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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
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
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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
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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
ENVIRONMENTAL RESOURCES MANAGEMENT BURGAN CAPE TERMINALS (PROPRIETY) LIMITED
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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
ENVIRONMENTAL RESOURCES MANAGEMENT BURGAN CAPE TERMINALS (PROPRIETY) LIMITED
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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.
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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.
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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
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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
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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
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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.
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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
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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
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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
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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.
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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]
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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 above- ground bulk installations.
ENVIRONMENTAL RESOURCES MANAGEMENT BURGAN CAPE TERMINALS (PROPRIETY) LIMITED
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• 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;
ENVIRONMENTAL RESOURCES MANAGEMENT BURGAN CAPE TERMINALS (PROPRIETY) LIMITED
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• 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.
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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.
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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.
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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.
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TITLE:
DATE: Apr 2012
DRAWN: AB
CHECKED: AD
APPROVED: SHC
Project: 0142769
SCALE: 1 : 55 000
DRAWING: REV:
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Figure 3.1:Topo Locality Map
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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
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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
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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;
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• 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
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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:
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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
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• 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
• Manifolds will be located at a safe distance away from the tanks and these
valves will be manually operated.
Bund Foam
• All bunds will be fitted with fixed bund foam pourers; and
• Manifolds will be located at a safe distance away from the tanks and these
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
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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;
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• 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.
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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.
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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
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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 north- west,
and the greater Cape Town region in the south and south- east (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)
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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
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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
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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
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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
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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
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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
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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
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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.
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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
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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
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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
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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
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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:
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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
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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
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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.
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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.
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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.
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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;
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• 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) ;
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• 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.
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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.
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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.
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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
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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.
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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.
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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
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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.
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Bruno e.j.s. Werz Strategic Environmental Assessment (SEA) for the Port of Cape
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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
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http://www.saexplorer.co.za/south-africa/climate/cape_town_climate.asp
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White Paper on Local Government 1998
Wilma den Hartigh Investors prefer Cape Town (Media Article) 2011 Accessed
on the 1 November 2011.
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