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SOCIAL IMPACT ASSESSMENT

FINAL REPORT

MIXED USE DEVELOPMENT

ERF 599 ASHTON, WESTERN CAPE

May 2014

Prepared for

SILLITO ENVIRONMENTAL CONSULTANTS

By

Tony Barbour and Karen Goldberg

Tony Barbour

ENVIRONMENTAL CONSULTANT AND RESEARCHER

4 Oakdale Road, Newlands, 7700, South Africa (Tel) 27-21-683 7085- (Fax) 27-21-683 7085- (Cell) 082 600 8266 (E-Mail) [email protected]

mailto:[email protected]

Ashton Final SIA May 2014

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Table of Contents

SECTION 1: INTRODUCTION ........................................................................................ 1 1.1 INTRODUCTION ................................................................................................. 1 1.2 PROJECT DESCRIPTION ................................................................................... 1 1.3 ALTERNATIVES .................................................................................................. 2 1.4 TERMS OF REFERENCE ................................................................................... 4 1.5 ASSUMPTIONS AND LIMITATIONS ................................................................... 4

1.5.1 Assumptions ................................................................................................ 4 1.5.2 Limitations .................................................................................................... 5

1.6 APPROACH TO STUDY ...................................................................................... 5 1.7 SPECIALIST DETAILS ........................................................................................ 6 1.8 DECLARATION OF INDEPENDENCE ................................................................ 6 1.9 REPORT STUCTURE ......................................................................................... 6 SECTION 2: DESCRIPTION OF THE STUDY AREA ...................................................... 7 2.1 INTRODUCTION ................................................................................................. 7 2.2 SITE DESCRIPTION AND SURROUNDING LAND USES .................................. 7 2.3 OVERVIEW OF THE DISTRICT AND LOCAL MUNICIPALITY ......................... 12

2.3.1 Demographic profile ................................................................................... 12 2.3.2 Municipal service levels ............................................................................. 14

2.4 GENERAL SOCIO-ECONOMIC OVERVIEW OF ASHTON ............................... 14 2.5 POLICY AND PLANNING CONTEXT ............................................................... 16

2.5.1 Western Cape Provincial Spatial Development Framework (2005) ............ 16 2.5.2 Growth Potential of Towns in the Western Cape (2004) ............................. 17 2.5.3 Breede River Winelands Municipality IDP .................................................. 19 2.5.4 Breede River Winelands Municipality IDP (2008-2009 Review) ................. 19 2.5.5 Urban Edge Study (2007) .......................................................................... 20

SECTION 3: ASSESSMENT OF KEY SOCIAL ISSUES .............................................. 21 3.1 INTRODUCTION ............................................................................................... 21 3.2 POLICY AND PLANNING RELATED ISSUES ................................................... 21 3.3 CONSTRUCTION PHASE IMPACTS AND OPPORTUNITIES .......................... 22

3.3.1 Capital expenditure and investment in Ashton ........................................... 22 3.3.2 Local employment and business opportunities ........................................... 24 3.3.3 Noise and dust from vehicles ..................................................................... 26

3.4 OPERATIONAL PHASE IMPACTS AND OPPORTUNITIES ............................. 27 3.4.1 Promote local economic development and tourism in Ashton ..................... 27 3.4.2 Create employment opportunities............................................................... 29 3.4.3 Increased municipal revenue ..................................................................... 30 3.4.5 Provision of services and facilities for the local community......................... 31 3.4.6 Capacity of municipal services ................................................................... 32 3.4.7 Impacts associated with increased traffic ................................................... 33 3.4.8 Visual impact associated with lighting ........................................................ 35 3.4.9 Economic impact on other service stations in Ashton ................................. 35

3.5 NO DEVELOPMENT OPTION ........................................................................... 36 SECTION 4: SUMMARY OF KEY FINDINGS .............................................................. 38 4.1 INTRODUCTION ............................................................................................... 38 4.2 SUMMARY OF KEY FINDINGS ........................................................................ 38

4.2.1 Planning fit ................................................................................................. 38


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4.2.2 Construction phase impacts ....................................................................... 38 4.2.3 Operational phase impacts......................................................................... 40 4.2.4 No Development option .............................................................................. 41

4.3 RECOMMENDATIONS...................................................................................... 41 ANNEXURE A: INTERVIEWS AND REFERENCES ..................................................... 43


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SECTION 1: INTRODUCTION

1.1 INTRODUCTION

Sillito Environmental Consulting (SEC) were appointed as the lead consultants to manage the Environmental Impact Assessment (EIA) process for the proposed development of a security village, tourist information centre, commercial and light industrial development (including a service station) on Erf 599, Ashton, in the Western Cape. Tony Barbour was appointed by SEC to undertake a specialist Social Impact Assessment (SIA) as part of the EIA study. The original report was prepared in February 2009. However, the project was delayed. The 2009 report has been up-dated to reflect the 2011. The only change to the project is that the truck shop component has been dropped. It is the opinion of the author that the social issues identified in 2009 have not changed in any significant way so as to affect the findings of the 2009 SIA. As such, this report contains the findings of the SIA undertaken in 2009 as part of the EIA process.

1.2 PROJECT DESCRIPTION The site for the propose development is located on Erf 599, Ashton on the western access to the town of Ashton in the Western Cape Province of South Africa. The site currently consists of undeveloped land and covers a total area of 8.345 hectares. The property was previously used for farming activities and is currently zoned for agricultural use. No farming has taken place on the site in the last ten years.

The proposed development consists of the four main components, namely:

Residential security village;

Commercial units and;

Service station1;

Tourist information centre and light industrial unit area (See Figure 1.1).

Residential security village The residential security village will consist of 97 affordable income units of approximately 54-100m2 each. Each of the units will typically comprise a two or three bedroom unit covering an area of 54m2 or 95m2 respectively. The total area occupied by the security village will be in the region of 39 327m2. Access to the village from Main Street (R60/62) will be via a separate entrance to the remainder of the facility. This access point will be controlled via a security office.

1 The original proposal included truck stop. This component has been dropped.


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Commercial units The commercial units consist of a workshop, motor showroom and restaurant, as well as shops and toilet facilities. The total building area will cover approximately 1 700m2 and the total area occupied by the commercial units will be approximately 13 456m2. Access to the commercial units will be via the same entrance and exit point as the Service Station. Service station The service station will consist of a service station forecourt area and canopy for domestic and private vehicles. In addition to this a central convenience store, fast food restaurant, toilet facilities and rest rooms will be provided. Fuel storage facilities will comprise six 30m3 capacity underground storage tanks and associated lines and dispenser points.

Tourist information centre and light industrial unit area This component of the development will be located adjacent to the Main Road (R60/62) and consists of a tourism information centre, exhibition area, stalls and a tea garden. The concept behind this component is to create a gateway to Ashton aimed at encouraging visitors passing through the town to stop and find out more about the facility and the town of Ashton and the surrounding area. The tourism information and exhibition centre will cover an area of 474m2 of which 158m2 will comprise building area. The light industrial unit section of the development will include between 12 and 40 light industrial units, each with an area of approximately 172m2, with a total coverage of approximately 16 326m2. Future expansion for this area is possible with an additional area of approximately 956m2 available. This component of the development will support the remainder of the facility and will include concept uses such as Beehive developments for new business activities, tourism related activities and services of a more commercial nature such as tyre fitment centres etc. 1.3 ALTERNATIVES Based on information contained in the Final Scoping Report (SEC, October 2008), an initial development proposal was proposed in September 2006 with limited environmental input and prior to scoping being completed. The main components of this initial development concept included: Site alternatives The Final Scoping Report notes that the site location lends itself to some form of development. This is based on:

The site location adjacent to the Main Road (R60/62) at the entrance to Ashton;

The location of other commercial activities immediately to the north and east of the site;

The sites degraded environmental condition given its past use for farming;

Due to this no alternative site locations have been considered. However, a number of alternative layouts and potential land uses have been considered, in accordance with the relevant legislative requirements. In terms of the service station, other sites were not considered feasible, as they do not have suitable access or the required high profile location and ready access off Main Road.


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Figure 1.1: Layout plan of proposed development The location of the tank farm is based on international oil industry best practice, which focuses on safety and ease of access for fuel delivery tankers. The location of this facility at an alternative position could result in increased safety risks (SEC, Final Scoping Report October 2008). Alternative types of activities The Final Scoping Report (October 2008) notes “the current mix of development is considered to be the most appropriate, both in terms of land use planning and the needs of the client and the broader Ashton community and the associated benefits of this type of development to the community”. This statement is supported by the findings of the SIA. The land uses are also informed by the location of the site adjacent to the Main Road.

Alternative design, layout and technological aspects of the activity The Final Scoping Report (October 2008) indicates that the design and layout of the development has gone through an iterative process and various different designs and layouts have been considered. The service station layout is based on international oil industry best practice standards. The design, layout and technological aspects of the site also take into consideration safety factors (location of filler points a certain distance from the site boundary), proximity to buildings (tanks are not allowed within 3.5m of a building due to fire risk and the possibility of structural damage to the building during


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installation/excavation), location of vent pipes to allow for maximum vapour dispersion and minimal impact on surrounding neighbours.

Alternative operational aspects of the activity Operational aspects of the service station activities are regulated by health and safety considerations in order to minimise the risk of an incident to clients or personnel working at the site. These aspects have been taken into account in the design of the proposed development.

The No-Go Option The No-Go Option would result the current status quo remaining. Given the location of the site adjacent to the Main Road (R60/62) some form of development similar to the proposed development is likely to take place at some future date.

1.4 TERMS OF REFERENCE The terms of reference for the SIA include:

A description of the social environment that may be affected by the activity and the manner in which the social environment may be affected by the proposed facility;

A description and evaluation of social issues and potential impacts associated with the proposed project.

The assessment of impacts is based on the following criteria:

The nature of the impact. This includes a description of what causes the effect, what will be affected and how it will be affected;

The extent of the impact. This includes an indication of whether the impact will be local (limited to the immediate area or site of development), regional, national or international;

The duration of the impact;

The confidence of the assessment;

The significance of the impact. The significance of the potential impact is based on an overall assessment of the nature, extent and duration of the impact.

1.5 ASSUMPTIONS AND LIMITATIONS

1.5.1 Assumptions

Accuracy of data It is assumed that the data on the proposed project provided by the proponent and contained in the Final Scoping Report (SEC, October 2008) is accurate and up to date. Fit with planning and policy requirements Legislation and policies reflect societal norms and values. The legislative and policy context therefore plays a critical role in identifying and assessing the potential social impacts associated with a proposed development. In this regard a key component of the SIA process is to assess the proposed development in terms of its fit with key planning


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and policy documents. As such, if the findings of the study indicate that the proposed development in its current format does not conform to the spatial principles and guidelines contained in the relevant legislation and planning documents, and there are no significant or unique opportunities created by the development, the development cannot be supported. The findings of the SIA indicate the proposed development is located within the Urban Edge of Ashton. The site has therefore been earmarked for future development.

1.5.2 Limitations

Demographic data2 The demographic data used in the study is largely based on the 2001 Census. While this data does provide useful information on the demographic profile of the affected area it is in some cases dated. Wherever possible this data has been supplemented with data from more recent sources. Review of latest planning documents The 2014 SIA does not include a review of the planning documents, such as the BVLM Integrated Development Plan (IDP). Comment from the environmental authorities indicated that this was not required. 1.6 APPROACH TO STUDY The approach to the study is based on the Guidelines for Social Impact Assessment adopted by the Western Cape Department of Environmental Affairs and Development Planning in 2007. These guidelines are based on international best practice. In this regard the study involved:

Review of demographic data from the 2001 Census Survey;

Review of relevant planning and policy frameworks, including Western Cape Provincial Spatial Development Framework (2005); Growth Potential of Towns in the Western Cape (2004), Breede River / Winelands Municipality IDP (2007, 2008), Breërivier/Wynland Munisipaliteit. Ruimtelike Ontwikkelingsraamwerk, Volume 1 and 2 (2003).

Collection of primary information via interviews and meetings with interested and affected individuals, organisations and communities;

Review of information from similar studies;

Experience of the author with similar projects. Annexure A contains the list of secondary information reviewed and people interviewed as part of the study.

2 The May 2014 report contains a summary of Census 2011 data for the local

municipal area.


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1.7 SPECIALIST DETAILS The author of this report is an independent specialist with 18 years experience in the field of environmental management. In terms of SIA experience Tony Barbour has undertaken in the region of 30 SIA’s and is the author of the Guidelines for Social Impact Assessments for EIAs adopted by the Department of Environmental Affairs and Development Planning (DEA&DP) in the Western Cape in 2007. This guideline document is based on accepted international best practice. 1.8 DECLARATION OF INDEPENDENCE This is to confirm that Tony Barbour, the lead specialist consultant responsible for undertaking the study and preparing the Draft Social Impact Assessment Report is independent and has no vested or financial interests in the proposed development being either approved or rejected. 1.9 REPORT STUCTURE The report is divided into four sections, namely:

Section 1: Introduction;

Section 2: Description of the study area;

Section 3: Assessment of key social issues;

Section 4: Key findings and recommendations.


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SECTION 2: DESCRIPTION OF THE STUDY AREA

2.1 INTRODUCTION Section 2 provides an overview of the site and the local baseline socio-economic conditions that have a bearing on the social assessment of the proposed development. The section is divided into three sections:

A description of the site and surrounding land uses;

General socio-economic overview of Ashton;

An overview of the planning context for the proposed development. 2.2 SITE DESCRIPTION AND SURROUNDING LAND USES

The site for the proposed development is located on the Remainder of ERF 599 and is situated on the southern side of the R60 at the western entrance of Ashton (Figure 2.1 and Photograph 1). The site covers an area of 8.3453ha and is currently zoned for agriculture. However, the site lies within the urban edge of Ashton and has been identified for potential future residential development. No farming activities have taken place on the site for approximately 10 years (Photograph 2). Cogmanaskloof, a primarily Coloured community, is located directly opposite the proposed site, on the northern side of the R60. The land uses on the northern side of the R60 opposite the proposed development, include a small commercial node (to the west), which includes a Multisave convenience store (Photograph 3), a bar and bottle store, undeveloped area and residential development; the sports field; the New Apostolic Church of Ashton and a crèche (to the east) (Photograph 4 and 5). The Ashton nursery (Photograph 6) is located directly adjacent to the eastern boundary of the site, beyond which, the commercial area of Ashton is situated. The railway line forms the southern boundary of the site and the urban edge of Ashton. Beyond this lies agricultural land a number of scattered residential properties to the southwest and a small farm reservoir to the south-east (Photograph 7). Open agricultural land and a few formal and informal residential properties adjoin the western boundary of the site.


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Figure 2.1: Site and surrounding land uses


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Photograph 1: View of the main road (R60/R62) at the western entrance (Robertson-side) of Ashton looking eastwards. The site for the proposed development is visible on the right hand sight of the road.

Photograph 2: View of the site for the proposed development, looking westwards. The main road (R60/R62) is visible on the right hand side of the photo.


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Photograph 3: View looking north of the commercial node, on the corner of the main (road R60/R62) and Middel Street directly opposite the site of the proposed development.

Photograph 4: View looking west wards of the main road (R60), with the new Apostolic church in the forwground, behind which the perimeter fence of the sports field is visible. The site for the proposed development is positioned on the left hand site of the road (not visible in this photograph).


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Photograph 5: View looking north of the creche, which is located just east of the Apostolic church, directly opposite the site for the proposed development, on the northern side of the main road (R60).

Photograph 6: View of Ashton Nursery, which is located on the eastern boundary of the site of the proposed development.


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Photograph 7: View of the footpaths leading to several formal and informal properties on the south-western boundary of the site for the proposed development.

2.3 OVERVIEW OF THE DISTRICT AND LOCAL MUNICIPALITY

2.3.1 Demographic profile

This section provides an overview of the Cape Winelands District Municipality (CWDM) and Breede Valley Local Municipality (BVLM) based on the 2011 Census data. As indicated in Table 2.1, the population of CWDM increased from 630 284 to 787 490 over the period 2001-2011, which represents a rate of 2.23 % per annum. The population in BVLM increased from 146 387 to 166 825 over the same period, an annual growth rate of 1.31% per annum. In terms of breakdown the majority of the population were Coloureds (63.3%), followed by Black Africans (24.3%) and Whites (10.7%) 9 342). Indian/Asians and other made up 1.7%. The main language spoken by the local population is Afrikaans (73.2%), followed by IsiXhosa (15.5%) and English (2.8%). The household income data for the BVLM indicates that 12% of the population reported no income, while 4.6% earned between R 1 and R 9 600 per annum. The poverty data line is set at R 800 per month (or R 9 600 per annum). Based on these figures, 16.6% of the households in the BVLM fall below the poverty line. The majority of the households earned between R 9 601 and R 38 200 per annum (37.1%). This is between R 801 and R 3 183.00 per month. Income levels in the BVLM are therefore low. As expected, the number of households in the CWDM and BVLM increased with the increase in the population. The average household size decreased marginally from 3.8 to 3.6 in CWDM and 4.0 to 3.7 in BVLM. The number of formal dwellings in CWDM


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decreased from 85.6% to 82.3% in 2011. The number of formal dwellings in the BVLM also decreased from 87.3 to 77.9%. This decrease is likely to be due to two factors, namely movement of farm workers from the adjacent farming areas into urban areas, and secondly, in-migration from the Eastern Cape. This represents a negative socio-economic trend for both the CWDM and BVLM. The dependency ratio in CWDM dropped from 50.0 to 44.9. In BVLM the ratio also decreased, dropping from 52.7 to 49.5. The dependency ratio is the ratio of dependents, people younger than 15 or older than 64, to the working age population, namely ages 15-64. For both the CWDM and BVLM the decrease means that there are less people who are dependent on the economically active 15-64 age group. This represents a positive socio-economic change. The dependency ratios in CWDM and BVLM are both significantly lower than the national figure of 55.7. This is to be expected given the economic opportunities in both the CWDM and BVLM. The dependency ratio in the CWDM is also lower than the provincial average of 45. However, the figure for the BVLM is higher than the provincial average. In terms of employment, the official unemployment rate in CWDM and BVLM decreased for the ten year period between 2001 and 2011, from 18.4 to 14.1% in CWDM and 19.7 to 17.6% in BVLM. Youth unemployment in both CWDM and BVLM also decreased increased over the same period. However, in both areas the youth unemployment rates are still relatively high (19.4% in the CWDM and 20.2.6% in the BVLM). In terms of education the education levels in the both CWDM and BVLM improved between 2001 and 2011 with the percentage of the population over 20 years of age with no schooling dropping from 8.6 to 4.4% in CWDM and 12.4 to 6.6% in BVLM. The percentage of the population over the age of 20 with matric also increased from 19.7 to 24.3% in CWDM and 16.5 to 21.5% in BVLM. These figures are however lower than the provincial average of 28.1%. Table 3.1: Overview of key demographic indicators for CWDM and BVLM

CWDM BVLM

ASPECT

2001

2011

2001

2011

Population

630 284 787 490 146 387 166 825

% Population <15 years

28.7 25.8 30.0 27.8

% Population 15-64

66.7 69.0 65.5 66.9

% Population 65+

4.6 5.1 4.5 5.3

Households

149 329 198 265 34 189 42 527

Household size (average)

3.8 3.6 4.0 3.7

Formal Dwellings % 85.6 82.3 87.3 77.9

Dependency ratio per 100 (15-64)

50.0 44.9 52.7 49.5


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Unemployment rate (official) - % of economically active population

18.4 14.1 19.7 14.4

Youth unemployment rate (official) - % of economically active population 15-34

23.9 19.4 25.0 20.2

No schooling - % of population 20+

8.6 4.4 12.4 6.0

Higher Education - % of population 20+

9.6 10.6 6.6 6.5

Matric - % of population 20+

19.7 24.3 16.5 21.5

Source: Compiled from StatsSA Census 2011 Municipal Fact Sheet

2.3.2 Municipal service levels

As indicated in Table 2.2, the provision of a number of municipal services for all categories of services increased in both the CWDM and BVLM for the period 2001 to 2011. This represents a positive socio-economic improvement. Table 2.2: Overview of access to basic services in CWDM and BVLM

CWDM BVLM

ASPECT 2001

2011

2001

2011

% households with access to flush toilet

76.6 86.7 74.3 83.5

% households with weekly municipal refuse removal 71.4 79.9 67.2 75.3

% households with piped water inside dwelling

66.0 75.9 61.6 69.3

% households which uses electricity for lighting

88.5 92.8 89.7 88.3

Source: Compiled from StatsSA Census 2011 Municipal Fact Sheet

2.4 GENERAL SOCIO-ECONOMIC OVERVIEW OF ASHTON Ashton is a small town situated on the R62 (it is technically the R60, but all documents appear to refer to the road as R62), roughly 15km east of Robertson and 10km west of Montagu. The town is located within the Breede River/ Winelands Municipality (BRWM), which also includes the towns of Robertson, Montagu, Bonnievale and McGregor with their surrounding rural areas. With the Langeberg Mountains as a backdrop, Ashton is characterized by rolling hills, largely utilized for agriculture with the town itself dominated by a large canning industry.


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The urban geography of Ashton is similar to many rural South African towns in that Ashton itself comprises a predominantly White area with Cogmanskloof, the predominantly Coloured area, located on the western side of the town. The settlement of Zolani, dominated by a Black population, is located approximated 2km outside Ashton to the east, along the R60. Of the estimated 15 000 people living within the urban edge of Ashton, approximately 8 000 live in Ashton and Cogmanskloof and 7 000 in Zolani (BRWM, 2008). Although Ashton is the second-largest town in the municipality, very little economic development and growth has taken place in the town in recent years (Mr Jack van Zyl, pers comm – 18/09/08). One of the ward councillors referred to the town as a “farm”, due to the absence of development and amenities. According to the IDP review (BRWM, 2008) Ashton has a scarcity of land available for development. Economic sectors Agriculture is one of the most important economic sectors in the area, and by far the largest employer in the region. The approximately 800 farms in the region employ triple the number of the next employer. The agricultural sector is dominated by viticulture and fruit, in particular deciduous and citrus fruit. In recent years agriculture has, however, experienced a negative growth rate. The reasons for this include the volatility and strengthening of the Rand, increased international competition, and increased production costs, specifically fuel (BRWM, 2008). It appears that, the various canning and beverage factories in Ashton present the majority of work opportunities for the population of Ashton and Zolani. Manufacturing is still the single largest economic sector in the BRWM in terms of Regional Gross Domestic Product (GDPR), although its contribution to GDPR has dropped substantially between 1995 (27.9%) and 2004 (21.3%). The food (canning) and beverage (fruit-juice and liquor production) sub-sector is the most important, comprising 72.5% of the sector in 2004, which indicates a strong dependency on the agricultural sector (BRWM, 2008). While the official unemployment rates in the BRWM are relatively low (6.62%), seasonal unemployment is very high. Apparently the majority of factory employees are only employed for 3 – 4 months of each year (Mr Baadjies, pers. Comm 19/09/08). For example, Ashton Canning Pty Ltd, employs just under 500 workers throughout the year and 5 500 in its peak season (BRWM, 2007b). Tourism has been steadily growing in the BRWM and has been identified as a key growth sector. Key tourism sectors in the municipality include wine and food, agri-tourism, culture, history and craft, health and wellness, conferencing and eco-tourism. The popular R62 tourist route, which starts just outside Ashton, has helped market the area. Ashton, however, has yet to establish itself in the tourism sector: Currently there are only two guesthouses in the town and no central tourism facility or information centre. Social services In terms of social services, Ashton has a police station that serves an area of 276km2, including Ashton, Zolani and surrounding rural areas. Serious crimes such as murder and rape are not regarded as a major problem in the area. Assault (often alcohol


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induced) and residential burglaries (linked to seasonal unemployment), theft out of motor vehicles and drug related crimes are the some of the commonly reported crimes in the area (Insp. W.H. Rautenbach, pers comm – 19/09/08). Ashton is served by 2 clinics, one in Zolani and one in Cogmanskloof. These offer primary health care services. The two closest secondary hospitals are located in Montagu and Robertson, while the nearest tertiary hospital is in Worcester, approximately 80km west of Ashton. According to the Western Cape Educational Department website, Ashton has 5 primary schools, 1 secondary school and 1 combined primary and secondary school. Ashton Combined Public School is located in Zolani and consists primarily of Black learners. Ashton Secondary school is located in Cogmanskloof, and consists primarily of coloured learners. The majority of White learners attend secondary schools in Montagu or Robertson

2.5 POLICY AND PLANNING CONTEXT 3 The following provincial and regional planning documents are of particular relevance to the study:

Western Cape Provincial Spatial Development Framework (2005)

Growth Potential of Towns in the Western Cape (2004);

Breede River / Winelands Municipality IDP (2007, 2008);

Breërivier/Wynland Munisipaliteit. Ruimtelike Ontwikkelingsraamwerk, Volume 1 and 2 (2003);

Urban Edge Study (2007). This section provides a brief overview of the key points contained in these documents.

2.5.1 Western Cape Provincial Spatial Development Framework (2005)

The Western Cape Spatial Development Framework (WCPSDF) is one of the Lead Strategies of iKapa Elihlumayo. The Framework is aligned with the National Spatial Development Perspective and other national policy frameworks, and endorses the vision of the Western Cape Provincial Government to create “A Home for All”. The purpose of the WCPSDF is to:

Be the spatial expression of the Provincial Growth and Development Strategy (PGDS);

3 As indicated in Section 1.5, the 2014 SIA does not include a review of the planning documents,

such as the BVLM Integrated Development Plan (IDP). Comment from the environmental authorities indicated that this was not required.


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Guide municipal (district, local and metropolitan) Integrated Development Plans (IDPs) and Spatial Development Frameworks (SDFs) and provincial and municipal Spatial Development Plans (SDPs);

Help prioritise and align investment and infrastructure plans of other provincial departments, as well as national departments' and parastatals' plans and programmes in the Province;

Provide clear signals to the private sector about desired development directions; Increase predictability in the development environment, for example by establishing “no go”, “maybe” and “go” areas for development; and,

Redress the spatial legacy of apartheid. The purpose of the WCPSDF is to provide a set of planning principles at a provincial level. The scale is too coarse to address the study area specifically. The guiding principle of the WCPSDF is sustainable development. The three pillars of sustainability, also referred to as the “triple bottom line” are:

Ecological integrity;

Social justice (people) / human well- being; and

Economic efficiency. The overall goal of the WCPSDF consists of a number of components. These include:

To establish and consolidate a network of regional movement corridors containing well located settlements on combined (where possible) road and rail transport corridors as the priority spatial basis for investments in regional economic and social capital; and

To be sensitive to the principle of co-operative governance and recognise that the detailed implementation of principles and policies must occur at the District and Local Levels.

The WCPSDF identifies tourism as one of the major growth industries in the Western Cape. Minimizing visual impacts and protecting scenic areas are identified as important points to consider with regard to all new development applications in these areas.

2.5.2 Growth Potential of Towns in the Western Cape (2004)

This study was commissioned by the Department of Environmental Affairs and Development Planning (Western Cape) to provide the Department with a better understanding of the potential and challenges of the Western Cape. The Study was undertaken in the context of the requirements pointed out by the National Spatial Development Perspective (2003) and for the drafting of the Western Cape Provincial Spatial Development Framework (WCPSDF). The Study investigated 131 towns in the Western Cape with regard to assessing their development potential for infrastructural investment, as well as assessing their human need with a view to social investment in their people (e.g. social development and poverty alleviation). All towns were thus assessed to determine the type and level of infrastructure (or town) investment required. The following categories were thus identified:


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High Need/Low Development: Social investment;

Low Need/High Development: Town investment;

High Need/High Development: Social and Town investment;

Low Need/Low Development: Minimal investment. The study also investigated and diagnosed the rural-urban development issues in the Western Cape and made recommendations towards improving the status quo. The study may thus be described as an urban audit, which aimed to:

“Identify salient growth criteria and indicators for urban development;

Measure and quantify the growth performance of all rural towns in the Western Cape;

Index, rank and categorise the towns according to their development potential and human needs;

Comprehend the observed growth dynamic by ascertaining qualitatively the underlying economic base and place identity of towns;

Suggest recommendations for the optimal investment type for each town; and

Avail the results as an input to drafting the PDSF” (Centre for Geoscience Research, Executive Summary).

Based on the study Ashton was identified as a town with a medium development potential / medium need. In the study it is identified as a town that qualifies for both social and town investment. However, based on the study, Ashton is not a one of the highest priority towns for receiving such investment, when compared with other towns in the Western Cape, as it has neither “high” or “very high” development potential or need. Part of the study also investigated “the dominant economic base and place identity of each town to better understand and appreciate the various settlements’ development potential. Ashton’s economic base is identified in the study as “Agricultural service centre”. An “Agricultural service centre” is defined as “Traditional central place towns serving the daily needs of a surrounding farming community, e.g. providing educational, religious, shopping and professional services.” It’s “place identity is “fruit processing”. Regarding tourism, the study notes the following points of relevance:

“Key components of tourism include the need for a tourist attraction (e.g. eco-scenery, cultural heritage), good transport routes, safety and high-quality restaurants and hotels.”

“In some urban centres unrealistic expectations abound regarding the role that tourism might fulfil as an economic growth mechanism for the town.”

In many towns “service provision is lacking and similar attraction features ... dilute marketability and fail to attract visitors/tourists in sufficient numbers.”

“To save themselves from extinction, many towns promote tourism in various forms as an income generating force, but few towns have the required potential to sustain this successfully.”

The report recommends that Municipalities use the town profiles as a guide for gauging future development initiatives on a local scale in their respective urban centres. “However, authorities are urged to implement such a scheme with appropriate caution


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not to jeopardize the unique context of specific places.” Furthermore, “the report, in conjunction with the Micro Economic Development Strategy, (should) be used to inform possible investors, entrepreneurs, developers, WESGRO and other relevant institutions of the most appropriate locations that will best serve development and community needs in the province”.

2.5.3 Breede River Winelands Municipality IDP

This document addresses broad developmental issues, challenges and strategic objectives for the Breede River Winelands Municipality (BRWM) as a whole. Poverty is identified as one of the “core development challenges” for the BRWM. In order to address this challenge, the IDP focuses on access to basic services, in particular housing and infrastructure development, social services and local economic development. Regarding housing, social housing has been emphasized as a priority in order to cater for the needs of those who do not qualify for low-cost housing, but who also do not qualify for “corporate housing ventures”. The document also notes the vulnerability of the agricultural and manufacturing sector to market related factors, in particular fluctuations in exchange rates. This vulnerability has negative implications for employment security in the region. The natural beauty of the region lends itself to great tourism potential. The document thus identifies tourism as a major development strategy to stimulate economic growth in the BRWM, together with industrial development. Specific references to the Ashton area note the following priorities for local economic development of relevance to this study:

Tourism should be promoted, including welcome signs at the entrance of Ashton, tourism facilities, the establishment of a cultural village and tourism empowerment projects.

SMME, development should be promoted in Ashton (e.g. Laundry; internet cafe). Land would need to be made available for this.

BEE development should be encouraged, especially in the building industry.

General improvements in the provision and maintenance of infrastructure for the Ashton area are also identified. These include the upgrading of roads and stormwater pipes, and public toilets along the main road (R60/62) through Ashton.

2.5.4 Breede River Winelands Municipality IDP (2008-2009 Review)

This document is the first annual review of the BRWM IDP (2007 – 2011) as required by section 34 of the MSA. Focus is on the region as a whole, although specific mention is made of Ashton in terms of needs identified during the public participation process. More detailed demographic and economic sector information is provided in this review than in the BRWM IDP.


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The document recognizes a relatively diverse economy for the area. However, the two largest economic sectors in the region are agriculture (primarily viticulture and deciduous and citrus fruit production, manufacturing (primarily canning and beverage production). Agriculture provides the most employment opportunities. Work in both these sectors is, however, largely seasonal, and as such seasonal unemployment is very high. The document further notes the vulnerability of the agricultural sector to market related and climatic factors. This vulnerability has negative implications for employment security in the region. A further unrelated trend is the general decline of employment opportunities in the agricultural sector. This is due to the sector reaching the limit of its growth potential and to an increased reliance on mechanization. Other key economic sectors are identified. These include the wholesale and retail, catering and accommodation, and the business services and the financial sector. The tourism sector in particular is identified as a key growth sector, with significant potential for further growth. With regard to the needs of Ashton in particular, the following aspects are of particular relevance to the study:

Tourism should be promoted in the town. Actions include the beautification of the main road entrance, the establishment of a tourism office in Ashton and a cultural village (most likely in Zolani);

The establishment of a business centre;

Provide housing opportunities for low to medium income groups.

2.5.5 Urban Edge Study (2007)

According to an Urban Edge study conducted by Urban Dynamics (2007) for the BRWM Urban one of the key strategies highlighted is to extend development from Ashton and Zolani to the railway line, which now forms the southern boundary of the urban edge. The site for the proposed development is situated between the R62 and the railway line, along the Urban Edge Segment: A6. The site therefore lies within the urban edge. According to the document, the urban edge management considerations within the urban edge are as follows: “Urban infill development in accordance with current spatial policy proposals”.


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SECTION 3: ASSESSMENT OF KEY SOCIAL ISSUES 3.1 INTRODUCTION Section 3 outlines the key social issues and impacts identified by during the study. The identification of social issues and concerns was based on:

A review of the issues identified during the Scoping Process as reflected in the Final Scoping Report (October 2008);

A review of planning and policy documents pertaining to the area;

Interviews with key interested and affected parties;

A review of social issues associated with similar developments;

The experience of the authors with similar projects.

The key social issues identified during the study relate to:

Fit with policy and planning requirements for the area;

Construction phase impacts and opportunities;

Operational phase impacts and opportunities. Each of these areas is discussed below. 3.2 POLICY AND PLANNING RELATED ISSUES

As indicated in Section 1.4, legislation and policies reflect societal norms and values. The legislative and policy context therefore plays a critical role in identifying and assessing the potential social impacts associated with a proposed development. In this regard a key component of the SIA process is to assess the proposed development in terms of its fit with key planning and policy documents. As such, if the findings of the study indicate that the proposed development in its current format does not conform to the spatial principles and guidelines contained in the relevant legislation and planning documents, and there are no significant or unique opportunities created by the development, the development cannot be supported. The following provincial and regional planning documents were reviewed during the study.

Western Cape Provincial Spatial Development Framework (2005);

Growth Potential of Towns in the Western Cape (2004);

Breede River / Winelands Municipality IDP (2007, 2008);

Breërivier/Wynland Munisipaliteit. Ruimtelike Ontwikkelingsraamwerk, Volume 1 and 2 (2003);

Urban Edge Study (2007).


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The findings of the study indicate that the proposed development falls within the urban edge for Ashton and has been earmarked for future development. The proposed development is therefore in keeping with the current planning and spatial development plans and policies for the area. The proposed development also supports key objectives contained in the Breede River / Winelands IDP, namely:

Promotion of tourism and creation of tourism facilities;

Promotion of SMEs in Ashton;

Promotion of opportunities for BEE involvement, especially in the building industry;

Creation of a business center in Ashton. 3.3 CONSTRUCTION PHASE IMPACTS AND OPPORTUNITIES

The key issues associated with the construction phase include:

Capital expenditure and investment in Ashton associated with the proposed development;

Creation of construction related employment and business opportunities;

Noise and dust impacts associated with construction related activities, specifically the movement of heavy vehicles on and off site.

These issues are discussed and assessed below.

3.3.1 Capital expenditure and investment in Ashton

The capital expenditure and investment associated with the proposed development will benefit the town and Ashton and the local economy. The potential benefits are linked to the creation of opportunities for local companies and labour.

Based on the information provided by the project managers the capital expenditure associated with the civils component of the construction phase of the project is estimated to be in the region of 6.5 million. The civils phase (roads, water etc) is expected to last approximately 6 months. The total value of the housing component (56 units) is estimated to be in the region of R 27 million. The total value of the commercial, service station and the light industrial components of the development are R 10 million, 1.9 million and 8.8 million respectively. The total capital expenditure associated with the

Assessment of planning issues

Description of the affect

Assessment of the impact


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proposed development will therefore be in the region of R 55 million. This represents a significant investment in the local economy, which local business, specifically construction companies, builders and building suppliers are likely to benefit from. Business and building suppliers in neighbouring towns of Robertson and Montague are also likely to benefit. The findings of the study also indicate that the level of new investment in Ashton in recent years has been low. The proposed development therefore represents a boost for the local economy. The construction phase will also create employment opportunities for members from the local community. This aspect is discussed in Section 3.3.2.

Table 3.1: Assessment of capital expenditure and investment

No Mitigation Mitigation

Extent Local and regional Local and regional

Duration Temporary (Construction phase)

Temporary (Construction phase)

Probability High High

Status Positive Positive

Confidence High High

Significance High High

Recommended enhancement measures In order to enhance local employment and business opportunities associated with the construction phase of the project the following measures should be implemented:

The developer should prepare a database of local firms, specifically SMME’s owned

and run by HDI’s that qualify as service providers (construction companies, catering companies, waste collection companies etc), prior to the commencement of the tender process for the construction phase. These companies should be notified of the tender process and invited to bid for project related work;

The developer should, where necessary, assist local HDI firms to enable them to fill in and submit the required tender forms;

The developer should inform the local authorities and local community organizations and leaders of the project and the potential opportunities for locals.


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3.3.2 Local employment and business opportunities

The construction work associated with the proposed development will create a number of opportunities for local companies and labour.

As indicated above the total capital expenditure associated with the proposed development is in the region of R 55 million. In terms of employment opportunities, it is estimated that approximately 275 temporary employment opportunities will be created during the construction phase (civils and construction of the main components of the proposed development). This number may however be on the high side due to the potential for overlap between the employment opportunities associated with each of the components of the development, specifically those associated with the services or civils component. Based on the information provided by the project managers the total wage bill for the construction phase will be in the region of R 9 million. A breakdown of the employment opportunities associated with the different components of the development and the associated wage bill is provided in Table 3.2 below. The majority of these jobs will be available to local Historically Disadvantaged Individuals HDIs, specifically the low and semiskilled skills categories. Based on experience from similar construction related projects the employment split will be in the region of 50% (low-skilled), 20% (semi-skilled) and 30% skilled. The construction phase will also create opportunities for local professionals (architects, planners, lawyers etc) and local building material suppliers and sub-contractors, such as electricians, plumbers, carpenters and tilers etc. Table 3.2: Employment opportunities and wages during the construction phase

Employment Opportunities Estimated Monthly Wage Bill Residential Component: Services: 50 R 170 000 over 6 months

(R 1.02 million)

Residential Component: Construction of Houses: 60 R 200 000 over 18 months (R 3.6 million)

Commercial Component: Services: 30 R 110 000 over 5 months (R 550 000)

Commercial Component: Structures: 50 R 170 000 over 9 months (R 1.53 million)

/Filling Station: Services: 15 R 65 000 over 3 months (R 195 000)

Filling Station: Forecourt Structures: 20 R 80 000 over 6 months (R 480 000)

Light Industrial: Services: 20 R 80 000 over 5 months (R 400 000)

Light Industrial: Structures: 30 R 120 000 over 10 months (R 1.2 million)

Description of the affect



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The majority of the employment opportunities will accrue during the construction phase. However, while these jobs may be classified as “temporary” it is worth noting that the people employed in the construction industry by its very nature rely on “temporary” jobs for their survival. In this regard “permanent” employment in the construction sector is linked to the ability of construction companies to secure a series of temporary projects over a period of time. Each development, such as the proposed development, therefore contributes to creating “permanent” employment in the construction sector.

Table 3.3: Assessment of employment and business creation opportunities

No Mitigation Mitigation


Duration Temporary (Construction phase)

Temporary (Construction phase)

Probability High High



Significance Moderate-High High

Recommended enhancement measures In order to enhance local employment and business opportunities associated with the construction phase of the project the following measures should be implemented:

The developers should establish an employment office in Ashton at the outset of the

project in order to identify and employ suitably qualified individuals;

The developer should inform local community organizations and leaders of the project and the potential job opportunities for locals, specifically the community representatives in Cogmanskloof;

The developer, in consultation with the contractors, should establish a construction phase quota for local labour;

The developer should prepare a database of local firms, specifically SMME’s owned and run by HDI’s that qualify as service providers (construction companies, catering companies, waste collection companies etc), prior to the commencement of the tender process. These companies should be notified of the tender process and invited to bid for project related work;

The developer should, where necessary, assist local HDI firms to enable them to fill in and submit the required tender forms.


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3.3.3 Noise and dust from vehicles

The issue of noise and dust generated by construction related activities and vehicles was raised as an issues during the Scoping Phase of the EIA (Scoping Report, October 2008). Adjacent landowners and residents of Cogmanskloof may be negatively affected by noise and dust impacts associated with construction phase of the project. However, based on the experience with other construction projects the potential noise and dust impacts associated with vehicles and activities during the construction phase can be effectively mitigated. These measures are listed below. Table 3.4: Assessment noise and dust impacts during the construction phase No Mitigation Mitigation

Extent Local Local

Duration Temporary (Limited to the duration of the construction phase)

Temporary (Limited to the duration of the construction phase)

Probability Moderate - High Moderate – Low

Status Negative Negative – Neutral

Confidence Moderate Moderate

Significance Low-Moderate Low

Recommended mitigation measures The potential noise and dust impacts associated with construction related activities and heavy vehicles can be effectively mitigated. The detailed mitigation measures should be outlined in the Environmental Management Plan (EMP) for the Construction and Operation Phase. The aspects that should be covered include:

Implementing dust suppression measures for heavy vehicles, such as wetting roads in a regular basis and ensuring that vehicles used to transport sand and building materials are fitted with tarpaulins and covers;

Enforcing strict operating hours for the construction phase and the movement of heavy vehicles so as to avoid times of day when noise impacts are more likely to affect adjacent landowners. For example, construction related activities, including the movement of heavy vehicles on an off site, should be confined to the hours between 7.30 am and 6.00 pm and no construction activities should be allowed over weekends;

Ensuring that all vehicles are road worthy.

Description of the effect



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3.4 OPERATIONAL PHASE IMPACTS AND OPPORTUNITIES

A number of potential negative and positive social impacts were identified during the study. The key potential positive impacts include:

Stimulate local economic development, investment and promote tourism in Ashton;

Creation of employment opportunities;

Generation of increased municipal revenue;

Provision of a formalised, overnight service station for the area;

Provision of services and facilities for the community; The key potential negative impacts include:

Capacity of municipal services, specifically the capacity of the local landfill site;

Impacts associated with increased traffic associated with the proposed development, including pedestrian safety and noise;

Visual impacts associated with lighting;

Economic impact on other service stations in Ashton; These issues are discussed and assessed below.

3.4.1 Promote local economic development and tourism in Ashton

As indicated above the total capital expenditure associated with the proposed development is in the region of R 55 million and approximately 275 temporary employment opportunities stand to be created during the construction phase (civils and construction of the main components of the proposed development)4. The proposed development does therefore have the potential to stimulate local economic development and investment in Ashton. The proposed development consists of the four main components, namely:


Commercial units;

Service station;

Tourist information centre and light industrial unit area. The economic activities in Ashton and employment opportunities are dominated by the agricultural sector and associated processing activities. The majority of travellers using the R62 also tend to drive through the town and prefer to stop over in Robertson and or

4 This number may however be in the high side due to the potential for overlap between the

employment opportunities associated with each of the components of the development, specifically those associated with the services or civils component.




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Montagu. In this regard there is very little reason for travellers using the R62 to stop over in Ashton. The establishment of a service station and the tourist information centre is likely to increase the number of people stopping in Ashton, which in turn will create an opportunity to promote tourism in the area. This combined with the establishment of commercial units and a light industrial area will promote local economic development and future investment in Ashton. Mr JJ Durant (Manager: Disaster and Fire Management) indicated that he felt that a tourist centre would attract passing tourists and would benefit the tourism sector in the town. The majority of people interviewed supported the need for a well-located tourist centre. The establishment of commercial units and a light industrial area will also provide premises for local small and medium size enterprises (SME’s). This would also promote local economic development in the town and result in a diversification of the economy in Ashton. Councillor Klaas indicated that local crafters in Zolani would benefit from having a place where they can work and also display their crafts. This is regarded as a significant positive impact. Mr. Nell, who owns the Total Filling Station on the R60/62 and is also the Chairperson of the Ashton Chamber of Commerce, was cautiously optimistic about the proposed development. However, he did note that the developer may have problems selling the residential component due to the current economic climate. However, he felt that in 5 – 8 years time there would be demand for the residential component. He also noted that as far as the light industrial component was concerned many businesses have opened and closed down in Ashton over the 11 years that he has lived in Ashton. The success of the development therefore depends what types of businesses are run from these units. Also noted that the majority of Ashton residents travel to Robertson or Montagu to do their shopping where there are proper supermarkets and clothing stores. The only thing that would stop this from occurring is if there was a proper supermarket in Ashton. However, he indicated that the larger supermarket chains (e.g. Pick and Pay, Spar) had already invested in the surrounding towns and this may prevent them for opening up a facility in Ashton. Table 3.5: Assessment of impact on economic development and investment in Ashton No Mitigation Mitigation


Duration Permanent Permanent

Probability Medium-High Medium-High


Confidence Moderate-High Moderate-High


Recommended enhancement measures The local municipal, chamber of commerce and tourism authorities should work closely with the developers to maximise the potential opportunities associated with the proposed development. The developers should also establish a database of local SME’s and inform them of the opportunities associated with the commercial units and light industrial sites.


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3.4.2 Create employment opportunities

The proposed development when fully developed will create employment opportunities for the local community. The proposed development consists of the four main components, namely:


Commercial units;

Service station;

Tourist information centre and light industrial unit area. Based on the findings of the study and information from similar projects the service station and the associated restaurant / shop could create between 45 and 60 permanent jobs, including catering staff (15-20 staff per 8 hour shift x 3 shifts). The commercial units, which consist of a workshop, motor showroom, restaurant and shops, are likely to create between 35 and 50 employment opportunities. This estimate takes into account 2 staff shifts for the restaurant of 10 personnel per shift, including kitchen staff and waiters. The tourist information centre is unlikely to create more than 2-3 permanent employment opportunities. The residential component is likely to create employment opportunities for cleaners, garden services and security personnel. The commercial and light industrial units will also create opportunities for local service providers in the form of cleaners and security. In addition, the companies that operate out of the commercial and light industrial units will also employ staff. At this stage of the assessment it is not possible to accurate state how many people will be employed as this will depend on the type of business that establish themselves. However, the light industrial unit section of the development will include between 12 and 40 light industrial units. If one assumes that each unit generates employment for 4 people, then the total number of employment opportunities will be in the region of 48-60. In total the proposed development has the potential to create in excess of 150 permanent jobs once it is fully developed. Table 3.6: Assessment of increased municipal revenue No Mitigation Mitigation










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Recommended enhancement measures The enhancement measures for employment listed in 3.3.2 apply.

3.4.3 Increased municipal revenue

The proposed development when fully developed will generate additional rates and taxes for the local authority. The proposed development consists of the four main components, namely:


Commercial units;

Service station;

Tourist information centre and light industrial unit area. The development of these components will generate additional rates and taxes for the local authority. The increased rates and taxes will create the potential for the local authority to address critical issues such as meeting the demand for low-income housing etc. This is regarded as a positive impact. Table 3.6: Assessment of increased municipal revenue No Mitigation Mitigation






Significance Moderate Moderate

Recommended enhancement measures The local municipal authorities should ensure that the local rates and taxes are market related. Evidence from small local municipalities in South Africa is that they tend to undercharge when it comes to rates and taxes.




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3.4.4 Provision of services and facilities for the local community

The proposed development will provide residents of Ashton, specifically the residents of Cogmanskloof, with improved and safe facilities such as a 24hour shop and Automatic Teller Machines (ATMs). The activities associated with the commercial and light industrial components of the development are also likely to provide services and facilities that would benefit the local economy. The establishment of a well managed, well lit (at night) 24hour shop associated with the filling station would benefit both workers from neighbouring businesses (commercial and light industrial units) as well as to the surrounding communities The provision of an ATM would also be a positive benefit, especially if it is located inside the shop. This would improve the safety and security aspects of the ATM. As indicated above, the activities associated with the commercial and light industrial components of the development are also likely to provide services and facilities that would benefit the local economy and residents of Ashton. Table 3.8: Assessment of provision of services and facilities associated with the development No Mitigation Mitigation

Extent Local Local





Significance Moderate Moderate-High

Recommended enhancement measures

The operators of the 24hour shop should ensure that it is well lit at night and monitored by CCTV cameras;

An ATM should be installed within the 24hour shop.




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3.4.5 Capacity of municipal services

The capacity of existing municipal services, specifically water, electricity and sewage, is an issue that is frequently raised as a concern. In the case of Ashton the capacity of the existing landfill site was also identified as a concern. Based on the information provided Louis Bruwer Consulting Engineers (Engineers Report, 2006) the Engineers Department of the Breede River Winelands Municipality have confirmed that there is sufficient capacity to meet the water, sewage and stormwater demands associated with the proposed development (Letter from Mr M Johnson, Assistant Head, Engineering Services, Ref 15/4/9/2). However, given South Africa’s arid climate and the current energy supply concerns the increased demand placed on existing municipal services, specifically water, electricity and sewage, is an issue that should be addressed in the design and operation of all new developments. In this regard the developers of the proposed development should ensure that adequate measures are taken to ensure that water and energy saving measures are incorporated into the design and operation of the proposed development and its various components. This should become a standard requirement of all new developments in South Africa. In terms of the landfill site, the existing Ashton landfill site currently serves Robertson, Montagu and McGregor and the lifespan of the site is only 2-3 years. However, according to Mr. M J Mlhom and Mr. D Steyn this issue is not regarded as a significant issue. Mr. Mhlom also indicated that an EIA for a regional landfill for the area has been undertaken and they are awaiting the Record of Decision from the Department of Environmental Affairs and Development Planning (DEA&DP). The authorities are also in the process of introducing a recycling centre at the existing landfill site and there is also a proposal to introduce recycling at a household level in the town. The local authorities are therefore of the opinion that the impact on the local landfill site was not a significant issue. Table 3.9: Assessment of capacity of municipal services No Mitigation Mitigation




Status Neutral Neutral


Significance Moderate-Low Low




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Recommended mitigation measures The architectural and design guidelines for the proposed development should incorporate energy saving measures. This includes solar panels in all buildings to supplement energy requirements. Water saving and water harvesting measures should also be incorporated in to the design guidelines for all new buildings. The developer should consider making these measures a compulsory requirement of the development.

3.4.6 Impacts associated with increased traffic

The proposed development is likely to result in an increase in traffic volumes. The impacts associated with increased traffic volumes include noise and pedestrian safety. The increase in heavy vehicles associated with the service station may also result in an increase in prostitution. This issue is discussed in Section 3.4.4 and 4.4.10. The proposed development is located opposite Cogmanskloof, a largely Coloured residential area, across the main road (R60/62) through Ashton. The proposed development is likely to result in an increase in pedestrian traffic, with a possible increase at night due to the presence of a 24hour facility. For the purposes of the traffic impact assessment undertaken by BKS (Pty) Ltd in 2007 a background traffic growth of 3% per annum for the area was assumed. The project development was also broken down into 2 Phases. Phase 1 includes a housing component, a filling station. The residential component consists of 97 security group-housing units (medium income). The findings of the assessment indicate that an expected number of 62 (46 in, 16 out) additional trips will be generated during the morning peak hour.

The number of trips predicted to be generated by a filling station is estimated at 4% of the adjacent pass-by traffic. Therefore, the number of trips generated by the filling station during the morning peak hour is estimated to be 24 trips (12 in, 12 out). A total number of 53 trucks are predicted to visit the service station during a 24hour period. Based on this a maximum number of four trips during the morning peak hour is estimated. Phase 2 includes a commercial and an industrial component. A sit down and take-away restaurant of ± 375m² is proposed, as well as a 200m² Quick Shop. The findings of the study indicate that traffic associated with the restaurant is not likely to coincide with the peak hour of the adjacent street traffic and will therefore not have a significant influence on the traffic during the morning and afternoon peak hours.

The industrial component of Phase 2 consists of a total building area of 2537m², which gives 2 030m² GLA. The trip generation for this component was calculated at 19 additional trips (13 in and 6 out) during the morning and afternoon peak hours. The traffic associated with the tourism centre will only be from pass-by traffic and will be




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distributed throughout the day (with no specific peak period). Therefore the traffic impact on the morning peak hour is expected to be low. The traffic generated by the car display room will also be distributed throughout the day and can therefore also not impact on peak morning and afternoon flows. In terms addressing the issue of access and pedestrian safety the traffic assessment makes the following recommendations: Access from the development towards Main Street (R60) is proposed:

By adding a single-lane (per direction) southern approach to the existing three-way stop at the Main/Middel Street intersection, changing it to a four-way stop;

By adding a single-lane (per direction) southern approach opposite Jakaranda Street as a priority-controlled approach. This access will be used by the residential component of the development only.

For pedestrians the report notes that there is a pedestrian activity crossing the R60/62 that needs to be addressed/considered. The report therefore recommends that a formalised pedestrian crossing be introduced at the both the Main/Middel and Main/Jakaranda Street intersections. The overall conclusion of the traffic assessment is that proposed development will have a small impact on the adjacent road network due to the relatively low existing traffic volumes, as well as the low volumes of traffic generated by the development. The proposed four-way stop at the Main/Middel Street intersection and a four leg priority controlled intersection at the Main/Jakaranda intersection will be sufficient to handle future and development traffic. Table 3.10: Impacts associated with increased traffic No Mitigation Mitigation

Extent Local Local


Probability Medium Medium

Status Negative Negative-Neutral



Recommended mitigation measures The recommendations contained ion the traffic assessment report (BKS, 2007) should be implemented.


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3.4.7 Visual impact associated with lighting

The lighting associated with a 24hour service station facility may result in visual impacts as night, specifically for local residential areas such as Cogmanskloof. The main road and current commercial node already generates light pollution. According to the Final Scoping Report (October 2008) additional lighting will have a cumulative negative impact. This issue was not raised as a concern during the SIA and is therefore not regarded as a significant issue. Effective mitigation measures can also be implemented to reduce light pollution from the facilities associated with the development. Table 3.11: Visual impacts associated with lights at night No Mitigation Mitigation

Extent Local Local



Status Negative Negative



Recommended mitigation measures

Lighting should be designed to ensure that no direct lights face onto local residential areas;

Security lighting associated with the facilities should be downward facing and focus inwards towards the development.

3.4.8 Economic impact on other service stations in Ashton

The potential impact on other services stations in Ashton relates specifically to the existing Total Service Station located on the R60/62 and operated by Mr. Willem Nell.





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In the interview with Mr. Nell he indicated that while the establishment of a new filling station would affect his business it would not result in him having to close down. Mr. Nell also acknowledged that the formal service station would probably be beneficial in that the trucks would no longer park directly opposite his service station. Based on the information provided by Mr. Nell it would appear that although the establishment of a new filling station would impact on his business if would not result in him having to close down. In this regard it is also noted that South Africa is a free market economy where investment and competition is encouraged. Table 3.11: Economic impact on other filling stations No Mitigation Mitigation

Extent Local Local



Status Negative Negative


Significance Moderate-Low Moderate-Low

Recommended mitigation measures There are not recommended mitigation measures.

3.5 NO DEVELOPMENT OPTION

The no development option will result in the status quo of the site being maintained for the present. However, the site falls within the urban edge of Ashton and is therefore likely to be developed at some stage in the future. The findings of the SIA also indicate that there are a number of potential positive benefits associated with the proposed development, including the creation of employment opportunities (construction and operational phase) and economic investment in the area. These benefits would be forgone if the development did not take place. In addition the negative impacts associated with the development can be effectively mitigated. Likewise, the potential benefits can be enhanced. The findings of the SIA also indicate that the location of the site adjacent to the R60/62 make is well suited for the proposed development. Table 3.9: Assessment of no development option No Mitigation Mitigation

Extent Local Local

Duration Temporary Permanent


Status Negative Positive





37


Recommended mitigation measures Mitigation measures entail the development of the proposed development.


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SECTION 4: SUMMARY OF KEY FINDINGS 4.1 INTRODUCTION Section 4 summarises the key social issues and impacts identified by during the study. The identification of social issues and concerns was based on:

A review of the issues identified during the Scoping Process as reflected in the Final Scoping Report (October 2008);

A review of planning and policy documents pertaining to the area;

Interviews with key interested and affected parties;

A review of social issues associated with similar developments;

The experience of the authors with similar projects.

The key issues identified during the study relate to:

Fit with policy and planning requirements for the area;

Construction phase impacts and opportunities;

Operational phase impacts and opportunities. The no-development option was also assessed. 4.2 SUMMARY OF KEY FINDINGS

4.2.1 Planning fit

The findings of the study indicate that the proposed development falls within the urban edge for Ashton and has been earmarked for future development. The proposed development is therefore in keeping with the current planning and spatial development plans and policies for the area. The proposed development also supports key objectives contained in the Breede River / Winelands IDP, namely:

Promotion of tourism and creation of tourism facilities;

Promotion of SMEs in Ashton;

Promotion of opportunities for BEE involvement, especially in the building industry;

Establishment of a business center in Ashton.

4.2.2 Construction phase impacts

The key issues associated with the construction phase include:


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Capital expenditure and investment in Ashton associated with the proposed development;

Creation of construction related employment and business opportunities;

Noise and dust impacts associated with construction related activities, specifically the movement of heavy vehicles on and off site.

Of these issue the capital expenditure and investment and the local employment and business opportunities are regarded as the most significant issues. The potential negative noise and dust impacts associated with the construction related activities can be effectively mitigated by implementing the recommended mitigation measures. In terms of local benefits the construction phase will create a number of opportunities for local companies and labour. The capital expenditure associated with the construction phase of the project is estimated to be in the region of R 50-55 million. The construction phase is expected to last 18 months. In terms of employment opportunities, it is estimated that approximately 275 temporary jobs will be created during the construction phase (trick stop, commercial, light industrial and housing components and associated bulk services). This number may however be on the high side due to the potential for overlap between the employment opportunities associated with each of the components of the development, specifically those associated with the services or civils component. The majority of these jobs will be available to local HDIs, specifically the low and semiskilled skills categories. Based on experience from similar projects the employment split will be in the region of 50% (low-skilled), 20% (semi-skilled) and 30% skilled. The estimated total wage bill for the construction phase is R9 million. The majority of these opportunities will accrue during the construction phase. However, while these jobs may be classified as “temporary” it is worth noting that the people employed in the construction industry by its very nature rely on “temporary” jobs for their survival. In this regard “permanent” employment in the construction sector is linked to the ability of construction companies to secure a series of temporary projects over a period of time. Each development, such as the proposed development, therefore assists to support the construction sector. The construction phase will also create opportunities for local professionals (architects, planners, lawyers etc) and local building material suppliers and sub-contractors, such as electricians, plumbers, carpenters and tilers etc. Table 4.1 summarises the assessment of the potential impacts associated with the construction phase.


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Table 4.1: Summary of assessment of construction related issues

Key issue Significance (No mitigation)

Significance (With mitigation)

Capital expenditure and investment in Ashton

High (Positive)

High (Positive)

Employment and business opportunities

High (Positive)

High (Positive)

Noise and dust impacts Low-Moderate (Negative)

Low (Negative)

4.2.3 Operational phase impacts

A number of potential negative and positive social impacts were identified during the study. The key potential positive impacts include:

Stimulate local economic development, investment and promote tourism in Ashton;

Creation of employment opportunities;

Generation of increased municipal revenue;

Provision of services and facilities for the community. Of these issues the potential to stimulate local economic development and promote tourism, the creation of employment opportunities and the provision of a formalised, overnight service station are regarded as the most significant positive impacts. In terms of employment the operational phase has the potential to create in the region of 150 permanent employment opportunities. The establishment of commercial and light industrial units will also create opportunities for local SME’s to become established, which in turn, will assist to diversify the local economy. The location of the site adjacent to the R60/62 and the establishment of a tourist centre will also assist to promote tourism in the area. Table 4.2 summarises the assessment of the potential positive impacts during the operational phase of the development. Table 4.2: Summary of assessment of positive operational related impacts

Key issue Significance

(No mitigation) Significance (With mitigation)

Stimulate locate economic development and investment and promote tourism

Moderate-High (Positive)

High (Positive)

Employment and business opportunities


High (Positive)

Generation of municipal revenue Moderate (Positive)

Moderate (Positive)

Provision of service station Moderate (Positive)


Provision of services and facilities for the community

Moderate (Positive)

High (Positive)

The key potential negative impacts include:


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Capacity of municipal services, specifically the capacity of the local landfill site;

Impacts associated with increased traffic associated with the proposed development, including pedestrian safety and noise;

Visual impacts associated with lighting;

Economic impact on other service stations in Ashton;

The potential impact on municipal services was not identified as a significant issue, while the negative impacts associated with the increase in traffic and lighting can be addressed by implementing the recommended mitigation measures. The findings of the SIA also found that the establishment of a new service station in Ashton would not result in the closure of the existing Total service station owned by Mr. Willem Nel. Table 4.3 summarises the assessment of the potential negative impacts during the operational phase of the development. Table 4.3: Summary of assessment of potential negative operational related impacts

Key issue Significance

(No mitigation) Significance (With mitigation)

Capacity of municipal services Low-Moderate (Negative)

Low (Negative)

Impacts associated with increase traffic

Low-Moderate (Negative)

Low (Negative)

Visual impacts associated with lighting


Low (Negative)

Economic impact on other services stations in Ashton



4.2.4 No Development option

The no development option will result in the status quo of the site being maintained for the present. However, the site falls within the urban edge of Ashton and is therefore likely to be developed at some stage in the future. The findings of the SIA also indicate that there are a number of potential positive benefits associated with the proposed development, including the creation of employment opportunities (construction and operational phase) and local economic development. These benefits would be forgone if the development did not take place. In addition the negative impacts associated with the development can be effectively mitigated. Likewise, the potential benefits can be enhanced. The findings of the SIA also indicate that the location of the site adjacent to the R60/62 make is well suited for the proposed development.

4.3 RECOMMENDATIONS


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The findings of the study indicate that the proposed development falls within the urban edge for Ashton and has been earmarked for future development. The proposed development is therefore in keeping with the current planning and spatial development plans and policies for the area. The proposed development also support a number of key objectives of the Breede River / Winelands Municipality IDP. The findings of the study also indicate that the proposed development is likely to benefit local economic development in Ashton and create employment opportunities both during the construction and operational phase of the development. The establishment of a tourism centre is also likely to promote tourism in the area. Based on the findings of the study the proposed development is therefore supported. It is also recommended that the enhancement and mitigation measures listed in the report be considered in order to enhance the potential benefits and mitigate the potential negative impacts.


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ANNEXURE A: INTERVIEWS AND REFERENCES Interviews Mhlom, Mr. M.J. (Interviewed: 18/09/08). Director: Community Services, Breede

River Winelands Local Municipality.

Brandt, Mr. Kobus (Interviewed: 18/09/08). Manager: Town Planning: Breede River Winelands Local Municipality.

Van Zyl, Mr. Jack. (Interviewed: 18/09/08). Assistant Manager: Town Planning: Breede River Winelands Local Municipality.

Klaas, Cllr. K. (Interviewed: 19/09/08). Ward Councillor, Ward 10, Breede River Winelands Local Municipality.

Baadjies, Mr. D. (Interviewed: 19/09/08). IDP Manager, Breede River Winelands Local Municipality.

Steyn, Mr. Dirk (Interviewed: 19/09/08). Manager Environmental Services: Breede River Winelands Local Municipality.

Durant, Mr. J.J.: Manager: Disaster and Fire Management: Breede River Winelands Local Municipality.

Walaza, Mr. Sipho. (Interviewed: 19/09/08). Deputy Principal, Ashton CP School, Zolani.

Rautenbach, Inspector, W.H. (Interviewed: 19/09/08). Inspector: Communications, firearms and liquor applications, Ashton Police Station.

Adams, Cllr, Anita. (Interviewed: 19/09/08). Ward Councillor, Ward 9, Breede River Winelands Local Municipality.

Printed sources

Breede River/ Winelands Municipality (2007a). Integrated Development Plan: 2007 – 2011.

Breede River/ Winelands Municipality (2007b). Local Economic Development Strategy – 2007.

Breede River/ Winelands Municipality (2008). Integrated Development Plan: 2007 – 2011: (2008/2009 Annual Review in Terms of Section 34 of the Municipal Systems Act 32 0f 2000).

Breërivier/Wynland Munisipaliteit. Ruimtelike Ontwikkelingsraamwerk. Volume 1: Status Quo Verslag (2003).

Breërivier/Wynland Munisipaliteit. Ruimtelike Ontwikkelingsraamwerk. Volume 2: Beleidsriglyne en Ruimtelike Voorstelle (2003).

Cape Winelands District Municipality Growth and Development Strategy. 2006

Sillito Environmental Consulting (October 2008). Scoping Report: The proposed development of a combined security village, tourist information centre, commercial & light industrial development (including a service station on the remainder of Erf 599, main road, Ashton.

Urban Dynamics Western Cape (2007). Breede River/ Winelands Municipality: Urban Edge Proposals.

Internet sources

www.breeland.gov.za

www.capegateway.gov.za

www.demarcation.org.za

http://www.breeland.gov.za/

http://www.capegateway.gov.za/

http://www.demarcation.org.za/


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www.saps.gov.za

www.statssa.gov.za

http://wcedemis.wcape.gov.za/wced/findaschool.html

http://www.saps.gov.za/

http://www.statssa.gov.za/

http://wcedemis.wcape.gov.za/wced/findaschool.html

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