed, plus all persons who are unemployed (4) Measure in economics of the value of the goods and services produced in an area, sector of an economy. It is used for

measuring Gross regional domestic product and other measures of the output of entities smaller than the economy (5) City of Cape Town IDP 2011 review (6) City of Cape town IDP 2011 review (7) City of Cape Councillor Handbook 2011 review (8) A monthly income of less than R1 600


44

5.1.5 Other Port Developments

The Port of Cape Town is considered key strategic regional infrastructure and

Transnet has recently increased the ports container terminal so that the

demand for both short term and long term import and export needs are met.

This increase in terminal capacity is expected to be able to handle double the

current cargo capacity (1). The project is expected to be completed by April

2013.

Other port developments currently under-way include the construction of a

new entrance at the end of Marine Drive, the rehabilitation of port roads, the

replacement of pilot roads and the rehabilitation of the rail network (2).

Additionally, other developments surrounding the port include construction

at the V and A Waterfront and the Cape Town International Convention

Centre.

The majority of imports by the port are due to petrol and petroleum gas

products (51 percent) and the sector accounted for 71 percent of the port’s

exports during the 2010/2011 financial year (3).

Figure 5.2 illustrates the different sector uses at the Port and highlights the use

of the Eastern Mole for the use of liquid fuel, which is inline with Burgan Cape

Terminal’s proposal to store liquid fuel.

It is understood that the Port of Cape Town has strong economic potential and

that an integrated planning approach needs to be undertaken so that the port

can maximise its full functionality and competitiveness.

(1) City of Cape Town IDP 2011 review (2) Engineering News (3)Engineering News

Figure 5.2 Future intended land uses

Source: GIBB,Port Environmental Guideline, February 2011


46

5.1.6 Health

The City of Cape Town has a total of 179 primary health care (PHC) facilities

which includes 22 community health care centres, 20 community day centres,

93 clinics, 24 satellite clinics, six mobile clinics, nine district hospitals and five

regional hospitals (1). The City of Cape Town has the lowest rate of

HIV/AIDS, sexually transmitted infections (STIs) and tuberculosis (TB) out of

all the South African cities. The HIV rate was 18 percent in 2009.

5.1.7 On Site Existing Infrastructure

The site is currently vacant as it was previously used as a landfill site where

`clean’ construction rubble would be dumped. The site however, has the

following list of available utilities:

• Fresh water supply;

• Sewage disposal (a pump sump at each end of the site);

• Salt- water fire main; and a

• Ten meter wide access road.

5.1.8 General Services and Infrastructure

Basic Services

In terms of basic service delivery, for every 4.9 informal households there is

one toilet available, for every 13 households there is one tap, and there are

3,721 additional subsidised electricity connections installed in informal areas

across Cape Town. Additionally, the generation of waste exceeds population

growth by one percent.

Crime

The crime levels have increased by four percent from 2009 till 2010. The

2009/10 period saw a slight reduction in commercial crime. Burglaries at

business premises have had an annual average increase of 63 percent and

residential robberies have had an annual average increase of 24 percent (2).

During the 2009/2010 period, there were 39, 677 drug related reported crimes,

5, 881 sexual reported crimes and 1, 541 reported murders (3).

(1) Regional Development Profile: City of Cape Town: 2010 (2) City of Cape Town IDP 2011 review (3) Regional Development Profile: City of Cape Town: 2010


47

6 APPROACH AND METHODOLOGY

The EIA process consists of the following phases:

• Scoping Study Phase;

• Specialist Studies Phase; and

• Integration and Assessment Phase.

An EIA process flow diagram is provided in Figure 6.1.


48

Figure 6.1 EIA Process Flow Diagram

6.1 SCOPING PHASE

The first phase of the EIA process is a Scoping Study, with an emphasis on

public involvement and identifying potential issues and opportunities for

exploration during the impact assessment phase. This project is currently in

this phase of the EIA process. The various tasks and consultation activities

undertaken thus far are described and summarised below.

We are here


49

6.1.1 Site visit

Junaid Moosajee and Aabida Davis of ERM carried out a site visit with on 28

September 2011. The purpose of the site visit was to familiarise the project

team with the project proposal and study area and to identify potential

impacts that may arise as a result of the project.

Additionally, the site visit was also used to place the site notices and take

photos of the site and surrounding land use.

6.1.2 Public participation

The following tasks relating to public participation have been undertaken as

part of this Scoping Study:

• A preliminary database has been compiled of neighbouring landowners,

authorities (local and provincial), Non-Governmental Organisations and

other key stakeholders (see Annex C). This database of registered I&APs

will be expanded during the on-going EIA process;

• The project was advertised in the Cape Times and the Cape Towner on the

29 September 2011 and in Die Burger on 30 September 2011 (see Annex C).

The advertisements informed the public of the project and requested them

to register as I&APs, if they would like to participate in the EIA process.

I&APs that responded to the advertisements were included on the project

database.

• A Background Information Document (BID) (see Annex C) was distributed

to the potential I&APs on the database for a 30-day notification period

(ending 28 October 2011). The purpose of the BID was to convey

information about this project to I&APs and allow them the opportunity to

comment on the proposed project and Scoping Study process. The BID

also invited I&APs to register their interest in the project. Proof of the BID

delivery is attached as Annex C.

• An on-site notices were displayed at the site as well around the harbour.

The notices were displayed from 28 September – 28 October 2011

(although they have not been removed by ERM). Photos showing the site

notices are attached in Annex C

• Throughout the EIA process to date, issues and concerns raised by I&APs

and authorities, and communicated to ERM were recorded and have been

included in Annex C of this report. All issues raised have been compiled

into a Comments and Response Report (Annex C).

• The draft Scoping Report was released for a 40 day comment period

ending on the 10 February 2012 (excluding the festive season). A

Comments and Responses Report has been compiled and is included in


50

Annex C. An advert was placed in Die Burger, the Cape Times and the

Cape Towner to advertise the availability of the Draft Scoping Report.

Proof of the adverts can be found in Annex C.

Authority consultation

Authority consultation and involvement up until the release of the FSR

included:

• Submission of an EIA Application for Authorisation form to DEA&DP on

05 September 2011. DEA&DP’s Acknowledgement of Receipt and

approval to proceed with the Scoping Study was received on 16 September

2011, under the DEA&DP reference E12/2/4/2-A2/75-3030/11, and is

attached as Annex D;

• The distribution of the BID to various authorities for a 30-day review

period (Refer to the I&AP Database attached as Annex C to view the list of

authorities);

• Submission of the DSR to relevant authorities. Acknowledgement of

Receipt can be found in Annex D and a list of the authorities can be found

in Annex C.

6.1.3 Way Forward

Comments received during Scoping thus far have been included in this FSR

(see Annex C). All additional comments received during the review of this

FSR will be submitted to DEA&DP and also assimilated and incorporated into

the Draft EIR. The FSR will be submitted to DEA&DP for approval. On

acceptance of the FSR by DEA& DP, the EIA will proceed to the impact

assessment phase which will include specialist studies.

Below is an estimated process schedule for the EIA. A more detailed Plan of

Study for the EIA is included in Section 8.

Figure 6.2 Estimated process schedule

Comment on Draft Scoping Report and Plan of Study (PoS) for EIA Dec to Feb 2012

Finalise Scoping Report and PoS for EIA and submit to DEADP April-May 2012

Prepare Draft EIR May-July 2012

Comment on Draft EIR and EMP July – Aug 2012

Finalise and submit EIR and EMP to DEA&DP Aug – Sept 2012


51

7 PRELIMINARY IDENTIFICATION OF IMPACTS

7.1 INTRODUCTION

A key part of the Scoping Process is a preliminary identification and

consideration of the ways in which the project may interact (positively and

negatively) with environmental and socio-economic resources or receptors.

The issues that are identified as potentially significant during the Scoping

Process provide focus for more detailed specialist studies for the impact

assessment phase of the EIA. Each of the potential issues identified will be

briefly described in this section while the significance of any resulting impacts

will be discussed and assessed in more detail in the Environmental Impact

Report (EIR) with specialist input.

7.2 IMPACT ASSESSMENT METHODOLOGY

An impact is essentially any change to a resource or receptor brought about by

the presence of the proposed project component or by the execution of a

proposed project related activity. The assessment of the potential impacts and

benefits that will be associated with the proposed project requires a

methodology that will reduce the subjectivity involved in the assessment. A

clearly defined methodology is used in order to accurately determine the

significance of the predicted impact on, or benefit to, the surrounding natural

and/or social environment.

7.3 DESCRIPTION OF POTENTIAL IMPACTS

The potential impacts on environmental and social resources arising from the

proposed development include direct and indirect impacts. Potential impacts

will also be linked to the different stages of the project which are identified as

construction, operation and decommissioning.

7.3.1 Air Quality

The potential atmospheric emissions from the proposed Eastern Mole Facility

may impact on the ambient air quality. The following issues are considered of

potential significance.

Decreased air quality due to fugitive and engine emissions

Fugitive emissions include dust and particulate matter that could be released

into the atmosphere as a result of construction phase activities such as

earthworks. Engine combustion emissions will be released during the

construction and operational phase. Sources of engine emissions include

transport (eg trucks to construction site, product tankers and other vehicles


52

accessing the facility), power generation (eg generators for construction site

and facility operations) and machinery (eg diesel powered equipment during

construction).

Decreased air quality due to hydrocarbon emissions

Hydrocarbon releases include incidental releases of VOCs from storage tanks,

pipelines, valves, tanker trucks or marine vessels. Petroleum storage tanks

typically result in atmospheric releases of organic vapours as the vapour head

space is displaced during tank filling (referred to as working losses) and as

vapours escape as a result of thermal expansion of the liquids during normal

diurnal temperature cycles (referred to as breathing losses). Therefore,

loading into the storage tanks and tanker trucks may result in release of

vapours as the head space in the vessel is displaced. Fugitive losses result

from small leaks in pipeline connection points such as flange joints, pump

seals, valve stems and sampling points.

An air quality impact assessment of the liquid bulk storage and distribution

facility, will be undertaken as a Specialist Study as part of the EIA. The main

objectives of the study will be as follows:

a) Collect meteorological data and determine the meteorological conditions of

the area which may affect the dispersion of emissions.

b) Establish a detailed emissions inventory that includes fugitive emissions

from the tanks, the tanker truck filling operations and associated

infrastructure.

c) Perform dispersion modelling in order to determine the ground-level

concentrations of pollutants such as Hexane (-n), Benzene, Isooctane, Toluene,

Ethylbenzene, Xylene (-m), Isopropyl Benzene, 1,2,4-Trimethylbenzene and

Cyclohexane.

d) Assess the impacts of air pollution with regard to carcinogenic and non-

carcinogenic effects via comparisons against South African and international

standards and guidelines.

Additionally, an atmospheric air emissions licence will be applied for by the

Air Specialist.

7.3.2 Surface and groundwater

The storage of liquid fuels on site could pose a contamination threat to surface

and groundwater. Factors which may influence potential impacts on surface

and groundwater are as follows:


53

Change in drainage patterns.

The site will be covered with hardstanding which will increase both the

volume and intensity of surface water run-off due to reduced water

infiltration.

Impacts on water quality due to spills and leaks

Among the most important environmental issues associated with petroleum

product terminals is the accidental release of stored or handled fuels due to

leaks from storage tanks, piping systems, and fittings under fuel dispensers.

Releases may also result from surface spills and overfills during tanker

loading and unloading. Tank and piping system failures may result from

aging (eg corrosion of steel components) or from structural stress due to

improper installation.

A baseline contamination assessment will be undertaken to assess soil

conditions prior to initiation of the operations at the site. This can be used to

compare site conditions at the end of the lease period. The installation of

monitoring wells will facilitate monitoring during the operational phase of the

facility.

7.3.3 Noise

During construction the main sources of noise will be heavy earthmoving

vehicles and construction equipment for concrete mixing, sheet piling and

steel works. Noise emitted during construction activities will increase the

ambient noise levels at site as current levels are low. During operations, the

main sources of noise are likely to emanate from tanker trucks although noise

disturbance is expected to be minimal during operation and are not

anticipated to exceed other port noise levels.

7.3.4 Visual

The establishment of the fuel storage and distribution facility may impact the

visual character of the site however, given the surrounding bulk storage

facilities and industrial type landuse, the proposed facility would match the

surrounding sense of place.

7.3.5 Traffic

During the construction phase, the anticipated increase in traffic would be

attributed to construction vehicles transporting building materials to and from

the storage and distribution facility.

During the operation phase, road tankers receiving product from the road

loading gantry will be the main contributor to the increase in traffic. Based on

the traffic statement produced by K & T, it is anticipated that there will be an


54

increase of 60 trucks per day (1) to and from the road loading gantry (based on

the assumption that the facility will be operating 24 hours a day, seven days a

week, with two road bays in operation). If a third road bay is opened, the

number of trucks entering and leaving the facility is expected to increase to 87

road tankers a day in peak periods.

As the road loading gantry has been designed to accommodate stacking for

three vehicles, it is not expected that substantial queuing will occur during

normal operating conditions. During peak hours, it is possible that the

increased number of tankers accessing the Eastern Mole will increase the

traffic pressure at the Port of Cape Town.

In the EIA phase, a Specialist Traffic Study will be undertaken to establish

current traffic flows and the impact of the additional tankers entering and

exiting the site.

7.3.6 Marine Impacts

The handling of bulk petroleum products at the port poses the potential risk of

hydrocarbon spills which may impact the marine environment. In addition,

marine water quality may be affected by poor ballast management and the

release of ballast water containing pollutants.

Spills or the unregulated release of ballast water may adversely affect marine

and ecological life. Impacts may result from the scenarios listed below.

• Spills and leakages from pipelines, AST’s, valves etc;

• Inadequate bund wall dimensions, and improper bund wall sealing;

• Overfill of AST’s;

• Fuel spills from sea vessels decanting at the berth; and

• Improper discharge of ballast water.

Potential marine impacts as well as appropriate mitigation measures will be

assessed in the EIR.

7.3.7 Major Hazardous Installation Risks

During the operational phase, the presence of the liquid fuel at the site poses

an increased risk, associated with potential impact from fire and explosions, to

surrounding land owners such as FFS Refineries, Cape Town Terminal

Storage Unit as well other port users and surrounding developments.

As such, a Quantitative Risk Assessment (QRA) will be undertaken through a

specialist study to assess the degree and severity of the risks associated with

the storage and distribution of liquid bulk at the Eastern Mole.

(1) Five road tankers every hour


55

7.3.8 Socio- economic Impacts

Potential socio-economic impacts associated with the proposed liquid bulk

storage and distribution facility are briefly mentioned below and will be

assessed during the impact assessment phase, with specialist input, where

required. These impacts include: energy security; employment; and

occupational health and safety.

Energy Security and Import Capacity

The contribution the proposed liquid bulk storage and distribution facility

will make to the energy security and it’s fit with the achievement of fuel

security goals as set out in the DoE Security Master Plan (2006), forms part of

the motivation for the project. In addition, one of the challenges identified in

Transnet’s National Infrastructure Plan (NIP, 2009) is the anticipated liquid

bulk requirement. NIP states that the liquid bulk requirements will increase

eight times from 5.2 million tons to 42 million tones between 2013-2030.

The increase in the fuel offloading infrastructure will also increase the

harbour’s import capacity both in the short and long term.

However, a concern raised by Chevron (see Annex C) during Scoping is that

the facility may result in an over-supply of product leading to the

displacement of product produced by the Milnerton Refinery which could

threaten the viability of the Milnerton Refinery and result in its potential

closure.

These aspects and the potential impacts will be investigated and assessed in

the impact assessment phase of the EIA process.

Employment

Employment opportunities associated with the facility include construction

related employment during the construction and decommissioning phase and

employment to ensure the facility operates optimally during operation. The

following organogram provides a graphical representation of the

employment opportunities during the operational phase.


56

Figure 7.1 Operational Employment Organogram

A concern raised during Scoping, as mentioned above, was that the facility

may threaten the viability of the Milnerton Refinery which could then result in

significant losses of direct and indirect employment opportunities associated

with the Refinery. The potential impact the facility may have on employment

opportunities resulting from the facility itself and the potential employment

knock-on effects will be assessed in the impact assessment phase.

Occupational Health and Safety

On site construction and operation activities could be a potential health and

safety risk if the correct Personal Protective Equipment (PPE) is not worn.

These activities include:

• Hazardous construction activities could impact worker safety.

• Hazardous operations activities could impact worker safety.

• Handling of hazardous materials could impact worker safety.

The impacts and mitigation measures associated with occupational health and

safety will be discussed in the EIR.


57

8 PLAN OF STUDY FOR EIA

The Scoping Phase represents an initial step of the EIA process. A key

outcome of scoping includes the creation of Plan of Study for a full EIA. The

EIA will then be carried out prior to approval and Environmental

Authorisation of the proposed project. This section describes the Plan of

Study for EIA as contemplated in regulation 28(1)(n) of R543 and sets out how

the EIA will be conducted.

According to Government Notice R543 and Amendment R1159, Section 28(1)

(n), a plan of study, must include the following:

a. ‘a description of the tasks that will be undertaken as part of the environmental

impact assessment process, including any specialist reports or specialised

processes, and the manner in which such tasks will be undertaken;

b. an indication of the stages at which the competent authority will be consulted;

c. a description of the proposed method of assessing the environmental issues

and alternatives, including the option of not proceeding with the activity; and

d. particulars of the public participation process that will be conducted during

the environmental impact assessment process’…

This chapter serves as the Plan of Study and sets out the following:

• overview of activities to complete the EIA process;

• specialists studies;

• interaction with authorities;

• public participation activities;

• proposed methodology for assessing impacts; and

• provisional schedule for the EIA process.

8.1 EIA TASKS

The remainder of the EIA process will include Specialist Studies and an

Integration and Assessment Phase, in parallel with these activities the EIA

team will continue to interact with the Authorities and continue the public

participation process.

8.1.1 Specialist Study Phase

It is anticipated that the specialist studies (listed below in Section 8.2) will be

undertaken in the second quarter of 2012. Finalisation of these studies,

however, is subject to the approval of this Scoping Report and Plan of Study

for EIA by DEA&DP.


58

8.1.2 Integration and Assessment Phase

The aim of the integration and assessment phase is to synthesise the findings

of the specialist studies and relevant available information into a Draft EIR

(including a draft EMP). Information will be presented in a clear and

understandable format in order to present a document which is easy to

comment on and that will aid decision-making.

The Draft EIR and EMP will be published for a 40-day I&AP comment period.

Registered I&APs will be notified of the release of the draft EIR and copies of

the non-technical summary of the report will be distributed with the

notification. Copies of the full report will be made available at key locations

and on the project website.

Comments received on the Draft EIR and EMP will be collated and the EIA

project team will provide an appropriate response to all comments. A

Comments and Response Report will be appended to the Final EIR, which will

be submitted to DEA&DP for decision-making.

Registered I&APs will be notified of the outcome of the decision-making

process once an Environmental Authorisation (positive or negative) has been

issued by DEA&DP. The statutory appeal period will then follow.

The Integration and Assessment phase is anticipated to commence by June

2012.

8.1.3 Interaction with Authorities

DEA&DP was consulted during the project initiation phase of the project to

reach agreement on the way forward with the EIA process. DEA&DP will be

consulted again once the Scoping Report is submitted for approval, to ensure

that all the requirements for Scoping have been met.

Once the Integration and Assessment phase of the EIA is underway, the next

key interaction with DEA&DP will be the submission of the Final EIR and

EMP for authorisation. However, at the request of DEA&DP, the consultants

would be willing to present the findings of the impact assessment, prior to

decision-making.

The following list of departments will be engaged for their comments on the

Draft EIR:

• The Western Cape Department of Environmental Affairs and

Development Planning (DEA&DP);

• Provincial Department of Transport and Public Works;

• Cape Nature, Department of Agriculture Forestry and Fisheries;

• Provincial Department of Energy;

• Department of Water Affairs;


59

• Relevant City of Cape Town departments- Air Quality, Environmental and

Traffic; and

• National Energy Regulator of South Africa.

8.1.4 Public Participation Activities

Public participation is an essential part of the EIA process. As such, a number

of opportunities will exist for public involvement during the Integration and

Assessment phase of the EIA. This will include the following:

• The Draft EIR will be released for a 40-day public review period.

• A notification letter will be sent to all registered I&APs on the project

database. This letter will invite I&APs to comment on the Draft EIR and

non-technical summary.

• Newspaper adverts will be placed in local newspapers notifying

stakeholders of the availability of the Draft EIR report for review and

inviting them to public meetings.

• I&APs will be notified of the Environmental Authorisation and the

statutory appeal period.

8.2 SPECIALIST STUDIES/INPUT

As discussed in Section 7, a number of issues have been identified during

Scoping. The following specialist studies have, therefore, been identified to

address the key issues and data gaps:

• Air quality impact study;

• Specialist opinion on fuel demand and supply in Cape Town and

associated impacts including potential impacts on the Milnerton Refinery;

• Contamination assessment

• Quantitative risk assessment; and

• Traffic impact assessment.

During the Specialist Study phase, the appointed specialists will gather

relevant data to provide a description of the affected environment. The

understanding of the sensitivity of the affected environment will enable the

specialist to identify and assess environmental and social impacts that might

occur as a result of the proposed project, including cumulative impacts. They

will assist the project team in assessing potential impacts (both negative

impacts and benefits) according to a predefined assessment methodology (see

Section 8.3). Specialists will also suggest ways in which negative impacts

could be mitigated and benefits enhanced.

Specialists who will be responsible for the specialist studies identified are:

• Air quality impact study - Demos A. Dracoulides (DDA in association

with J. H. Consulting) ;


60

• Qualitative risk assessment - Charlotte Desquesnes (Environmental

Resources Management);

• Fuel industry specialist input – Paul Buley;

• Traffic impact assessment - Kantey and Templer , and

• Contamination assessment - Samuel Mohr (Environmental Resources

Management).

The terms of reference for each of the specialist studies is included in Table 8.1

below. The findings of the specialist studies will be integrated into the EIR

during the Integration and Assessment Phase.

Table 8.1 Terms of Reference for Specialist Studies/Opinion

Specialist

Study

Aim of the Study Terms of Reference for Specialist Study

Air Quality Investigate the air

emissions as a result

of the proposed

development and

their effect on the

receiving

environment.

• The study should demonstrate that the design proposed

by Burgan Oil will meet South African standards in

terms of emission limits.

• The study should include an emission dispersion model

the results of which should be verified against South

African and International standards and guidelines.

• Assess the impacts the proposed facility may have on air

quality including cumulative impacts and outline

mitigation measures.

• Additionally, the study should also facilitate the

acquisition of an Air Quality Permit and take into

account any new emission standards.

Quantitative

Risk

Assessment

Quantify and

estimate the risks

associated with the

facility’s installation

to enable possible

risk mitigation.

• The assessment should aim to determine how the

proposed terminal would impact on employees and the

public and whether or not the site would constitute an

MHI and require registration with the Department of

Labour and the Local Fire Department.

• A hazard identification and consequence assessment will

be undertaken considering major event scenarios,

probability quantification and consequence modelling.

• A risk assessment will be undertaken after the

consequences and frequencies have been quantified and

will include a quantitative representation of the

installation’s risk profile. Risk iso-lines (contours) will

be superimposed onto a map of the site and surrounding

land-uses.

• The risk assessment results will be compared with

published criteria to determine whether or not the risks

are within acceptable limits.

Traffic Impact

Assessment

The traffic study

assesses the impacts

the fuel storage and

distribution facility

will have on the

traffic volumes at and

in the vicinity of the

Eastern Mole.

• The study should establish the baseline traffic volumes;

and

• Evaluate and quantify the possible traffic impact of the

additional tankers on the road network in and out of the

harbour including cumulative effects.


61

Specialist

Study

Aim of the Study Terms of Reference for Specialist Study

Contamination

Assessment

To provide a baseline

study of the soil

conditions prior to

site operations which

can be used to

compare site

conditions at the end

of the lease period.

• A phase one assessment consisting of a desktop study

and a site reconnaissance visit so that an initial Site

Conceptual Model can be developed;

• An intrusive phase two site investigation will be

undertaken, which includes:

• Initial screening • Land-Use Planning Quantitative Risk Assessment • Fatality Quantitative Risk Assessment

Specialist

Opinion on the

Supply and

Demand of

Fuel in the

Western Cape

Investigate the

economic status of

the fuel storage sector

in the Western Cape

and associated

supply and demand

impacts

• Assessment of the present and future market demand*

for the Cape Town supply area and the sourcing of

product from the Milnerton Refinery and imports to

meet this demand.

• The impact a terminal in the Cape Town harbour will

make to the socio-economic status of the area.

*Petrol, IK, jet and diesel

8.3 IMPACT ASSESSMENT METHODOLOGY

8.3.1 Impact Assessment Process

The following diagram (Figure 8.8.1) describes the impact identification and

assessment process through scoping, screening and detailed impact

assessment. The methodology for detailed impact assessment is outlined in

Section 8.3.2 below.


62

Figure 8.8.1 Impact Assessment Process

8.3.2 Detailed Assessment Methodology

The purpose of impact assessment and mitigation is to identify and evaluate

the significance of potential impacts (positive or negative) on identified

receptors and resources according to defined assessment criteria; to develop

and describe measures that will be taken to avoid or minimise any potential

adverse effects and enhance potential benefits; and to report the significance

of the residual impacts that remain following mitigation.

Impact Types and Definitions

An impact is any change to a resource or receptor brought about by the

presence of a project component or by the execution of a project related

activity. The evaluation of baseline data provides crucial information for the

process of evaluating and describing how the project could affect the

biophysical and socio-economic environment.

Impacts are described as a number of types as summarised in Table 8.8.2.

Impacts are also described as associated, those that will occur, and potential,

those that may occur.

SCOPING

SCREENING

DETAILED

ASSESSMENT

Interactions between project activities and environmental and social receptors are identified for further assessment. Areas where interactions are not expected to occur are ‘scoped out’ of the assessment.

Potential interactions are further evaluated against site-specific conditions using information gathered through baseline studies. Interactions are ‘screened out’ if the potential for impact does not exist or is negligible.

Interactions with potential for impact are assessed in detail to determine the nature and characteristics. Mitigations are applied and the residual impact is re-assessed. The significance of the residual impact is then reported.


63

Table 8.8.2 Impact Nature and Type

Nature or Type Definition

Positive An impact that is considered to represent an improvement on the

baseline or introduces a positive change.

Negative An impact that is considered to represent an adverse change from the

baseline, or introduces a new undesirable factor.

Direct

Impacts that result from a direct interaction between a planned project

activity and the receiving environment/receptors (e.g. between

occupation of a site and the pre-existing habitats or between an effluent

discharge and receiving water quality).

Indirect

Impacts that result from other activities that are encouraged to happen

as a consequence of the project (e.g. in-migration for employment

placing a demand on resources).

Cumulative

Impacts that act together with other impacts (including those from

concurrent or planned future third party activities) to affect the same

resources and/or receptors as the project.

Significance

Impacts are described in terms of ‘significance’. Significance is a function of the

magnitude of the impact and the likelihood of the impact occurring. Impact

magnitude (sometimes termed severity) is a function of the extent, duration

and intensity of the impact. The criteria used to determine significance are

summarised in Table 8.8.3. Once an assessment is made of the magnitude and

likelihood, the impact significance is rated through a matrix process as shown

in Table 8.4. For ease of review, the significance rating is colour-coded in the

text according to Table 8.5. Table 8.6outlines the various definitions for

significance of an impact.

Significance of an impact is qualified through a statement of the degree of

confidence. Confidence in the prediction is a function of uncertainties, for

example, where information is insufficient to assess the impact. Degree of

confidence is expressed as low, medium or high.

Table 8.8.3 Significance Criteria

Magnitude – the degree of change brought about in the environment

Extent

On-site – impacts that are limited to the Site Area only.

Local – impacts that affect an area in a radius of 20 km around the development

area.

Regional – impacts that affect regionally important environmental resources or

are experienced at a regional scale as determined by administrative boundaries,

habitat type/ecosystems.

National – impacts that affect nationally important environmental resources or

affect an area that is nationally important/ or have macro-economic

consequences.

Transboundary/International – impacts that affect internationally important

resources such as areas protected by international conventions.

Duration

Temporary – impacts are predicted to be of short duration and

intermittent/occasional.

Short-term – impacts that are predicted to last only for the duration of the


64

construction period.

Long-term – impacts that will continue for the life of the project, but ceases

when the project stops operating.

Permanent – impacts that cause a permanent change in the affected receptor or

resource (e.g. removal or destruction of ecological habitat) that endures

substantially beyond the project lifetime.

BIOPHYSICAL ENVIRONMENT: Intensity can be considered in terms of the

sensitivity of the biodiversity receptor (ie habitats, species or communities).

Negligible – the impact on the environment is not detectable.

Low – the impact affects the environment in such a way that natural functions

and processes are not affected.

Medium – where the affected environment is altered but natural functions and

processes continue, albeit in a modified way.

High – where natural functions or processes are altered to the extent that it will

temporarily or permanently cease.

Intensity (1) SOCIO-ECONOMIC ENVIRONMENT: Intensity can be considered in terms of the

ability of project affected people/communities to adapt to changes brought about by the

project.

Negligible – there is no perceptible change to people’s way of life.

Low - People/communities are able to adapt with relative ease and maintain

pre-impact livelihoods.

Medium - Able to adapt with some difficulty and maintain pre-impact

livelihoods but only with a degree of support.

High - Those affected will not be able to adapt to changes and continue to

maintain-pre impact livelihoods.

Likelihood - the likelihood that an impact will occur

Unlikely The impact is unlikely to occur.

Likely The impact is likely to occur under most conditions.

Definite The impact will occur.

Table 8.4 Significance Rating Matrix

SIGNIFICANCE

LIKELIHOOD

Unlikely Likely Definite

Negligible Negligible Negligible Minor

Low Negligible Minor Minor

Medium Minor Moderate Moderate

MA

GN

ITU

DE

High Moderate Major Major

(1) The frequency of the activity causing the impact also has a bearing on the intensity of the impact, ie the more frequent

the activity, the higher the intensity.


65

Table 8.5 Significance Colour Scale

Negative ratings Positive ratings

Negligible Negligible

Minor Minor

Moderate Moderate

Major Major

Table 8.6 Significance Definitions

Significance definitions

Negligible significance

An impact of negligible significance is where a resource or receptor will not be

affected in any way by a particular activity, or the predicted effect is deemed to

be imperceptible or is indistinguishable from natural background levels.

Minor significance

An impact of minor significance is one where an effect will be experienced, but

the impact magnitude is sufficiently small and well within accepted standards,

and/or the receptor is of low sensitivity/value.

Moderate significance

An impact of moderate significance is one within accepted limits and

standards. The emphasis for moderate impacts is on demonstrating that the

impact has been reduced to a level that is as low as reasonably practicable

(ALARP). This does not necessarily mean that “moderate” impacts have to be

reduced to “minor” impacts, but that medium impacts are being managed

effectively and efficiently.

Major significance

An impact of major significance is one where an accepted limit or standard

may be exceeded, or large magnitude impacts occur to highly valued/sensitive

resource/receptors. A goal of the EIA process is to get to a position where the

project does not have any major residual impacts, certainly not ones that

would endure into the long term or extend over a large area. However, for

some aspects there may be major residual impacts after all practicable

mitigation options have been exhausted (i.e. ALARP has been applied). An

example might be the visual impact of a development. It is then the function of

regulators and stakeholders to weigh such negative factors against the positive

factors, such as employment, in coming to a decision on the project.

Mitigation of Potential and Residual Impacts

For activities with significant impacts, the project would be required to

identify suitable and practical mitigation measures and fully implement them.

The implementation of the mitigations is ensured through the EMP.

Once the mitigation is applied, each impact is re-evaluated, assuming that the

mitigation measure is effectively applied, and any remaining impact is rated

once again using the process outlined above. The result is a significance rating

for the residual impact.


66

8.4 PROJECT TIMING

Table 8.8.7 outlines the current timeline of the assessment process going

forward.

Table 8.8.7 Planned Schedule for Future Activities

Task Date

Finalise Scoping Report and Plan of Study for EIA and submit to

DEA&DP

April – May 2012

Specialist studies May - June 2012

Prepare Draft EIR and EMP May - June 2012

Stakeholder Comment on Draft EIR and EMP July - August 2012

Finalise and submit EIR and EMP to DEA&DP September 2012


67

9 WAY FORWARD

All additional comments received during the review of this Final Scoping

Report and associated public participation activities will be assimilated and

incorporated into a Comments and Responses Report for submission to

DEA&DP.

A copy of the full Final Scoping Report (FSR), including the Plan of Study for

EIA, has been lodged at the City of Cape Town Library, Church Street, and is

available on the project website http://www.erm.com/Burganoil. A

notification letter has been sent to all registered and identified I&APs to

inform them of the release and submission of the FSR and where the report

can be reviewed or obtained. The review period of the FSR ends on the 23 May

2012. Comments received from I&APs during the 21-day review period will be

submitted directly to DEA&DP and also incorporated into a Draft

Environmental Impact Report, which will be release for public comment.


69

10 REFERENCES

Arcus Gibb (PTY) Ltd (GIBB), Ports Environmental Guideline Project, February

2011.

Bruno e.j.s. Werz Strategic Environmental Assessment (SEA) for the Port of Cape

Town and Environmental Impact Assessment (EIA) for the Expansion of the

Container Terminal Stacking Area- Specialist Study On Maritime Archaeology 2003.

City of Cape Town Councillor Handbook 2011

City of Cape Town Integrated Development Plan (IDP) 2007-2012: 2011- 2012

review.

CSIR Strategic Environmental Assessment, Port of Cape Town Sustainability

Framework 2004

CyberCapeTown Cape Town Climate 2011.

http://cybercapetown.com/CapeTown/climate.php

Department of Minerals and Energy (now Department of Energy) Energy

Security Master Plan- Liquid Fuels 2007.

Department of Energy Strategic Plan 2011/2012- 2013/2014

Jean McKenzie Transnet Ports Authority seeks so tap into growing oil and gas

industry (Media Article) 2011 Accessed on the 27 October 2011

http://www.engineeringnews.co.za/article/transnet-ports-authority-seeks-

to-tap-into-growing-oil-and-gas-industry-2011-09-06

Provincial Government Western Cape, Provincial Treasury Regional

Development Profile- City of Cape Town 2010

SAexplorer Cape Town Climate 2011.

http://www.saexplorer.co.za/south-africa/climate/cape_town_climate.asp

SRK Consulting Draft Berth Deepening EIA for Public Review, February 2007.

White Paper on Local Government 1998

Wilma den Hartigh Investors prefer Cape Town (Media Article) 2011 Accessed

on the 1 November 2011.

http://www.mediaclubsouthafrica.com/index.php?option=com_content&vie

w=article&id

final scoping report - erm · this report has been prepared by environmental resources ... fsr...

Documents