Final social report title page - · PDF fileSPECIALIST STUDY ON THE SOCIAL IMPACT OF THE PROPOSED N1 N2 WINELANDS TOLL HIGHWAY PROJECT DRAFT REPORT Prepared by Dr

APPENDIX 12

SOCIAL

Specialist

Dr Farieda KhanIndependent Social Consultant

Peer ReviewMs Alison Burger Pinter

SRK Consulting

SPECIALIST STUDY ON THE SOCIAL IMPACT OF THEPROPOSED N1 N2 WINELANDS TOLL HIGHWAY

PROJECT

DRAFT REPORT

Prepared by

Dr Farieda KhanIndependent Social Impact Assessment Specialist

38 A Pope StSalt River

7925

Submitted to

Crowther Campbell & Associates

on behalf of

South African National Roads Agency Ltd

17 September 2002

EXECUTIVE SUMMARY

This study assesses the social impact of the proposed N1 N2 Winelands Toll HighwayProject. At the smallest scale, the study area comprises the areas immediately adjacentto the N1 between Kraaifontein and Sandhills, and the N2 between Khayelitsha and BotRiver. The study provides a broad description of these areas, and a detailed descriptionof the most affected areas. The social impact of the proposed N1 N2 toll road iscomplicated by numerous factors, many of them economic in nature. The intensity andsignificance of these economics-related impacts are being considered in a separatestudy. Key findings of this study include the following:

• Firstly, the proposed project will result in positive social impacts. The benefitsinclude: safer, improved and less congested roads for road-users; cost savingsfor motorists over the long term as a result of using upgraded roads; an extensivedevelopment and training programme for poor communities; the award of work tosmall, medium and micro enterprises; job creation and an emphasis on theemployment of local people. While most of the available jobs will be of atemporary nature, created during the construction phase, this phase is likely tobe of fairly long duration. The socio-economic benefits of these jobs will percolatethrough historically disadvantaged communities.

• Secondly, this study has found that the social impacts of the ‘Do Nothing’ optionwould be: increasing traffic congestion; more time lost while driving; and the lossof benefits which contribute to road-user safety such as the provision of muchneeded interchanges and pedestrian crossing points, less driver stress and feweraccidents. If the proposed toll road is not implemented, there will be no change tothe status quo for approximately the next five years. On the one hand, thismeans that no toll payments will have to be made, but on the other hand, itmeans that vehicle operating costs will increase while road safety will decreaseas the roads steadily deteriorate.

• Thirdly, there may be an impact on mobility – for example, the proposed toll roadmay inconvenience and possibly even endanger, pedestrians, hitch-hikers andcyclists either by destroying existing pathways (as in Helderzicht and Lwandle),or if no provision is made for these categories of road-users (particularly in theHex River and Elgin Valleys). This would constitute a serious problem for therural poor, given factors such as the lack of public transport and access to privatevehicles, and the fact that many people wait for farm transport or lifts along thenational roads. In addition, the mobility of vulnerable sectors of the community (inboth urban and rural areas), such as the poor, the unemployed, and thosedependent upon social security benefits (such as pensioners and the disabled)may be impacted by the proposed toll road. It is possible that these sectors mayexperience greater difficulty in accessing welfare benefits and essential (andother) services located outside their residential areas, as such access is oftendependent on motorised public transport (rather than rail transport). While taxisare likely to qualify for frequent road-user discounts, the Economics SpecialistStudy has found that, in the early years, it is highly probable that fare increaseswill nonetheless occur. This will have adverse consequences for vulnerable andeconomically marginalised sectors of the community. However, with regard to theimpact of the proposed toll road on road-users, the Economics Specialist Study

has found that, apart from certain key exceptions, the proposed toll road wouldgenerate overall road-user benefits that are greater than road-user costs.

• Finally, there may be an impact on quality of life, which will be manifested invarious ways. For example, the physical severance of certain communities willphysically, as well as emotionally impact upon stable, close-knit communities(such as the severance effect the proclaimed alignment would have inHelderzicht). The proposed toll road, with its increased traffic, new alignmentsand toll plazas, may also impact upon the rural character and tranquility of areassuch as Firlands and the Elgin Valley. In addition, the costs associated with theproposed toll road may also impact upon quality of life if road-users decide toreduce non-essential trips in order to save money. As these trips will probably besocial in nature, such as visits to family and friends, shopping, and trips for sport,recreational and holiday purposes, any reduction in such trips may impactadversely on the maintenance of social relationships, as well as on physical andpsychological wellbeing. However, this potential impact should be consideredwithin the context of the finding by the Economics Specialist Study that, inaggregate, the proposed toll roads would generate overall road-user benefits thatare greater than road-user costs.

It should be recognised that the maintenance and upgrading of the road system is a vitalnecessity. It should also be recognised that the funding for improvements to, andextension of, the road system is not available, and that it is the considered position of thepresent government that other methods have to be found to create the required funds.The strategy currently being considered, is the implementation of a toll road system.However, the need to maintain and upgrade the road system through the implementationof toll roads, must be balanced against the need for social equity. Given the extremedisparities in income which exist in certain sections of the study area, and thewidespread problem of unemployment, it is essential to ensure that any implementationof the toll road system does not cause further hardship.

TABLE OF CONTENTS______________________________________________________________________

1. INTRODUCTION 1

1.1 Background and Brief 11.2 Study Area 2

2. STUDY APPROACH 2

3. DESCRIPTION OF THE AFFECTED ENVIRONMENT 3

3.1 Broad Description of the Areas along the N1 33.2 Detailed Description of the Most Affected Areas along the N1 43.3 Broad Description of the Areas along the N2 63.4 Detailed Description of the Most Affected Areas along the N2 93.5 Identification & Description of the Social Impacts of Toll Payments on

User Groups 15

4. IMPACT DESCRIPTION AND ASSESSMENT 20

4.1 Social impact of the ‘Do Nothing’ alternative 204.2 Social benefits of the proposed project 214.3 Social impacts resulting from the proposed project : N1 234.4 Social impacts resulting from the proposed project : N2 314.5 Social impacts of toll plaza positions on the N1 484.6 Social impacts of toll plaza positions on the N2 514.7 Social impacts of alternative alignments in the Hex River Poort 554.8 Social impacts of alternative alignments on the N2 – through/ around Helderzicht 614.9 Social impacts of alternative interchanges on the N2 694.10 Cumulative social impacts of tolling both the N1/N2 and R300 74

5. DISCUSSION 77

6. REFERENCES 81

LIST OF APPENDICES

Appendix 1 Key concerns of interested and affected parties

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1. INTRODUCTION

1.1 Background and Brief

Dr F Khan was commissioned to undertake a specialist study of the social impacts of theproposed N1 N2 Winelands Toll Highway Project on various communities and usergroups and to assess the cumulative social impact of tolling both the N1/N2 and theR300.

The aim of this report is to provide a social assessment and recommend mitigationmeasures to ensure that the social impacts of the proposed project are minimised.

The terms of reference of the study are:

• to provide a broad description of the areas along the routes and a briefcommentary on how they will be affected by the proposed project. The followingareas should be included: Kraaifontein, Blue Downs, Stellenbosch, Khayelitsha,Macassar, Somerset West, Sir Lowry’s Pass Village, Rooi Els, Kleinmond,Betty’s Bay, Hermanus, Caledon, Paarl, Rawsonville, Mfuleni and Worcester;

• to provide a detailed description of the socio-political history and demographicsof the following areas:De Doorns/Hex River Valley, Touws River, Helderzicht,Lwandle, Firlands, Grabouw/Elgin and Bot River;

• to identify and describe the social impacts of toll payments on the user groups,giving consideration to social equity and environmental justice;

• to assess (in association with the specialist economic study), the cumulativeimpact of tolling both the N1/N2 and R300;

• to assess the impacts of the alternative toll plaza positions on the safety ofmotorists, particularly in the Khayelitsha and Sir Lowry’s Pass areas;

• to assess the social benefits of the proposed project in terms of developmentopportunities, improved safety and security, job opportunities and empowerment;

• to assess the significance of the impacts of the severance of family, business,religious and social communities as a result of tolling;

• to assess the significance of the impacts resulting from the realignment of the N2through Helderberg on the Helderzicht, Paardevlei, Lwandle and Firlandscommunities;

• to describe (in association with the specialist economic study), the cumulativeimpacts resulting from possible changes to costs of consumer goods, wages andemployment;

• to assess the social impacts of the proposed project on access by vulnerablecommunities or groups to essential services; and

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• to identify practicable mitigation measures that would enhance positive socialimpacts and reduce negative impacts, giving consideration (in association withthe specialist economic study), to the optimum toll plaza positions, roadalignments, number of toll plazas and methods of tolling.

1.2 Study Area

The study area encompasses the N1 between Kraaifontein and Sandhills, and the N2between Khayelitsha and Bot River. The study area includes parts of the following localauthorities: the City of Cape Town, Breede Valley Municipality, TheewaterskloofMunicipality and the Overberg District Council.

2. STUDY APPROACH

The following study approach was adopted:

• Information relevant to compiling a broad description of the areas along theroutes was collected, mainly from secondary sources and the internet.

• Information on the socio-political history and demographics of the most affectedareas was obtained from a variety of secondary sources, as well as informationobtained from municipal officials, census data and the internet.

• Information relating to the key issues of community concern around the proposedproject was derived from the minutes of meetings with interested and affectedparties (I&APs), as well as the copies of documents submitted by the latter,which are contained in the Final Scoping Report (Crowther Campbell &Associates, 2000).

• Information was also obtained from letters, faxes and emails sent to NomiMuthialu & Associates by I&APs.

• Information relating to the social impacts of the proposed project was obtainedfrom interaction with municipal officials and I&APs during the focus groupmeetings.

• Additional information was obtained through personal interviews and telephonicdiscussions held with I&APs.

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3. DESCRIPTION OF THE AFFECTED SOCIAL ENVIRONMENT

3.1 Broad Description of the Affected Areas along the N1

3.1.1 Section 1: Old Oak Road Interchange to Huguenot Tunnel

Kraaifontein/Joostenbergvlakte

Kraaifontein is a mainly residential area (with a mix of community facilities), consisting ofthe historically coloured suburbs of Scottsville, Scottsdene, Summerville and BernadinoHeights; the informal settlements of Wallacedene and Bloekombos; and the historicallywhite suburbs of Windsor Park, Peerless Park and Belmont Park. Kraaifontein is wellserved by 15 primary and secondary schools, and has 3 sportsfields (A Williams,Oostenberg Municipality, pers. comm., 26 May 2000). The area is a culturally diversemix of income groups, ranging from middle to working class, the unemployed and thoseinvolved in the informal sector (Oostenberg Municipality, CD Rom, 2000).

Joostenbergvlakte is a semi-rural area of smallholdings, many of which are used forequestrian activities, small plant and flower nurseries and vegetable farms. KraaifonteinIndustria is an area consisting mainly of businesses and light industrial firms.

Paarl

Paarl is a historic town, with numerous cultural, scenic and environmental attractions(such as the Paarl Mountain Reserve). The town is situated 60 km north-east of CapeTown, in the Berg River Valley, adjacent to the N1. Paarl is a rural town which is wellprovided with urban infrastructure and a range of community facilities, as well as a largeretail, business and industrial sector. It has been estimated that currently, the town’spopulation is 156 100 (www.worldgazetteer.com/c/c_zahtm#pl_26).The production ofwine is a major economic sector, along with olives and the production of olive oil.However, due to the vulnerability of local industries to global markets, there has been adecline in economic growth for several years, together with a steady growth inunemployment (Foundation for Contemporary Research, 1999:26). Low income levelsand high unemployment rates are race linked, with Africans being worst off, followed bythe coloured community (Foundation for Contemporary Research, 1999:37-38). A largenumber of Paarl residents travel to various work destinations in the CMA. Approximately15% of the population that travel to the CMA, use the bus, 30% use the taxis and 40%use private transport (Foundation for Contemporary Research, 1999:39).

3.1.2 Section 2: Huguenot Tunnel to Rawsonville

Rawsonville

The hamlet of Rawsonville is situated off the N1, outside Worcester. Businesses areconcentrated mainly along Van Riebeeck Road, and are dependent on local residentsand the surrounding farming community. As is the case with most rural villages, aseparate coloured residential area was established during the apartheid era (Guide Planfor Worcester and Environs, 1990).

Rawsonville is the centre of an important wine producing area, and part of the WorcesterWine Route. There are a number of wine cellars in this area (such as Merwida and

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Goudini Wine Cellars), as well as the Olaf Bergh Solera Brandy Cellar, which is anintegral part of the Brandy Route for the region. In addition to the production of wine andbrandy, tourism also plays an important part in the economy of Rawsonville. In thisregard, the Goudini Spa (a hot springs resort) is extremely popular, regularly attractingvisitors from Cape Town. The area has a wide range of accommodation, ranging fromthe self-catering chalets of Nekkies Lake Resort, to the Merwida Country Lodge.

3.1.3 Section 3: Worcester to Sandhills

Worcester

Worcester is situated in the fertile Breede River Valley, about 110 km from Cape Townon the N1. The town is the main economic, service (viz. shopping, banking, firefighting,health, education and welfare) and local government centre of the Breede ValleyMunicipality. The municipality includes towns such as De Doorns, Touws River,Robertson and Ceres. In 1998, the population of Worcester was estimated at 81 000,which has currently been updated to 85 500 (www.worldgazetteer.com/c/c_zahtm#pl_26).The Worcester economy is based on strong agricultural, manufacturing and tourismsectors. Worcester is a major wine grape producing area, producing 25% of thecountry’s wine grapes. The area is also important for the production of table grapes,most of which are exported (Wesgro, 1999j). Tourism plays an important part inWorcester’s economy – its attractions include the Klein Plasie Open Air Museum, theKaroo Botanical Garden, the Worcester Wine Tasting Centre and the Worcester WineRoute. In addition there are cultural tours operating in the nearby township ofZweletemba (www.worcesterweb.co.za). Watersports and angling in nearby dams andthe Breede River are also popular. Worcester is also an important mountain climbingcentre - it is home to the second-oldest Mountain Club of South Africa section in thecountry.

3.1.4 Other Affected Areas – N1

Stellenbosch

The town of Stellenbosch, which is situated 45 km from Cape Town, was founded in1679, and is the second oldest town in South Africa. The town, which has about 70 000residents, is home to the University of Stellenbosch, as well as South Africa’s oldestuniversity garden, the Botanical Gardens. Tourism is extremely important in this town ofbeautiful and well-preserved historic buildings and museums. The Stellenbosch WineRoute, with its well–established and famous wine estates, plays a crucial part in itseconomy (www.stellenboschonline.com).

3.2 Detailed Description of the Most Affected Areas along the N1

De Doorns and Touws River

The town of De Doorns, which is approximately 140 km from Cape Town, is named aftera thorn bush found in the area. It is the centre of the Hex River Valley, which producesmost of the country’s export table grapes – the main industry in the area. In addition tobeing a farming community, De Doorns also has a thriving tourism industry, much ofwhich relates to pursuits which take place in the nearby mountains and rivers. For

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example, there is river rafting on the Aan de Doorns River, hiking, mountain climbing andmountain biking. The area is also becoming known for its ‘bouldering’ routes. Bouldering,which is part of mountain climbing sport, entails the climbing of crags and boulders. Thesport is rapidly becoming more popular, with many climbers attracted to De Doorns as aresult of the annual Agama Atra Open Air Bouldering competition, which has been heldevery year since 1999 (www.saclimb.co.za). This event, which attracts internationalcompetitors, is organised by the local De Doorns community. There is also a 4x4 trail,the Hex Valley 4x4 Trail, which begins at the Quado Mountain Range. The De Doornswinelands, which forms a part of the Worcester Winelands Route, is also an integral partof its tourism experience (www.worcesterwinelands.co.za).

According to the Census statistics (Census, CD Rom, 1996), the population of DeDoorns consists of 7 272 persons, the majority of whom (4 279) are coloured or black (2202). A total of 2 413 persons are in employment, while 751 are unemployed andlooking for work. It should be noted that blacks constitute about half the number ofunemployed people, which points to a serious unemployment problem among this smallcommunity. The community as a whole has a fairly low individual monthly income level,as most incomes are in the R201 – R2 500 bracket, viz. 2 836. Blacks are the least welloff, as only 17 are in the R2 501 – R 16 000 income bracket (there are none in the upperbrackets); 56 coloureds are in the R2 501 – R 30 000 (there are none in the highestbracket); while 205 whites are in the R2 501 – R30 000 plus bracket. In terms ofcommunity facilities, the town has 1 clinic, 1 library and 8 primary and senior secondaryschools. There are sportsgrounds, but no community halls, and no swimming pool.

Touws River is located alongside the N1, approximately 170 km from Cape Town. It isone of a few towns situated alongside an important transport axis in the Western Cape.The increase in long distance transport has led to a corresponding increase in thenumber of road houses, petrol filling stations and ‘utra-cities’ (viz. service stationsoffering a range of services to long distance travellers, such as restaurants, rest rooms,children’s play areas, picnic facilities etc.) – this has benefited Touws River. One of themost important economic activities in this area, is the agricultural sector, along withagriculturally-related industries and service industries. Wheat, viticulture and fruitcultivation (especially prunes), as well as livestock and ostrich farming constitute themain types of farming (Wesgro, 1999h). The landscape and environment are particularlyattractive for tourist accommodation and leisure resorts. Among the attractions are: theTouws River Nature Reserve (which offers game, birdlife and hiking), the railwaymuseum, the Dries le Roux Reserve (which offers various hiking routes and a campsite),the Elim Mountain Bike trail, as well as a trail for disabled persons (the Elim Day Trail).In addition, a number of themed tourist routes have been developed, viz. the wine, fruitand steam train routes (Wesgro, 1999h).

According to the Census statistics (S A Statistics, 1996), the population of Touws Riverconsists of 6 323 persons, the majority of whom (5 387) are coloured. More recentstatistics put this total at 7 000 (Wesgro, 1999h). A total of 921 persons are inemployment, while 991 are unemployed and looking for work (Census, 1996). 163people suffer from various disabilities and 425 people (415 of whom are coloured orblack) are aged 65 or older. It is probable that many of these people are dependent onwelfare payments. The community as a whole has a fairly low income level, as mostincomes are concentrated in the R1 – R 2 500 bracket, viz. 1 790. Blacks are thepoorest, as no-one from this community earns above R2 500, while 113 coloureds are inthe R2 501 – R16 000 bracket (there are none in the higher brackets), and 115 whites

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are in the R2 501 – R30 001 or more bracket. A municipal official has confirmed thatpoverty is widespread in the area, that unemployment is high, and that most workopportunities for unskilled workers, is seasonal agricultural work (Mrs Louw, TouwsRiver Municipality, pers. comm., 27 February 2002).

In terms of community facilities, the town has 2 libraries, two primary schools, onesecondary school, one community hall, and sportsfields for cricket, rugby and soccer.The town’s only swimming pool closed some time ago. There is only one clinic in TouwsRiver and a doctor makes twice weekly visits, so many people prefer to travel toWorcester for medical care. Public transport is mainly in the form of taxis, which chargeR20 return fare to Worcester (Louw, pers. comm., 27 February 2002).

It should be noted that neither town has a hospital, fire department, health or socialservices, and that a very high percentage of teachers who teach at schools in the HexRiver Valley, reside in Worcester and commute daily. In addition, a large number ofagricultural workers (particularly during the harvest season), commute daily fromWorcester, to farms in the Hex River Valley (Katherina Kapsari to NMA & Associates, 17May 2000), usually using farm transport. The Economics Specialist Study has foundthat, if vehicles travelling from Touws River and De Doorns to Worcester pay a full tolltariff, then road-user costs will exceed road-user benefits under certain tollconfigurations.

3.3 Broad Description of the Areas along the N2

3.3.1 Section 1: R300 to De Beers Interchange

Mfuleni and Blue Downs

Mfuleni is one of Cape Town’s oldest black townships. It is situated adjacent to the N2,on the opposite side of Khayelitsha, and west of Blue Downs. The population wasestimated at 25 000 in 1997 (Wesgro, 1999i) and 30 000 in 2001 (Cox and Amod, 2001).In terms of housing, there are 4 016 units, mostly consisting of old ‘location’ houses,‘RDP’ housing, flats and hostels. Mostly, however, people live in one of the eightinformal settlements, which do not have any form of formal water supply, electricity ortoilets. It should also be noted that widespread poverty and unemployment is the norm inthis area (Cox and Amod, 2001). This poor living environment contributes to theprevalence of a variety of social problems, including child neglect or abandonment(Lowen, 1997).

Blue Downs is situated off the M49, just east of Mfuleni. This township, which wasestablished as a ‘Coloured Group Area’ during the apartheid era, still suffers greatly froma range of socio-economic problems, including poverty, unemployment and gangsterism.In addition, Blue Downs lacks retail facilities and community health care facilities, andthere is a shortage of schools, as well as sports, recreation and entertainment facilities(CMC Engineering Services, 1995). However, several developments are being planned,which will improve the range of public facilities available in the area The population ofBlue Downs/Melton Rose was estimated in 1997 at 105 000 (Wesgro, 1999g).

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Khayelitsha

Khayelitsha is situated adjacent to the N2, about 30 kms from Cape Town. In 1997, itspopulation was estimated at 350 000 (Wesgro, 1999g), although more recent estimateshave put this figure as high as 900 000 (www.local.gov.za/DCD/ledsummary/khayelitsha).As a consequence of Khayelitsha’s origins as an apartheid-era ‘dormitory suburb’designed to house black workers at a considerable distance from Cape Town, thetownship developed into little more than a “mono-functional dormitory town [with] virtuallyno significant economic base other than in the service sector” (Isandla Institute,1998:11). Residents face serious socio-economic problems: there is a high rate ofunemployment; the majority of those employed work in unskilled occupations; there iswidespread poverty; and the housing backlog persists (Bekker and van Zyl, 1998:18;Isandla Institute, 1998:16, 20). Residents generally face long travel distance andcommuting times, as there is a dearth of formal employment opportunities in the area, aswell as a grave shortage of recreational, sport, community and retail facilities (CMCEngineering Services, 1995:11:13; Sports Information and Science Agency, 1995:38;Isandla Institute, 1998:19). Added to this, is the fact that many Khayelitshaschoolchildren attend school in other areas, and the total estimate for road travel formobility purposes (i.e. bus, taxi, private vehicles) is 47% (Isandla Institute, 1998:19).

3.3.2 Section 2: De Beers Interchange to the foot of Sir Lowry’s Pass

Macassar

Macassar is situated adjacent to the N2, south-west of Somerset West. The townshiphas been named after Sheik Yusuf of Macassar, who arrived at the Cape in 1694, as apolitical prisoner from the Dutch East Indies (da Costa and Davids, 1994:20). Macassarhas a population of approximately 29 000 (Wesgro, 1999d). It is a mainly working classresidential area, which has been growing since 1964, when it was declared a “suitablearea for coloured occupation” in the Helderberg (Heap, 1977:164). Macassar, along withareas such as Sir Lowry’s Pass Village and Lwandle have long been characterised asareas of extreme poverty, where unemployment is the norm (Texiera, 1995:42; HildaOosthuizen, Helderberg Municipality, pers. comm., 13 March 2002). The many homelesspeople of the area have swelled the numbers in the Chris Hani Informal Settlement.

Somerset West

Somerset West is the retail and commercial centre of the Helderberg Basin. While manyof its residents find work in and around Somerset West, many also commute to work inother areas of Metropolitan Cape Town, including Cape Town itself. There is a welldeveloped tourism and leisure industry. Tourist attractions include the Helderberg NatureReserve, the historic Vergelen farmstead (established in 1700), golf courses numeroussports facilities and a diversity of restaurants and accommodation. The town has its ownwine route which incorporates wine estates situated on the outskirts of the town, and iswithin a short drive of the popular wine routes of Stellenbosch and Paarl.

Sir Lowry’s Pass Village

Sir Lowry’s Pass Village has its origins as a Methodist mission settlement, which, after along battle with apartheid-era authorities, was eventually declared a coloured GroupArea in 1978 (www.entech.co.za). The Village is situated in the Helderberg Basin near

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Somerset West, Strand and Gordon’s Bay, on the slopes of the Hottentots HollandMountain range. The Sun City Informal Settlement is situated in the eastern corner of thearea. Its population has been estimated at 3 500 (Wesgro, 1999d). The Village has longsuffered from an underdeveloped infrastructure and a housing shortage, althoughseveral housing developments both in the Village and Sun City, as well as theimplementation of projects to provide services such as water, sewerage and basic gravelroads, have gone some way towards providing better living conditions in the area(www.entech.co.za). Unemployment, however, is high (Oosthuizen, pers. comm., 13March 2002) as limited job opportunities exist within the area. Those who are employed,work mainly in the Helderberg Basin and the broader Cape Metropolitan Area, as far asCape Town.

3.3.3 Section 3: Sir Lowry’s Pass to Bot River

The affected areas in this section are dealt with in detail in Section 3.4 below.

3.3.4 Other affected areas – N2

Rooi Els, Betty’s Bay and Kleinmond

These coastal towns and villages, which are part of the Overberg Region, are all situatedon the R44, part of a popular tourist route, stretching from Gordon’s Bay to the townsand villages of Walker Bay. Tourists and holidaymakers find these areas particularlyattractive for outdoor leisure pursuits and ecotourist activities such as angling, canoeing,hiking, swimming, mountaineering, whale watching, etc.

Rooi Els is a tiny, secluded village sandwiched between the sea and the mountains, inthe Kogelberg Nature Reserve. It lies at the entrance to the Overberg Region.

Betty’s Bay, which is about 90 km from Cape Town, has an array of scenic attractions,including rocky beaches and a penguin colony at Stony Point. The Harold Porter BotanicGarden, which contains a wealth of indigenous flora, birds and mountain hiking trails, ispart of a national network of botanic gardens. Large numbers of retirees and owners ofholiday accommodation comprise the population of Betty’s Bay.

Kleinmond is a popular holiday resort town situated about 120 km from Cape Town. Ithas an array of scenic attractions based on its pristine environment – these includenature reserves such as the Kleinmond Coastal Nature Reserve and the KogelbergBiosphere Reserve; dunes and sandy beaches; mountains; hiking trails; and the PalmietRiver and Lagoon. Large numbers of retirees and those in search of holidayaccommodation have led to a growth in population as well as in the range of businessesserving this population (Wesgro, 1999f).

Hermanus and Caledon

Hermanus is one of the most important of several coastal holiday towns on the Atlanticseaboard of the Overberg District. It is located at a distance of approximately 130 kmfrom Cape Town, flanked on one side by several beaches, and on the other, by the 258m high Raed-na-Gael mountain range. In 1998 Hermanus had an estimated populationof 20 000 (Wesgro, 1999e), which has increased to 22 200 in 2002.(www.worldgazetteer.com/c/c_zahtm#pl_26). Hermanus is a fast-growing retirement and

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holiday resort, renowned for its scenic coastal trails and beaches, its wealth ofindigenous flora and nature reserves, such as Walker Bay Nature Reserve andFernkloof Nature Reserve. Its abundance of marine resources, including the famousSouthern Right whales, is the subject of an intensive marketing campaign by the town’stourism bodies. Tourism is undoubtedly the fastest growing industry in Hermanus – themost important event being the very popular annual Whale Festival, which drawsinternational, as well as national and local visitors. The town has a well developedinfrastructure and range of services, which are drawn upon by the surrounding smallertowns and villages.

Caledon is situated in the Overberg District, at the foot of the Kleinswartberg betweenthe Winelands and Southern Cape Districts. The local economy is largely driven by astrong agricultural sector. In 1998, the population was estimated as being 8 000. Thephysical infrastructure of the town is generally sound, with a good road network, and arange of health, education, sports and entertainment facilities (Wesgro, 1999b). Caledonis the centre of the Theewaterskloof Municipality, which serves the surrounding area.Tourist attractions include the Wildflower Garden and Nature Reserve; the annualWildflower Festival and Harvest Festival; and the Caledon Casino, Hotel and Spa. Thiscomplex is the largest employer in the Overberg region (James Forbes, Caledon CasinoManaging Director, to N Muthialu & Associates, 30 November 2001). The town is animportant stop for long distance and tourist buses travelling to the Eastern Cape and theGarden Route.

3.4 Detailed Description of the Most Affected Areas along the N 2

Helderzicht

The origins of Helderzicht may be traced back to an apartheid-era coloured residentialarea. In 1963, the municipal area of Somerset West was declared a white residentialarea under the Group Areas Act of 1950, with the exception of three areas, includingHelderzicht, which had formerly been known as Servitas (Heap, 1977:194). By 1964,these three areas were “frozen” and the Group Areas Board then decided that Macassarwas “a suitable area for Coloured occupation/ownership to serve the Hottentots Hollandarea” (Heap, 1977:194). In 1967, the whole of the Somerset West area was declaredwhite, but Helderzicht residents did not move. In September 1974, an Action Committeerepresenting Helderzicht property owners made representations to have their area re-proclaimed a coloured area, but despite the agreement of the Town Council, thegovernment refused (Heap, 1977:194). Despite this, forced removals on a wide scale donot appear to have been carried out. However, some families were forced to leave theirhome, and (as was often the case in Group Areas removals), sold their home belowmarket value (Eyal, 1999).

From 1990 onwards, steps began to be taken towards the expansion of the N2 on theexpropriated corridor. However, this was strongly opposed by the Helderzichtcommunity, and by the mid-1990s, the N2/T2 Crisis Committee (N2/T2 CC) wasestablished, incorporating a range of stakeholders, as well as representatives of themost affected communities in Helderzicht, Paardevlei, Garden Village and Victoria Park(N2/T2 Crisis Committee, c1999). By the late 1990s, negotiations between the newly-appointed N2 Technical Task Team (N2TTT) and the N2/T2 CC, had yielded sevenalternatives to the expansion of the N2 on the expropriated corridor, of which the N2/T2

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CC agreed to consider three. These were: (1) Upgrade the T2 (2) Bypass Helderzicht tothe north with an N2 relocation on a viaduct; and (3) relocate Helderzicht and Paardevleito an agreed location, and construct the N2 on the proclaimed route, (N2/T2 CrisisCommittee, c1999). Subsequently, a vote in favour of the original alignment was takenby the Helderberg Council in March 1999 (Crowther Campbell, 2000, Appendix 2:18)..Finally, it should also be noted that several land claims which may affect the proclaimedroute have been submitted to the Land Claims Commission – this issue is still underconsideration (CCA, 2000:18).

The community of Helderzicht/Paardevlei consists of 956 persons, predominantlycoloured - 915 (S A Statistics, 1996). A total of 415 are in employment, while only 18 aredescribed as unemployed and looking for work. While income levels are concentrated inthe ‘None – R 2 500’ per month bracket, i.e. 721, this figure evidently includes personsnot seeking employment, such as housewives and students. Of greater significance, isthe fact that, of those receiving an income, 121 are in the R 2 501 – R 4 500 bracket;and that 54 are in the R 4 501 – R 16 000 income bracket. The profile which emerges isthat of a stable, closely-knit community, which does not suffer markedly from socio-economic problems.

Lwandle

Lwandle is located next to the N2 between Somerset West and Sir Lowry’s Pass. It isthe oldest and only hostel township in the Helderberg area. Lwandle has its origins in thedeclaration of a location for blacks by the Government Notice of 17 January 1958 (Sloth-Nielsen, 1987:4). The main motivation for the establishment of Lwandle at the time, wasthe need to accommodate migrant labourers in the Helderberg Basin. In accordance withgovernment ‘influx control regulations’1 at the time, and the declaration of the WesternCape as a ‘Coloured Labour Preference Area’, a limited number of single sex hostelswere built, gradually increasing in order to house about 2 000 men (Sloth-Nielsen,1987:4). Subsequently, the Lwandle Migrant Labour Museum was established, whichpreserved one of the most typical hostel blocks. The aim of the museum was not only topreserve an original hostel, but also to commemorate hostel life and to address the issueof migrant labour as a national phenomenon (Mgijima and Buthelezi, 2001). Themuseum is part of a broader ‘township itinerary’ which is offered by tourism operatorsoutside Lwandle, and which includes a meeting with residents, a visit to the HectorPeterson Library, the Bethalie Creche, the Town Square, the primary school, a tavern,the Arts and Crafts Centre and the Museum, where tea is served.

The official statistics (S A Statistics, 1996) indicate that there are an estimated 4 314persons living in Lwandle, with the overwhelming majority (4 193) being black. However,more recent statistics indicate that Lwandle/Nomzamo had a population of 25 000 in1997 (Wesgro 1999d) and 30 000 in 2001 (www.wesgro.co.za). Using the 1996statistics, it is estimated that a total of 1 573 persons are in employment, while 679persons are unemployed and looking for work. The community as a whole has a lowincome level, as individual monthly incomes are concentrated mainly in the R1 – R2 500bracket, viz. 1 596.

The housing situation in Lwandle not only reflects its origins as an apartheid-era ‘hosteltownship’, but is also reflected in the fact that most of the housing consists of informal 1 These regulations strictly controlled the entry of people from the black rural areas, to the Western Cape.

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dwellings or shacks (767), flats (338) and rooms in a shared property (66). There is alsoan informal settlement in the road reserve of the proclaimed alignment. The followingcommunity, cultural, educational and sporting facilities are to be found: a library (theHector Petersen Memorial Library); a primary and a high school, a sportsground; amuseum, viz. the Migrant Labour Museum (Charmian Plummer, Chairperson, Board ofTrustees, Lwandle Migrant Labour Museum, pers. comm., 7 February 2002). Lwandle ispoorly served by retail facilities, as only spaza shops are found in the township. Mostpeople prefer to shop in Somerset West or the Strand.

Firlands

Firlands forms part of the Gustrouw/Firlands smallholdings area, one of severalsmallholding areas in the Helderberg Basin. The area was established as an equestrianpark at an auction sale in April 1990, which sold off property on either side of theproclaimed road reserve (N2 Technical Task Team, 1999:26). The road reserve wasthen hired for equestrian use. Over time, and with properties changing hands, thepurpose of the road reserve began to be forgotten, and many residents began to regardthis area as public open space.

Smallholdings, which comprise one of the dominant land uses in the Basin, are typicallyzoned for agricultural purposes with a minimum size restriction of 1 ha. However,smallholdings are also used for a large range of additional activities, including equestrianand hobby farming, veterinary activities, light industrial and educational uses, as well asextensive residential estates (Cape Metropolitan Council, 1998:13, 28). TheGustrouw/Firlands smallholdings area is bounded by the existing T2 in the north,Gordon’s Bay in the south, Lwandle in the west and the Steenbras Mountains in theeast. This area is experiencing enormous urban pressure through the extension ofindustrial and residential developments, as well as a number of developmentapplications along the northern edge of Gordon’s Bay, west of Sir Lowry’s Pass Road(Cape Metropolitan Council, 1998:28).

It is difficult to present a socio-economic profile of Firlands as it is not listed as aseparate entity in the 1996 Census. However, given the area’s original establishment asan equestrian park available to white buyers only (this was prior to the abolition of theGroup Areas Act in 1991), it appears likely that even at the present time, propertyowners would be predominantly white, and in a middle-to-upper income bracket.

Grabouw/Elgin

Grabouw is situated in the Elgin Valley, about 80 km from Cape Town, in an area whichis renowned for fruit farming, especially apples. The town has its origins in a farm boughtby the artist, Wilhelm Langschmidt, in 1856, and which subsequently developed into atrading station (Stander, 1983:59). The Elgin Valley has become renowned for theproduction of apples, pears, plums and nectarines, however its specialisation in applesbegan during the 1920s, and developed in earnest during subsequent decades (Stander,1983:63-66). The Elgin Valley produces 60% of South Africa’s total apple export crop,and is also home to a number of agri-chemical companies supplying farms with fertilizersand pesticides, as well as others supplying irrigation equipment supplies etc (Wesgro,1999c). In addition to fruit farms, and the related packaging and storage industry, thisrural town has also developed a tourism experience around the fruit industry. Visitorsmay drive themselves around the ‘Four Passes Fruit Route’, go on tours of fruit farms,

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visit a packshed and cold storage rooms (www.capeoverberg.co.za). Up until 2001, theapple industry was in grave crisis, triggered by a slump in an over-supplied internationalfruit market. This left many farmers with property that was worth only a third what it wasin the mid-1990s, leading to bankruptcy in many instances. As a consequence therehave been many job losses, which have affected seasonal workers in particular (Morris,Race and Reason, supplement, Cape Argus, September 2001). In recent months,however, the situation has been improving.

Grabouw consists of farming areas, a large and fairly well developed urban centre, thesuburb of Pineview, and several sprawling informal settlements. The Grabouw/Elginfarming area consists of 9 000 hectares of farmland, comprising 151 farms (Mayson,1990:128). The farms vary in size from 12 hectares to more than 460 hectares, with theaverage size being 50 hectares (Louw, 1987:3). The packaging and marketing of fruit iscarried out by various local co-operatives, such as the Kromrivier Apple Co-op Ltd(KromCo). Many of the farms have farm schools, but most of the teachers live at adistance, and have to commute to work (John Huttonsquire, farmer, pers. comm., 6February 2002). Most of the farms lack social/recreation facilities, however, a few havesports fields (mainly rugby fields), but transport to these fields has to be arranged by thefarmworkers themselves (Hangone, pers. comm., 15 February 2002). Farmworkers alsohave to arrange their own transport in order to reach health, welfare and legal facilities,such as the pension and disability paypoints in Grabouw, and the magistrate’s and socialworker’s’ offices.

The town centre has a library, a well developed sports field, as well as the Elgin CountryClub which caters for cricket, squash, tennis, bowls and rowing. Hiking and cycling trailsalso start there. There is a high school in town, but as it is Afrikaans medium,English-speaking pupils mostly have to attend school in Somerset West. As Grabouwnow forms part of the Theewaterskloof Municipality, residents wishing to gain access tolocal and national government offices, for example, making applications for identitycards, or submitting housing plans – have to travel to Caledon to do so (Karen Malan,Farmers Association, pers. comm., 6 February 2002).

The suburb of Pineview was established as a coloured Group Area during the apartheidera. Over the course of several years and ending in 1967, coloured residents ofGrabouw were relocated to Pineview (Hangone, pers. comm., 15 February 2002). Thearea in which these first houses were located, has developed into one of the poorestsections of Pineview, where poverty is widespread and unemployment is high (DorothySnyders, Grabouw social worker, pers. comm., 6 March 2002). In addition, Pineview hasa small minority of private middle class housing. In terms of community facilities,Pineview has an underdeveloped sports field, the Gerald Wright Hall, a library andindoor cricket venue. The transport needs of locals are served by a taxi and bus service,but many people simply walk in order to get to their destination. There is a Day Hospitalwhich is well used by locals and surrounding farmworkers, but no hospital. The nearestprovincial hospital is the Hottentots Holland Hospital in Somerset West. There is anAfrikaans medium high school, but no school for English speaking pupils. To cater forthis need, at least five mini-bus taxis transport pupils to Somerset West to attend school,while others use the bus (Hangone, pers. comm., 15 February 2002). Currently, scholarspay R27 for a weekly bus ticket to Somerset West, while adults pay R50 (Leilani Clarke,administrator, Gaffleys Transport, pers. comm., 25 February 2002).Informal settlements have been a feature of Grabouw for a number of years. Thesettlements which are situated closest to the proposed toll road, are those adjacent to

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the N2, viz. Slangpark, Hillsite and the planned settlement of Siteview (Steven Beyers,Liaison Officer, Theewaterskloof Municipality, pers. comm., 26 February 2002). Otherthan a secondary school for Xhosa-speaking pupils in Hillsite, there are no communityfacilities in the informal settlements, and people have to walk or use some form oftransport in order to reach facilities situated in the suburb of Pineview or Grabouw towncentre.

The most recent official statistics indicate that there are an estimated 15 993 persons inGrabouw (S A Statistics, 1996). Since 1996, however, Grabouw has undergonetremendous growth, much of this in the form of migration. More recent, albeit unofficialestimates place the total figure at 29 000 in 1997 (Centre for Conflict Resolution, 1997),and 36 000 in 2001 (Race and Reason, supplement, Cape Argus, September 2001).Further, it has been estimated that there are over 4 000 people living in the informalsettlements of Hillsite and Slangpark alone (Beyers, pers. comm., 26 February 2002).Clearly, given the enormous growth in population since 1996, the census figures onunemployment, education levels, etc have been rendered meaningless. However, withregard to the growth in population, it can be stated with a high degree of probability, thatmuch of this is the result of recent migration from poverty-stricken rural areas in theEastern Cape (Beyers, pers. comm., 26 February 2002), and from the ranks ofretrenched, unskilled farmworkers from other areas. Consequently, the socio-economicprofile of many of these migrants to the area, would be that of a poorly educated,unskilled person, either unemployed or working in a low-paying/seasonal job in theagricultural sector, and living in an informal settlement.

In terms of employment, the fruit farming industry, and the related packaging industry, isthe biggest employer in this area. Many unskilled workers depend on seasonal workprovided by the depressed apple industry. Others are employed in the constructionindustry (which is also vulnerable to economic downturns) in the Helderberg area andfurther afield. Income levels are generally low, as farmworkers are poorly paid andseasonal workers have work for only six months of the year. A resident of Pineview hasdescribed the area as “a poverty-stricken area of the historically disadvantaged”(Hangone, pers. comm., 15 February 2002), while the social worker responsible for thisarea has confirmed that poverty is widespread and that unemployment is high,particularly out of season (Snyders, pers. comm., 6 March 2002). The situation in theinformal settlements is the same, and charity organisations active in those areas assistthe community to meet their needs (Eunice Theunissen, Interim Office Manager,Grabouw and District Child Welfare Society, pers. comm., 6 March 2002).

Bot River

Bot River is one of a dozen smaller district towns in the Western Cape Province, whichconstitute a vital link between the agricultural sector, nearby rural villages and majortransport routes. The growth and diversification of these towns are critical for theachievement of a better quality of life for the inhabitants of rural areas (Wesgro, 1999a).The village is located about 100 km north of Cape Town, about 12 km from Caledon andabout 20 km from Kleinmond (Wesgro, 1999a).2 It lies on the N2, on the southeastslopes of the Groenland Mountains, below the Houw Hoek Pass. Bot River, which has a

2 This information on distances from Caledon and Kleinmond differs from that provided by a resident, viz.23 and 28 km respectively (Lucas Muller, resident, pers. comm., 26 March 2002).

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small population of 3 500 people,3 has the following businesses and industries, either inthe village or in the surrounding area: an equestrian centre, a hotel, two large flowerpacking and exporting firms, an onion packaging plant, a terracotta tile manufacturer,brickworks, a sawmill and a trailer manufacturer (Wesgro, 1999a; Muller, pers. comm.,26 March 2002). Given the proximity of the wetlands of the Bot River lagoon, as well asits location relatively close to desirable tourism destinations such as Kleinmond andHermanus, tourism is beginning to become more important in Bot River. As a result, anumber of new tourist establishments have been developed, such as the BeaumontWines self-catering cottages and the South Coast Developments holiday cottages(Wesgro, 1999a), as well as an equestrian centre (www.capeoverberg.co.za). The BotRiver railway station is an integral part of tourist initiatives which offer classic steam trainjourneys/holiday packages from Cape Town. These trains stop at Bot River to take inwater, and also allow passengers to disembark in order to purchase refreshments at thehotel, walk through the village, etc (www.steam-in-south-africa.com). This particularaspect of tourism in Bot River is under threat, however, as Transnet wants to close theline, as it is no longer financially viable (Muller, pers. comm., 26 March 2002).

Relative to its population, Bot River has a large number of pensioners (L Muller,resident, pers comm., 5 February 2002). There is also widespread unemployment, andcrime is on the increase as a result. Of those in employment, the majority work outsideBot River - the apple industry in the Elgin Valley is a major employer. Bot River has thefollowing community facilities: a primary school, a library and a sportsground (AWilliams, Bot River Advice and Development Centre, pers comm., 5 February 2002). Acommunity upliftment project, modelled after a successful project in Grabouw, offerstraining in a variety of skills (Maureen Appel, Co-ordinator, Bot River Advice andDevelopment Centre, pers. comm., 25 February 2002). There is no high school, sochildren attend those in Grabouw, Caledon or Somerset West. Many schoolchildren alsoattend school in Grabouw, using the school bus, which picks up and drops off children allalong the route from Bot River to Grabouw (Crowther Campbell & Associates, 2000:29).With regard to education facilities, it should be noted that, as there is no school in HouwHoek, some children from this community attend primary school in Bot River (HouwHoek Action Group, 2002). There is no clinic, day hospital or hospital, so patients haveto travel to the clinic in Grabouw, and to hospital in one of the major centres (some as farafield as Cape Town). There are also no banks or major shops in Bot River, so mostpeople have to access these facilities either in Grabouw or Somerset West (Muller, pers.comm., 26 March 2002). Pension payments are made in Grabouw. Public transport,however, is a problem and is generally considered expensive.

3 Demographic information could not be extrapolated from the 1996 census, as the town was not listed as aseparate entity.

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3.5 IDENTIFICATION AND DESCRIPTION OF THE SOCIAL IMPACTS OF TOLLPAYMENTS ON USER GROUPS

The key user groups are as follows:

• Low-income urban households• Farmers• Farmworkers• Foreign and domestic tourists

3.5.1 Low-income Households – City of Cape Town

The City of Cape Town (CCT), or Unicity, comprising the former Cape Metropolitan Area(CMA), contains many areas where residents have alarmingly low income levels. Thishas been illustrated by a study based on the 1996 Census, which found that 27% of theeconomically active earn less than R 1 000 per month, while 40% earn between R 1 000– 2 500 per month (Cape Metropolitan Council, c1998:28). A study into levels of servicepayment in low-income areas in the former CMA, found that 65% of the residents inthese areas (including Tarantaal Plaas in Helderberg; Wallacedene in Oostenberg; SiteC Khayelitsha in Tygerberg) earn an income of between R 0 – R 1 500 per month, andthat the level of non-payment for services is generally high (Cape Metropolitan Council,1999:7,19). Currently, the CCT has an outstanding R 2.1 billion services arrears bill,much of which arises from low-income areas such as Khayelitsha and Mfuleni, wherefactors such as illiteracy, poverty and unemployment contribute to high levels of non-payment for services (Mackay and Magazi, 2002). Of great concern, is the fact thatpoverty levels remain race-linked, viz. 25% of economically active coloured persons earnless than R 12 000 per annum, and 52% earn between R12 001 – R 30 000 p.a., while57% of economically active blacks earn less than R 12 000 p.a., and 33% earn betweenR 12 001 – R 30 000 p.a. (Cape Metropolitan Council, c1998:30). A more recent surveyof the CCT has confirmed the racially-based nature of poverty, by showing that 48% ofblacks, 27% of Asians/Indians, 20% of coloureds, and only 4% of whites live below thehousehold subsistence level of R14 500 per year (Smith, 2001). The situation isexacerbated by rising unemployment figures for the CCT – for example, it has beenstated that, between 1999 – 2000, unemployment continued to increase, with anestimated 27 000 – 37 000 additional workers becoming unemployed (City of CapeTown, 2000:117).

The Cape Town central business district (CBD), together with the Northern (viz. TableView, Bothasig, Milnerton) and Southern Arms (viz. the southern suburbs whichdeveloped along the Main Road leading from Cape Town), houses about 37% of thepopulation, but contains more than 80% of all the jobs in the inner Cape MetropolitanRegion (Cape Metropolitan Council, 1996:20). This situation has undergone littlechange, as a more recent study has shown that formal economic activity occurs mostlyin Cape Town’s CBD, Bellville, Maitland/Paarden Eiland and Claremont/Mowbray. Theseareas, which house about 34% of the unicity, offer 76% of total employment, while CapeTown’s metro south area (including Gugulethu, Airport Industria, Mitchells Plain andKhayelitsha, which houses 66% of the population, contributes only 16% of totalemployment (Smith, 2001). As a direct consequence of remotely located dormitorytownships, there is a huge daily movement of people between home and job, with theresulting burdens of travelling time and cost. This, together, with the existing inequality in

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the distribution of urban amenities, facilities and services in the low-income areas on theCape Flats (such as Blue Downs, Khayelitsha, Mitchells Plain), adds to the need totravel outside these areas (Cape Metropolitan Council, 1996:20). In addition, poorlyplanned transport policies which emphasise private transport at the expense of adequatepublic transport, has resulted in greater dependence on the road networks.

Key potential impacts:

It should be noted that the intensity and significance of the economics-related impactsdiscussed below, are being considered in a separate study.

• Possible increase in commuting costs

Given the fact that a high percentage of the working population in low-income areas hasto commute to get to work, and that many depend on the road networks to do so(through the use of taxis), it is possible that there may be an adverse impact, given thatcurrent commuting costs are already high and constitute a burden to the poor. Added tothis, are the many students and scholars who commute to schools, and the largenumber of people who are forced to travel outside their places of residence in order toaccess the services and facilities which their areas lack. However, it should be notedthat the extent of the increase in commuting costs would determine the level of the socialimpact, and in this regard, the Economics Specialist Study has found that the overallchange in the cost of public transport would be minimal.

• Possible decline in quality of life

Since historically disadvantaged areas are poorly served by community, cultural,recreation and entertainment facilities, an increase in travel costs may result in localtravel being cut back, resulting in a possible impact on quality of life. In this regard, itshould be noted that the severity of the potential impact will be determined by severalfactors, such as whether alternative routes are available and the toll fees charged.

3.5.2 Farmers

Agriculture represents the fourth largest sector of employment in the Western Cape, andcontributes 10% to the Western Cape GGP and 5% to the South African GDP (WesternCape Provincial Development Council, 1998:27). The deciduous fruit sector is the singlelargest contributor to agriculture in the Western Cape. The export market is crucial to thissector, with 60% of farmers’ total income derived from foreign business in 1990 (GDP(Western Cape Provincial Development Council, 1998:30). In recent years, a crisis in thefruit farm industry has developed, mainly as a result of weak markets. The crisis in theindustry at one time threatened to destroy the economies of rural towns such asGrabouw, which depend almost entirely on fruit exports (Soal, 2000). The reason forthis, is the fact that South Africa has lost its edge on the world markets, sinking fromseventh largest world producer of apples in 1996 to tenth in 1999 (Gilfillan, 2000). Thecrisis in the fruit industry has led to farmers facing massive losses during this period, andbeing burdened with multi-million rand debts (Gilfillan, 2000). Although the situation hasbeen gradually improving since this period of acute crisis, the deciduous fruit farmingindustry is still not in a favourable financial position.

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Export grape farms in the Hex River valley have also been badly hit, with farms runningat a loss and farmers going bankrupt. Wine production is also important in the Paarl/HexRiver Valley area – wine production accounts for 12% of the total value of agriculturaloutput in the Western Cape, being second only to deciduous fruit. (Western CapeProvincial Development Council, 1998:31). However, while exports have grownconsiderably in recent years and offer great potential for the future, domestic demandhas not grown significantly.



• A potential increase in the transport/delivery costs of farmers involved in the fruitexport industry.

The Economics Specialist Study has pointed out that, without the upgrading of theproposed toll road, road-user costs will increase by even more than for the proposedproject.

• Possible impact on rural unemployment

Any financial hardship experienced by farmers in the apple and grape export industrymay result in unemployment among farmworkers. However, this possibility should beweighed against the job creation possibilities of the proposed project.

3.5.3 Farmworkers

Poverty in South Africa has a strong rural dimension (Aliber, 2001:26, 29-30; May,1998:6,9,27). The following statistics have great relevance in this regard: 53% of SouthAfrica’s population are rural inhabitants; 75% of the poor reside in rural areas; 80% ofthe ultra-poor are rural inhabitants; Female-headed households in rural areas are a highpoverty risk social group (Provincial Development Council, 1996:1). The problem ofwidespread poverty and unemployment is also reflected at a provincial level – in theWestern Cape, the agricultural sector is recognised as “low-paying” (Western CapeProvincial Development Council, 1998:29).

Some relevant statistics for this group are: approximately 80% of W Cape farmworkersare Coloured and 20% are African; most of the African workers are male, and arehoused in hostels; about one quarter of all farmworkers are female; 33% of the male and28% of the female farmworkers are illiterate; the average monthly cash income forfarmworkers in 1995 was R365 for men and R282 for women; incomes decline asdistances from larger centres increase (Western Cape Provincial Development Council,1998:30). Permanent workers represent on average, 42% of the total workers perfarming unit. The highest percentage of permanent workers per region is found in theElgin/Grabouw area (60%). The transport situation for farmworkers in general, isextremely problematic, as distances between farms are often great, and there is usuallyno public transport. This severely limits their access to employment opportunities, socialactivities and essential services which are only available in large rural centres or towns.

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• Possible curtailment of mobility

The proposed toll road may cause problems for those who need to reach major centresin the rural areas in order to: look for work; undertake informal economic activities;engage in social activities, go shopping and banking; attend a clinic or hospital; andaccess social welfare payout points. Farmworkers would be adversely impacted by tollplazas which govern access to areas where essential services are located. For example,Hex River Valley residents en route to Worcester may be impacted by toll plaza 3 on theN1 (again, depending upon which toll plaza position is ultimately accepted), while BotRiver residents en route to Grabouw would be impacted by toll plaza 3 on the N2, andGrabouw residents en route to Somerset West would be impacted by toll plaza 2.This impact, however, should be seen in light of the benefit of road upgrades.

• Possible inconvenience as a result of road construction/upgrading

Many farmworkers do not have access to motorised transport, and depend on walkingand cycling to reach their destinations. Road construction/upgrading activities couldimpede walking and cycling. Although upgrading would result in improved roads, this willnot necessarily benefit pedestrians and cyclists, as the likelihood is that these road-users would no longer be allowed to use the toll roads.

• Road construction and the positioning of toll plazas may result in communityseverance

Farmworkers who are separated by a toll plaza from family and friends may experiencedifficulty in maintaining social contact (for example the Bot River-Grabouw area).

3.5.4 Foreign and Domestic Tourists

The Western Cape and Cape Town, feature prominently on the holiday itineraries offoreign tourists. A national survey found that the Western Cape was the second mostpopular destination with foreign visitors (MacKellar,1997:23). In a Cape Town survey,foreign tourists have listed the Cape’s wine farms and tours as their third most frequentlyvisited attraction (City Planner’s Department, 1994:31), one moreover, which elicits ahigh degree of client satisfaction (MacKellar, 1997:32). In addition, the second mostfrequently visited attraction in Cape Town, was scenic day tours to such areas as theBoland, the West Coast, the Cedarberg and the Worcester region (City PlannersDepartment, 1994:31). Hence, both the N1 and N2 routes, which lead to wine farms andscenic routes, are well travelled by tourists in buses as well as private cars.

Heritage or cultural tourism, which offers tourists the opportunity to experience thecultural heritage of Cape Town, includes museums, ethnic craft stores and markets,restaurants specialising in local cuisine, township taverns, tours and B & Bs (bed &breakfast establishments). This emerging market is growing steadily (Goudie et al, 1996;Maughan, 2002), as may be seen in the numbers of tourists going on cultural tours oftownships such as Khayelitsha (Dlakavu, 2002) and Zweletemba near Worcester, aswell as on visits to the Lwandle Migrant Labour Museum, which depicts the lives of blackmigrant workers forced to live in the single sex hostels of Lwandle (Mgijima and

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Buthelezi, 2001). Indeed, the tourism industry appears to be growing particularly stronglyin Khayelitsha, where about 26 B & Bs catering to the foreign market have opened inrecent years (City of Tygerberg, 1999:17). It is estimated that about 15 tour operatorsinclude Khayelitsha as a tour option in their itineraries, and up to 500 tourists visitKhayelitsha destinations each week (City of Tygerberg, 1999:27). These relatively lownumbers nevertheless represent an improvement from the days in which blacktownships were routinely excluded from tour itineraries. However, there is vast potentialfor growth in this sector once Tygerberg Municipality’s development plans reach fruition,such as the plans to develop Lookout Hill as a major tourism facility (City of Tygerberg,1999:36-37).

In terms of the domestic tourism market, a survey has found that leisure travel wasclaimed by 63,2% of the adult population, viz. 16 million travellers. In terms of specificholiday trips, the Western Cape captures 22% of the domestic market – only Kwa-ZuluNatal rates higher, at 26% (MacKellar and Seymour, 1997:iii). Moreover, the WesternCape attracts the highest number of tourists from the wealthiest groups. It should also benoted that, particularly during summer, beachgoers are very mobile, and manyCapetonians take the opportunity afforded by additional leisure time, to visit beaches ata distance from their home, such as the Strand, Gordons Bay and Macassar. Coastaltowns and villages in the Overberg (especially Hermanus during the whale season), areperennially popular among Capetonians. Another important category in the domestictourism market, is religious tourism. This is reflected in the number of Muslims who visitkramats (i.e. shrines or the tombs of holy men), especially prior to undertaking the Haj(i.e. a pilgrimage to Mecca). One of the most important such tombs, is that of SheikYusuf (credited with founding Islam in South Africa in 1694), which is situated inMacassar. (Da Costa and Davids, 1994). There are plans to attract more tourists to thesite with the construction of an information centre, as well as a monthly craft market(www.indonesiasouthafrica.co.za). In addition to Muslim pilgrims, thousands participatein a traditional four-day Islamic camping festival over Easter each year (Al Qalam, 2001).Other lesser known kramats are found in Worcester (along the road leading fromRawsonville) and Caledon.



• Possible increase in holiday budgets of tourists visiting Western Cape attractions

With regard to foreign tourists and their generally higher level of disposable income,these costs will probably be fairly easily absorbed, particularly if the rand remains weakin relation to global currencies such as the dollar, pound and euro. If South Africaremains a relatively cheap destination, the impact of toll payments on the internationaltourism industry, will be irrelevant. In this regard, the Economics Specialist Study hasfound that the payment of toll tariffs is an insignificant part of the budgets of most touristsspending a weekend or longer away.

• There may be an impact on the domestic tourism market

The Economics Specialist Study has found that, over the long term, the domestictourism market will not only benefit from the proposed project through improved roads,

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safer road travel, increased traffic capacity, uncongested roads and shorter travel times,but be promoted by it. The Economics Specialist Study has also pointed out that the N2,for example, may currently be considered to act as a major constraint on tourism as aresult of congestion at Somerset West. With regard to the impact of toll payments onholiday budgets, in many instances motorists have the option of alternative routes, andare thus able to avoid toll payments. It should also be borne in mind that upper-incomedomestic tourists who are already spending a fair amount of money on their holiday trips,will not be overly concerned about the issue of toll payments.

The example of the N4 Maputo Corridor Toll Road demonstrates that toll roads canpromote tourism. The Corridor has resulted in increased tourism between South Africaand Mozambique (www.oldmutual.co.za/corporatecitizen/EconTransform/InfraInvest.asp?nPage=3). Inmaking this comparison however, it should be borne in mind that one of the aims of theMaputo Corridor was to stimulate economic growth in the region through a diverse rangeof economic activities, including tourism. Hence a number of new tourism projects werespecifically packaged in order to stimulate growth. It is envisaged that the region has thepotential to launch 200 tourism projects, which will create an estimated 9 000 jobs(www.mii.co.za/corridor.htm ; www.transport.gov.za/comm-centre/so/2002/sp0207.html). Incontrast, the N1 and N2 are existing roads, with existing tourism initiatives.

It is also possible that the payment of tolls may lead to a rise in the holiday budgets oflower middle class and middle class families. Faced with higher travel bills, daytrippersand holidaymakers from these income groups may cut down on the amount of localtravel they normally do, or shorten their holidays. Balanced against this possible impact,are the benefits of the toll road in terms of improved roads, safer road travel, increasedtraffic capacity, uncongested roads and shorter travel times.

4. IMPACT DESCRIPTION AND ASSESSMENT

4.1 Social impact of the ‘Do Nothing’ alternative

Description of EffectThe social impact of the ‘do nothing’ alternative will take various forms, depending on thespecific area, as additional road capacity improvements and the provision ofinterchanges will not then take place.

AssessmentIn general, there will be increasing traffic congestion, with negative consequences forpedestrians, motorists and businesses. This will have particular implications for areassuch as the Helderberg, where traffic congestion is already a serious problem and theSir Lowry’s Pass – Elgin Valley area, which needs to cater for traffic growth and theneed for improved safety in the future. For this latter area, for example, the proposedproject plans to provide much needed interchanges and pedestrian crossing points,which will contribute to road and pedestrian safety. These benefits will then be lost,along with other benefits, such as fewer accidents (at points where interchangescurrently do not exist), less driver stress and less time lost (i.e. due to traffic congestion).This alternative will also mean that the economic benefits of the project, i.e. job creationduring construction, a skills training and entrepreneurship programme, as well asthousands of temporary jobs and a more limited number of permanent jobs, will bewithdrawn. If the proposed toll road is not implemented, there will be no change to the

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current status quo for approximately the next five years. While this option will most likelybe perceived by economically vulnerable individuals and businesses, and captivecommunities as beneficial, the Economics Specialist Study has pointed out that, withoutthe upgrades provided by the toll road, the costs to society will be even higher.

The likely significance of the impact of this alternative will be medium to high. It shouldbe noted that this alternative includes routine maintenance undertaken by the relevantauthorities. This will contribute to ease of travel and improved road safety.

4.2 Social benefits of the proposed project

Description of effectThe proposed project has a number of benefits in terms of development opportunities,improved safety and security, job opportunities and empowerment, both during theconstruction as well as the operational phase.

AssessmentThese benefits include:

(i) Safer roads for road-users, as the Concessionaire will be responsible for themaintenance of the road and road reserve for the duration of the contract; trafficmanagement and control; and pedestrian safety.

(ii) Cost savings to road-users, as the increased capacity will reduce traffic congestionand therefore reduce the travel times and costs associated with travel.

(iii) Additional cost savings to road-users because surface upgrades will reduce vehicleoperating costs and accident costs.

(iv) An extensive development and training programme which includes the award of sub-contracts to Small, Medium and Micro Enterprises (SMMEs). For example, between 20%- 80% of the design, construction, operation and maintenance work will be awarded toSMMEs; there will be an emphasis on the employment of local people – it is anticipatedthat the project would create approximately 7 500 jobs during the construction phase,and that 250 permanent jobs would be created (CCA, 2000:23). In this regard, theEconomics Specialist Study has estimated that, apart from indirect jobs,approximately 4100 indirect jobs would be created for the first 3 years of construction, of which 500would be “sustainable” (Standish et al, 2002);

(v) An education, training and development programme will be launched, aimed atoffering 24 000 training opportunities (e.g. construction-related training, job skills) topeople from local communities (CCA, 2000:23). In terms of the road-user, the proposedproject will provide much needed interchanges and pedestrian crossing points, which willcontribute to road and pedestrian safety, fewer accidents (at points where interchangescurrently do not exist), less driver stress and less time lost (i.e. due to traffic congestion).

It should be borne in mind that, while the number of jobs available during theconstruction phase is high, these are temporary in nature. However, it should also beborne in mind that, firstly, the construction phase of the project is likely to be of fairly longduration. Secondly, in light of the widespread poverty and unemployment among certainsectors of the affected communities, it is likely that the social impact of the temporary

22

jobs created will be positive, and that these benefits will percolate through thesecommunities.

The Economics Specialist Study has found that, with certain key exceptions, there aremore benefits to road-users than there are costs in the upgrading and tolling of the N1and N2. However, it has also been found that there are certain categories of privateroad-users (such as lower-income, frequent road-users) who will be vulnerable to theproposed toll road. The study has also found that there will be significant job creation asa result of the proposed project, particularly in the first three years, and that these jobswill be in the unskilled and semi-skilled positions. The project therefore has the capacityto contribute to job creation and poverty alleviation.

The significance of this positive impact during the construction phase, without mitigationis anticipated to be medium, with mitigation is medium to high; during operation, withoutmitigation is anticipated to be medium to high, with mitigation is high.

Table 1a Assessment of the social benefits of the proposed project –Construction Phase

IMPACTCRITERIAWithout Mitigation With Mitigation

Extent Regional RegionalDuration Medium MediumIntensity Medium Medium to HighProbability Probable ProbableSignificance Medium Medium to HighStatus Positive PositiveConfidence High High

Table 1b Assessment of the social benefits of the proposed project –Operational Phase


Extent Regional RegionalDuration Long term Long termIntensity Low to Medium MediumProbability Probable ProbableSignificance Medium to High HighStatus Positive PositiveConfidence High High

Mitigation objectivesEnhance the social benefits of the proposed project.

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Mitigation measures

The long term benefits of the project should be enhanced – greater emphasis should beplaced on the provision of job creation strategies, as well as skills and entrepreneurshiptraining.

4.3 Social impacts resulting from the proposed project: N1

The following potential impacts resulting from the proposed project, have been identified:

• Severance of family and social contacts• Severance from religious places of worship• Severance from social, sporting and recreation amenities• Severance from essential services

4.3.1 Section 1: Old Oak Interchange to Huguenot Tunnel

4.3.1.1 Impact of severance of family and social contacts

Description of effectThe payment of tolls may place difficulties in the way of maintaining family and socialcontacts located in areas outside one’s place of residence. This impact would mainly beexperienced during the operational phase, in areas such as Kraaifontein andJoostenbergvlakte.

AssessmentThis type of social disruption is difficult to evaluate as it is not easily quantified, but itmay be experienced as an impact on one’s emotional wellbeing and quality of life. It ispossible that residents of this area would experience a curtailment of mobility, as somemay reduce non-essential trips in order to avoid toll payments. Currently,Joostenbergvlakte is captive to the proposed toll road. However, it should be noted thatan alternative route for residents of this area will soon be available - the Maroela RoadExtension, which will link the N1, Maroela Rd and the Old Paarl Rd, will be completedearly in 2003. When this road is built, the social impact of the severance of family andsocial contacts will be negligible, the Kraaifontein area will no longer be a captivecommunity. This would hold true for all the social impacts discussed in this section.However, as the Maroela Road Extension would add 3 – 5 minutes to a journey to CapeTown, the extra costs incurred by this diversion should be borne in mind.

The significance of the impact, without mitigation is medium and with mitigation is low.The confidence rating of this impact is medium as the impact is difficult to quantify.

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Table 2 Assessment of the impact of the severance of family and socialcontacts – Operational Phase


Extent Local LocalDuration Long term Long termIntensity Medium LowProbability Probable ProbableSignificance Medium LowStatus Negative NeutralConfidence Medium Medium

Mitigation objectivesReduce the impacts of the severance of family and social contacts as a result of tolling.

Mitigation measures

• Substantially reduced toll payments for frequent road-users.

4.3.1.2 Impact of severance from religious places of worship

Description of effectThe payment of tolls may sever members of congregations from their preferred places ofworship, if these are located in areas which can only be reached upon payment of a toll.This impact would mainly be experienced during the operational phase, in areas such asKraaifontein and Joostenbergvlakte.

AssessmentThis impact difficult to evaluate as it is not easily quantified, but any obstacleencountered in attending one’s preferred place of worship may be experienced as animpact on one’s emotional wellbeing and quality of life. It is possible that residents of thisarea would experience a curtailment of mobility, as some may reduce non-essential tripsin order to avoid toll payments.


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Table 3 Assessment of the impact of severance from religious places ofworship – Operational Phase



Mitigation objectivesReduce the impacts of severance from religious places of worship.

Mitigation measures


4.3.1.3 Impact of severance from social, sporting and recreation amenities

Description of effectThe payment of tolls may place difficulties in the way of accessing social, sporting andrecreation amenities located in areas outside one’s place of residence. This impactwould mainly be experienced during the operational phase, in areas such asKraaifontein and Joostenbergvlakte.

AssessmentThis impact is difficult to evaluate as it is not easily quantified, but it may be experiencedas an impact on one’s emotional wellbeing and quality of life. It is possible that residentsof this area would experience a curtailment of mobility, as some may reduce non-essential trips (such as trips to social, sporting and recreation amenities) in order toavoid toll payments.


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Table 4 Assessment of the impact of severance from social, sporting andrecreation amenities - Operational Phase



Mitigation objectivesReduce the impacts of severance from social, sporting and recreation amenities.

Mitigation measures


4.3.1.4 Impact of severance from essential services

Description of effectThe proposed development could result in difficulty being experienced by vulnerablecommunities or economically marginalised groups in gaining access to essentialservices during the operational phase.

AssessmentThe area is a culturally diverse mix of income groups, ranging from middle to workingclass, the unemployed and those involved in the informal sector. The area also has twoinformal settlements, Wallacedene and Bloekombos. Toll payments will place anadditional financial burden on vulnerable communities (such as low-incomecommunities) and groups (such as the unemployed, and pensioners and disabledpersons who receive state payments) who already suffer severe economic hardship, andwho have to travel outside their residential areas in order to access essential services.While vulnerable groups using taxis (the most usual form of public transport) willprobably benefit from frequent-user discounts, it is nevertheless likely that any additionalcosts borne by taxi owners will be passed on to passengers. Vulnerable groups willtherefore be negatively impacted. The Maroela Road extension, if used by taxis, mayalso result in higher fares being charged in order to cover the extra time and costsincurred.

The significance of the impact, without mitigation is considered to be medium; and withmitigation is medium to low. The confidence rating of this impact is medium as it has notbeen possible to quantify the percentage of economically vulnerable people in this area,who would be affected by this impact.

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Table 5 Assessment of the impact of severance from essential services -Operational Phase


Extent Local LocalDuration Long term Long termIntensity Medium Medium to LowProbability Probable ProbableSignificance Medium Medium to LowStatus Negative NegativeConfidence Medium Medium

Mitigation objectivesReduce the impacts of severance from essential services.

Mitigation measures


• The government should consider subsidising taxis in order to reduce the impactof toll tariffs on the poor.

4.3.2 N1: Section 2: Huguenot Tunnel to Rawsonville

The social impacts listed in Section 4.3 do not apply to this section of the proposed tollroad. The impact of severance on businesses has been considered in the EconomicsSpecialist Study.

4.3.3 N1: Section 3: Worcester to Sandhills

4.3.3.1 Impact of severance on family and social contacts

Description of effectThe proposed toll road may place difficulties in the way of maintaining family and socialcontacts located in areas outside one’s place of residence. This impact would mainly beexperienced during the operational phase, affecting traffic between Touws River and DeDoorns, and Worcester.

AssessmentThis type of impact is difficult to evaluate, as it is not easily quantified, but it may beexperienced as an impact on one’s emotional wellbeing and quality of life. It is possiblethat residents of this area would experience a curtailment of mobility, as some mayreduce non-essential trips in order to avoid toll payments. It should be noted, however,that the impact of severance would depend on the toll plaza position ultimately chosen.Hence if a position is chosen which offers an alternative route to the residents of theregion (viz. the De Wet toll plaza position), then this impact would be greatly minimised.This will apply to all the social impacts dealt with in this section.

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Mitigation objectivesReduce the impacts of the severance of family and social contacts as a result of theproposed development.

Mitigation measures



Description of EffectThe payment of tolls may sever members of congregations from their preferred places ofworship, if these are located in areas which can only be reached upon payment of a toll.This impact would mainly be experienced during the operational phase, affecting trafficbetween Touws River and De Doorns, and Worcester.

AssessmentThis impact difficult to evaluate as it is not easily quantified, but any obstacleencountered in attending one’s preferred place of worship may be experienced as animpact on one’s emotional wellbeing and quality of life. It is possible that residents of thisarea would experience a curtailment of mobility, as some may reduce non-essential tripsin order to avoid toll payments.


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Mitigation measures



Description of effectThe proposed toll road may place difficulties in the way of accessing social, sporting andrecreation amenities located in areas outside one’s place of residence. This impactwould mainly be experienced during the operational phase, affecting traffic betweenTouws River and De Doorns, and Worcester.

AssessmentDe Doorns and Touws River, being smaller rural towns, do not have a wide variety ofsocial, sporting and recreation amenities, thus these would have to be accessed inlarger towns such as Worcester. Neither town, for example, has a swimming pool (seeSection 3.2). Severance from these types of amenities would impact on one’s emotionalwellbeing and quality of life, if residents of this area were to reduce non-essential trips inorder to avoid toll payments. Balanced against this, is the fact that these trips would, inthe first place, have been of limited frequency, as well as the fact that the road is in needof upgrading.


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Mitigation measures



Description of effectThe proposed development is likely to result in problems with regard to access toessential services. This would affect all sectors of the community, but especially the poorin Touws River and De Doorns. This would occur mainly during the operational phase.

AssessmentWorcester is the administrative, business, local government and retail centre of the HexRiver Valley. This is also where essential services (such as hospitals) are located, andwhere matters relating to welfare payments are dealt with.

It should be noted that neither Touws River nor De Doorns has a hospital, firedepartment, or offices offering social services (see Section 3.2). Toll payments will placean additional financial burden on vulnerable communities (such as low-incomecommunities) and groups (such as the unemployed, and pensioners and disabledpersons who receive state payments) who already suffer severe economic hardship, andwho have to travel outside their residential areas in order to access essential services.While vulnerable groups using taxis (the usual form of public transport in this area) willprobably benefit from frequent-user discounts, it is nevertheless likely that any additionalcosts borne by taxi owners will be passed on to passengers during the early years of thetoll road (see Economics Specialist Study). However, as indicated earlier, if the De Wettoll plaza position is accepted at Plaza 3, then the severance impact from essentialservices will be eliminated. In addition, all road-users would benefit from road upgrades.Other road-users who may be affected by this impact, are those who currently walk,cycle, hitch-hike or wait for lifts along the national road – their mobility may be affected ifno provision is made to accommodate their needs.

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The significance of the impact, without mitigation is high and with mitigation is medium.The confidence rating of this impact is medium as the impact is difficult to quantify.

Table 9 Assessment of the impact of severance from essential services Operational Phase


Extent Local LocalDuration Long term Long termIntensity High MediumProbability Probable ProbableSignificance High MediumStatus Negative NegativeConfidence Medium Medium


Mitigation measures


• The establishment or maintenance of safe pedestrian/cycling pathways alongsidethe toll road should be investigated.

• Safe lay-byes along the route to provide convenient stopping points for vehiclesto take passengers on board, should be provided

4.4 Social impacts resulting from the proposed project: N 2

The following potential impacts resulting from the proposed project, have been identified:

• Increased risk to safety of motorists• Severance of family and social contacts• Severance from religious places of worship• Severance from social, sporting and recreation amenities• Severance from essential services• Impact of severance on quality of life• Inconvenience, delays caused to motorists by construction-related activities• Impact posed by temporary construction workers staying on

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4.4.1 Section 1: R300 to De Beers Interchange

4.4.1.1 Impact of increased risk to safety of motorists

Description of effectThe proposed development may result in increased risk to the safety of motorists in thevicinity of toll plazas in areas such as Khayelitsha, where there is a high incidence ofcrime. These risks would be present mainly during the operational phase.

AssessmentThe safety of motorists in this area is currently at risk from a rise in the incidence ofproperty-related crime i.e. all forms of burglary and theft, including car theft and carhijacking. The data suggest that the property-related crime rate in the former Tygerberg,Oostenberg and Helderberg Municipalities is increasing at a faster rate than in otherareas of the Unicity (City of Cape Town, 2000:127-128). Theft out of motor vehiclesincreased by 22.7% in 1998 (Information Services Department, c1999). There has alsobeen a growing incidence of attacks on motorists who break down on the N2, and ofstones being thrown at motorists. While these incidents have occurred all along the N2,there is a higher incidence in areas where there are informal settlements nearby(www.news24.co.za). It is therefore felt that, if there is an increased risk to the safety ofmotorists, that this would be related to the proximity of areas with a high crime rate to thetoll plaza positions. While this would apply to areas such as Mfuleni and Khayelitsha,which have high crime rates, the toll plazas will be well lit, with 24-hour security, thusresulting in a safer environment for motorists.

The significance of the impact without mitigation is low.

Table 10 Assessment of the impacts of increased risk to the safety ofmotorists – Operational Phase


Extent Local n/aDuration Long term n/aIntensity Low n/aProbability Probable n/aSignificance Low n/aStatus Negative n/aConfidence High n/a

Mitigation measures

No further measures have been identified.


Description of effectIt is possible that the proposed toll road may place difficulties in the way of maintainingfamily and social contacts located in areas outside one’s place of residence. If this

33

impact were to occur, it would be experienced during the operational phase (see Section3.3; also Appendix 1).

AssessmentIt is, however, unlikely that the residents of areas adjacent to the toll road, such asMfuleni and Khayelitsha, would be severely impacted, as there will be alternatives to thetoll road. Hence any social disruption and impact on emotional wellbeing and quality oflife will be minimal.

The significance of the impact, without mitigation is low and with mitigation is very low.



Extent Local LocalDuration Long term Long termIntensity Low Very LowProbability Probable ProbableSignificance Low Very LowStatus Neutral NeutralConfidence High High

Mitigation objectivesReduce the impacts of the severance of family and social contacts as a result of tolling.

Mitigation measures



Description of effectIt is possible that the proposed toll road may sever members of congregations from theirpreferred places of worship, if these are located in areas which can only be reachedupon payment of a toll. If this impact were to occur, it would mainly be experiencedduring the operational phase.

AssessmentHowever, it is unlikely that the residents of the areas adjacent to this section of the tollroad, such as Mfuleni and Khayelitsha, would be impacted, as there will be alternativesto the toll road. Hence any social disruption and adverse impact on emotional wellbeingand quality of life will be minimal.


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Mitigation measures



Description of effectThe proposed toll road may place difficulties in the way of accessing social, sporting andrecreation amenities located in areas outside the areas adjacent to the proposed tollroad. If this impact were to occur, it would be experienced during the operational phase.

AssessmentResidents in the townships adjacent to the proposed toll road are poorly served byrecreation, sporting, cultural and entertainment amenities, and are thus forced to accessthese services in other areas. However, it is unlikely that the residents of the areas inthis section would be severely impacted, as there will be alternatives to the toll road.Hence any social disruption and adverse impact on emotional wellbeing and quality oflife will be minimal.





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Mitigation measures



Description of effectThe proposed development may result in problems with regard to access to essentialservices being experienced by vulnerable communities and economically marginalisedgroups in the township areas adjacent to this section of the N2. If this were to occur, itwould occur during the operational phase.

AssessmentMany low-income communities who live in apartheid-era dormitory townships alreadyface high commuting costs in accessing the essential services that their areas lackResidents of these townships, which are poorly served by education facilities, retailcentres, as well as health and welfare facilities, are thus forced to use public and privatetransport to access these services. However, it is unlikely that access to essentialservices by communities in this section would be severely impacted, as there will bealternatives to the toll road.






Mitigation measures


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4.4.1.6 Impact of construction-related activities on motorists

Description of effectUpgrading and construction-related activities along this section of the toll road maycause inconvenience and delays to motorists.

AssessmentThis is an extremely busy commuter route, which carries heavy traffic from thetownships in this area, as well as from other areas. Commuters using this route will oftenbe travelling long distances to reach schools and places of employment. Delays willtherefore cause major inconvenience.

The significance of the impact, without mitigation is very low and with mitigation is verylow.

Table 15 Assessment of the impact of construction-related activities onmotorists – Construction Phase


Extent Local LocalDuration Short term Short termIntensity Low to Medium LowProbability Probable ProbableSignificance Very Low Very LowStatus Neutral NeutralConfidence High High

Mitigation objectivesReduce the impacts of construction-related activities on road-users.

Mitigation measures

• Ensure that measures are in place, which will ensure the free flow of traffic at alltimes, but especially at peak commuter times.

4.4.2 Section 2: De Beers Interchange to the foot of Sir Lowry’s Pass


Description of effectThe proposed toll road may place difficulties in the way of maintaining family and socialcontacts located in areas outside one’s place of residence. This impact would mainly beexperienced during both the construction and operational phases, by residents of areasadjacent to the realigned N2 (i.e. if the proclaimed route is implemented), in Helderzichtand Firlands, as well as Nomzamo and Lwandle.

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AssessmentIf the toll road follows the proclaimed N2 alignment, the social impacts for theHelderzicht/Paardevlei community will be particularly severe, as the physical division ofthe community will require that several houses and a church will have to be demolished,and families relocated. The emotional impact on a stable, close-knit community, willtherefore be high. The impact of severance will occur in both the construction and theoperational phases. It should be borne in mind, however, that the proposed toll road maynot follow the proclaimed alignment, in which case the social impacts will differ (seeSection 4.8).

Should the road follow the proclaimed alignment, the significance of the impact duringconstruction, without mitigation will be high, and with mitigation will be medium; duringoperation, without mitigation will be high, and with mitigation will be medium. Theduration of both the construction and operational phases is permanent, as both phasesrequire the demolition of buildings and the relocation of residents.

In Firlands, the social impacts are fairly similar to those of Helderzicht, for both theconstruction and operational phases, as this community will also experience severanceand disruption if the proclaimed realignment of the N2 is implemented. This will impactadversely on a stable, settled community.

The significance of the impact during construction, without mitigation will be very low;and with mitigation, will be very low; during operation, without mitigation will be mediumand with mitigation, low.

In Nomzamo, the residents of an informal settlement within the road reserve will bedirectly affected, as they would have to be relocated should the road follow theproclaimed alignment. While relocation would be disruptive, this community haspreviously indicated that they would not be opposed to relocation from this unservicedsite.

The significance of the impact during construction, without mitigation will be high; andwith mitigation, will be low; during operation, without mitigation will be high and withmitigation, low.

In Lwandle, there may be inconvenience and disruption caused to residents if existingfootpaths are destroyed by the proposed toll road. Currently these footpaths are used towalk to the Strand, usually for shopping purposes.

The significance of the impact during construction, without mitigation will be medium;and with mitigation, will be low; during operation, without mitigation will be medium andwith mitigation, low.

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Table 16a Assessment of the impact of the severance of family and socialcontacts – Construction Phase

IMPACT Helderzicht Firlands

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Permanent Permanent Short term Short termIntensity High Medium Medium LowProbability Probable Probable Probable ProbableSignificance High Medium Very Low Very LowStatus Negative Negative Neutral NeutralConfidence High High High High

Table 16a contd. Assessment of the impact of the severance of family andsocial contacts – Construction Phase

IMPACT Nomzamo Lwandle

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Permanent Permanent Permanent PermanentIntensity High Low Medium LowProbability Probable Probable Probable ProbableSignificance High Low Medium LowStatus Negative Negative Negative NegativeConfidence High High High High

Table 16b Assessment of the impact of the severance of family and socialcontacts – Operational Phase


CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Permanent Permanent Long term Long termIntensity High Medium Medium LowProbability Probable Probable Probable ProbableSignificance High Medium Medium LowStatus Negative Negative Negative NeutralConfidence High High High High

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Table 16b contd. Assessment of the impact of the severance of family andsocial contacts – Operational Phase

IMPACT Nomzamo Lwandle

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation


Mitigation objectivesReduce the impacts of the severance of family and social contacts.

Mitigation measures

• The provision of sensitively designed pedestrian crossings.

• Careful landscaping and the planting of trees and shrubs should soften theseverance effect of the road and create a more attractive environment.

• In Firlands, appropriately designed subways for horses should be provided.

• In Nomzamo, there should be a process of public consultation in order to arriveat an agreement on an alternative site, as well as the process of relocation itself.

• In Lwandle, there should be minimal inconvenience to pedestrians duringconstruction, accompanied by a speedy process of replacing the footpaths.

4.4.2.2 Impact of severance on quality of life

Description of effectThe proposed toll road may impact adversely on quality of life. This impact would beexperienced during both the construction and operational phases, by residents of areasadjacent to the realigned N2 (i.e. if the proclaimed route is implemented), in Helderzichtand Firlands.

AssessmentIf the toll road follows the proclaimed N2 alignment, the social impacts for theHelderzicht/Paardevlei community will be particularly severe, as the physical division ofthe community will require that several houses and a church will have to be demolished,and families relocated. This high level of social disruption is bound to have a strongimpact on quality of life in this stable, settled community.

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Should the road follow the proclaimed alignment, the significance of the impact duringconstruction, without mitigation will be high, and with mitigation will be medium; duringoperation, without mitigation will be high, and with mitigation will be medium. Theduration of both the construction and operational phases is permanent, as both phasesrequire the demolition of buildings and the relocation of residents.

Firlands faces the loss of its ‘green corridor’. The road reserve, which has long beenused as a recreational corridor linking the area, is used for horse-riding. The loss of this‘green corridor’, which is integral to the semi-rural atmosphere of the area, is likely toimpact adversely upon this community’s quality of life. Balanced against this, are thelower original property prices charged, as a result of the presence of the road reserve.

The significance of the impact during construction, without mitigation will be very low;and with mitigation, will be very low; during operation, without mitigation will be mediumand with mitigation, low.

Table 17a Assessment of the impact of severance on quality of life –Construction Phase


CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Permanent Permanent Short term Short termIntensity High Medium Medium LowProbability Probable Probable Probable ProbableSignificance High Medium Very Low Very LowStatus Negative Negative Neutral NeutralConfidence High High High High

Table 17b Assessment of the impact of severance on quality of life –Operational Phase


CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation


Mitigation objectivesReduce the impacts of severance on quality of life.

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Mitigation measures

• The provision of sensitively designed pedestrian crossings.

• The provision of appropriately designed subways for horses.

• Careful landscaping and the planting of trees and shrubs should soften theseverance effect of the road and create a more attractive environment.

• Resolution of the future loss of the area’s arenas – negotiations on this issue arecurrently underway between the Firlands Homeowners Association and theproject proponents.

4.4.3 Section 3: Sir Lowry’s Pass to Bot River

4.4.3.1 Assessment of the increased risks posed to motorists in the vicinity ofGrabouw

Description of effectThe proposed development may result in increased risk to the safety of motorists in thevicinity of Grabouw, where there is a high incidence of crime. These risks would bepresent mainly during the operational phase.

AssessmentThe safety of motorists in this area is currently at risk from a rise in the incidence ofproperty-related crime i.e. all forms of burglary and theft, including car theft and carhijacking. Theft out of motor vehicles increased by 22.7% in 1998 (Information ServicesDepartment, c1999). There has also been a growing incidence of attacks on motoristswho break down on the N2, and of stones being thrown at motorists. These incidentshave occurred all along the N2, including Grabouw (www.news24.co.za). While the issueof safety would apply to areas such as Grabouw which has a high crime rate, it shouldbe borne in mind that the project proponent will ensure that there will be increasedhighway patrols along the toll road, thus resulting in a safer environment for motorists.

The significance of the impact, without mitigation is low and with mitigation is low.

Table 18 Assessment of the impact of increased risk to the safety ofmotorists – Operational Phase


Extent Local n/aDuration Long term n/aIntensity Low n/aProbability Probable n/aSignificance Low n/aStatus Negative n/aConfidence High n/a

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Mitigation measures

No further measures have been identified.

4.4.3.2 Assessment of severance from family and social contacts

Description of effectThe proposed toll road may place difficulties in the way of maintaining family and socialcontacts located in areas outside one’s place of residence. This impact would mainly beexperienced during the operational phase, affecting residents in the area betweenGrabouw and Bot River.

AssessmentThis impact is difficult to evaluate as it is not easily quantified. However, it is likely thatresidents of this area would experience a curtailment of mobility, as residents of thisarea are highly dependent on the N2, and share close socio-economic links.Grabouw/Elgin is captive to the toll road insofar as Bot River and the Helderberg regionare concerned, while Bot River, insofar as its socio-economic links with Grabouw areconcerned, is also captive to the toll road (see Appendix 1). While residents may travelfree in the area between the toll plazas, if their trips go beyond the plazas, it is possiblethat residents of this area would reduce non-essential trips in order to avoid tollpayments. If this were to occur, it would impact upon the maintenance of family andsocial contacts, and hence of quality of life.

The significance of the impact, without mitigation is medium; with mitigation is medium tolow. Confidence in this assessment is medium, since the impact is difficult to quantify.However, in this regard it should be noted that this impact would apply to a highpercentage of residents in this area, since Grabouw/Elgin is captive to the toll road, as isBot River in relation to Grabouw/Elgin.




Mitigation objectivesReduce the impacts of the severance of family and social contacts as a result of theproposed development.

43

Mitigation measures



Description of effectThe proposed toll road may sever members of congregations from their preferred placesof worship, if these are located in areas which can only be reached upon payment of atoll. This impact would mainly be experienced during the operational phase, affectingresidents in Grabouw, Houw Hoek and Bot River.

AssessmentThis impact is difficult to evaluate as it is not easily quantified, but any obstacleencountered in attending one’s preferred place of worship may be experienced as animpact on one’s emotional wellbeing and quality of life. It is possible that residents of thisarea would experience a curtailment of mobility, as some may reduce non-essential tripsin order to avoid toll payments.

The significance of the impact, without mitigation is medium; with mitigation is medium tolow. Confidence in this assessment is medium, since the impact is difficult to quantify.However, in this regard it should be noted that this impact would apply to residents in anarea which is largely captive to the toll road.





Mitigation measures


44


Description of effectThe proposed toll road may place difficulties in the way of accessing social, sporting andrecreation amenities located in areas outside one’s place of residence. This impactwould mainly be experienced during the operational phase, affecting residents inGrabouw, Houw Hoek and Bot River.

AssessmentGrabouw is an important centre offering social, sporting and recreation amenities toresidents and farmworkers along this section of the proposed route - frequency of visitsmay be impacted for those travelling from Bot River. Furthermore, some residents of theElgin Valley have also traditionally used the Helderberg region to access these types ofamenities. This impact is difficult to evaluate as it is not easily quantified, however,severance from social, sporting and recreation amenities may be experienced as animpact on one’s emotional wellbeing and quality of life. It is possible that some residentsof this area would reduce non-essential trips in order to avoid toll payments, thuscurtailing social mobility.

The significance of the impact, without mitigation is medium; with mitigation is medium tolow. Confidence in this assessment is rated as medium, since the impact is difficult toquantify. However, in this regard it should be noted that this impact would apply toresidents in an area which is largely captive to the toll road.





Mitigation measures


45


Description of effectThe proposed development is likely to result in problems with regard to access toessential services being experienced by vulnerable communities or economicallymarginalised groups in the Grabouw – Bot River area. This would occur mainly duringthe operational phase.

AssessmentGrabouw is an important centre for individuals from Bot River wishing to accessessential services in the Elgin Valley, as this is where shops, schools and a day hospitalare situated. Somerset West is important for its provincial hospital, schools and biggerretail shops. Caledon is the centre of local government in the TheewaterskloofMunicipality and thus where administrative matters, as well as matters relating to welfarepayments, are dealt with. The toll road, by placing an additional financial burden onvulnerable communities (such as farmworkers) and groups (such as the unemployed,and pensioners and disabled persons who receive state payments), will render theiraccess to essential services more difficult. While vulnerable groups using taxis willprobably benefit from frequent-user discounts, it is nevertheless likely that any additionalcosts borne by taxi owners will be passed on to passengers. Others, who currently walk,cycle, hitch-hike or wait for lifts along the national road may also be affected if theirneeds are not accommodated on the proposed toll road.

The significance of the impact, without mitigation is high and with mitigation is medium.Confidence in this assessment is medium, since the impact is difficult to quantify.However, in this regard it should be noted firstly, that the affected area has high povertyand unemployment levels (see Section 3.4), and secondly, that this impact would applyto residents in an area which is largely captive to the toll road.



Extent Local LocalDuration Long term Long termIntensity High MediumProbability Probable ProbableSignificance High MediumStatus Negative NegativeConfidence Medium Medium


Mitigation measures


46

• Safe pedestrian/cycling pathways alongside the toll road should be provided.These may be accommodated in the frontage/access roads.

• Safe lay-byes along the route to provide convenient stopping points for vehiclesto take passengers on board, should be provided

4.4.3.6 Impact of the proposed development on quality of life

Description of effectConcerns have been raised that the proposed toll road, with the planned expansion ofthe road, increased traffic and the construction of a toll plaza, may impact adversely onquality of life. This impact would be experienced during both the construction andoperational phases, by residents of areas adjacent to the N2, for example, Houw Hoekand Bot River.

AssessmentThis section of the N2 is prized for its scenic views and wilderness setting. I&APsinvolved in the tourism and related sectors are concerned that the proposed toll roadwould impact adversely on the atmosphere of rural tranquility and the large stretches ofunspoilt environment which still exist. The siting of a toll plaza, with its noise and visualimpacts (these are being addressed in separate studies) would also impact on quality oflife. While increased traffic would impact on this atmosphere, it should be rememberedthat the road already exists, and that planning for an expansion of traffic in the future is,in any event, inevitable. In addition, the possible adverse social impacts of the proposedroad should be balanced against the benefits (e.g. the provision of interchanges,enhanced road safety) it would bring.

The significance of the impact during construction, without mitigation is considered to bevery low; during operation, without mitigation is considered to be low, with mitigation islow, and of neutral status.

Table 23a Assessment of the impact of the proposed development on qualityof life – Construction Phase


Extent Local n/aDuration Short term n/aIntensity Medium n/aProbability Probable n/aSignificance Very Low n/aStatus Neutral n/aConfidence High n/a

47

Table 23b Assessment of the impact of the proposed development on qualityof life - Operational Phase


Extent Local LocalDuration Long term Long termIntensity Low LowProbability Probable ProbableSignificance Low LowStatus Negative NeutralConfidence High High

Mitigation objectivesReduce the impact of the proposed toll road on quality of life.

Mitigation measures

• The mitigation measures to reduce traffic noise and enhance the toll plazaproposed in the relevant specialist studies, should be implemented.

4.4.3.7 Impact of temporary construction workers staying on in the area

Description of effectThe proposed toll road may attract unemployed people to the area, who are hoping tofind work. The influx of a large number of poor people would exacerbate the alreadyacute unemployment problems and high rate of homelessness which exists in areassuch as Grabouw and Bot River (see Section 3.4). This may cause problems after theconclusion of the construction phase in these areas

AssessmentThe project proponents are committed to employing a high number of local people,especially from the ranks of the unskilled. Nonetheless, it is possible that unemployedpeople from elsewhere will be attracted to the area by the existence of the project.Should they remain in the area after the construction phase, this would bring a numberof social problems (as indicated above) to the host community, which would have toassimilate these outsiders.

The significance of the impact after the conclusion of the construction phase, withoutmitigation is considered to be medium.

48

Table 24 Assessment of the impact of temporary construction workersstaying on in the area after conclusion of construction phase -Operational Phase


Extent Local n/aDuration Medium n/aIntensity High n/aProbability Probable n/aSignificance Medium n/aStatus Negative n/aConfidence High n/a

Mitigation measures

It is not clear that there are any mitigation measures which could be introduced, as noregulations exist which could discourage such an influx.

4.5 Social impacts of toll plaza positions on the N1

4.5.1 Toll Plaza1: Between Old Oak Interchange and Huguenot Tunnel Plaza

Description of effectThe main social impact flowing from this toll plaza is the impact of severance, i.e. fromsocial and family contacts; from religious places of worship; from social, sporting andrecreation amenities; and from essential services. These social impacts would bemanifested during the operational phase.

AssessmentThe impact of severance has been assessed in Section 4.3.1. With regard to the varioustoll plaza positions, it should be noted that there will be inconvenience to pedestriansand motorists during the construction phase. These impacts are considered to be of verylow significance. The proponent’s preferred position (viz. Joostenbergvlakte - west of theR304), with ramp plazas at the Joostenbergvlakte Interchange, is likely to have negativesocial impacts on the adjacent residential and business communities, as aspects suchas quality of life/lifestyle, could be severely impacted (see Section 3.1: KraaifonteinIndustria/ Joostenbergvlakte; Appendix 1). The social impacts of this toll plaza flowsmainly from the fact that this area is currently a captive community, and as such, doesnot have a viable alternative to the N1. However, when the extension of Maroela Road tothe R101 is completed early in 2003, then this community will no longer be captive. TheKraaifontein position is also likely to have negative social impacts on the adjacentresidential and business communities, and aspects such as quality of life/lifestyle.

The East R304 is put forward as the optimum position from the social perspectivebecause the social impacts of the other two positions are avoided.

The significance of the East R304 position during the operational phase, withoutmitigation, is considered to be low and with mitigation, low. The significance levels of the

49

other positions during the operational phase, without mitigation is considered to bemedium and with mitigation, low.

Table 25 Assessment of social impacts of toll plaza positions on the N1: TollPlaza 1 (between Old Oak Interchange and Huguenot Tunnel Plaza) –Operational phase

IMPACTKraaifontein Ramp Plaza at

JoostenbergvlakteInterchange

Joostenbergvlakte East of R304CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local Local Local LocalDuration Long

TermLongTerm

LongTerm

LongTerm

LongTerm

LongTerm

LongTerm

LongTerm

Intensity Medium Low Medium Low Medium Low Low LowProbability Probable Probable Probable Probable Probable Probable Probable ProbableSignificance Medium Low Medium Low Medium Low Low LowStatus Negative Negative Negative Negative Negative Negative Negative NegativeConfidence High High High High High High High High

Mitigation objectivesReduce the negative social impacts of toll plaza positions at Toll Plaza 1.

Mitigation measures

• Discounts should be offered to frequent road-users.

It is the view of this study that Toll Plaza 2 (between the Huguenot Tunnel and FlorenceInterchange) would not result in any significant social impacts. This position is, however,being investigated by the Economic Specialist.

Section 4.5.2 Toll Plaza 3: between Florence Interchange and Sandhills

Description of effectThe main social impact flowing from the various toll plaza positions is that of severance,i.e. from social and family contacts; from religious places of worship; from social,sporting and recreation amenities; and from essential services. This social impact wouldbe manifested during the operational phase.

AssessmentThe impact of severance has been assessed in Section 4.3.3. With regard to the varioustoll plaza positions, it should be noted that there will be inconvenience to pedestriansand motorists during the construction phase. These impacts are considered to be of verylow significance. With regard to the proposed plaza positions, the first is at De Wet,which is situated outside the Hex River Poort, approximately 4,9 kms east of Worcester.The alternative positions in the Hex River Poort are at Glen Heatlie, in the southernsection; Glen Heatlie North, in the central section; or at Sandhills, in the northernsection.

50

The De Wet position offers an alternative route around the plaza. This means that DeDoorns and Touws River will no longer be captive to the toll road, enabling residents tohave unhindered access to the local government centre of Worcester. However, itshould be noted that there would still be a residual impact as the diversion would requireadditional travelling time. It is therefore possible that, even if the De Wet alternative isaccepted, social mobility may still be affected as residents of the area may decide tocurtail non-essential/recreational trips in order to avoid additional travelling time andpetrol costs. Since the other toll plaza positions would require road-users to pay a toll feewithout the availability of an alternative route, the recommended toll plaza position is atDe Wet.

The significance of the impact of the De Wet position during the operational phase,without mitigation is considered to be medium and with mitigation, low. All the otherpositions would result in impacts of high significance without mitigation, and of mediumsignificance with mitigation.

Table 26 Assessment of social impacts of toll plaza positions on the N1:(between Florence Interchange and Sandhills) – Operational phase

IMPACT De Wet Glen Heatlie

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Long term Long term Long term Long termIntensity Medium Low High MediumProbability Probable Probable Probable ProbableSignificance Medium Low High MediumStatus Negative Negative Negative NegativeConfidence High High High High

Table 26 contd.

IMPACT Glen Heatlie North Sandhills

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Long term Long term Long term Long termIntensity High Medium High MediumProbability Probable Probable Probable ProbableSignificance High Medium High MediumStatus Negative Negative Negative NegativeConfidence High High High High

51


Mitigation measures

• Discounts should be offered to frequent users.

• Additional discounts should be offered to captive communities.

• Ensure that the social benefits (such as job creation and skills training) attachedto the proposed development, accrue to local communities.

4.6 Social impacts of toll plaza positions on the N2

4.6.1 Toll Plaza 1: Between R300 and De Beers Interchange

Description of effectThe main social impacts flowing from this toll plaza are: the possibility of an increasedrisk to the safety of motorists; inconvenience and delays resulting from construction-related activities; and to a lesser extent, the impact of severance, i.e. from social andfamily contacts; from religious places of worship; from social, sporting and recreationamenities; from essential services; and of business from its client base. These socialimpacts would be manifested during the operational phase.

AssessmentThe impacts of increased risk, delays and of severance have been assessed in Section4.4.1. There may also be social impacts such as noise and visual impact, which arecurrently the subject of investigations by relevant specialists. With regard to the differentplaza positions for Toll Plaza 1, the proponent’s preferred plaza position and itsalternatives are situated on a commuter route which has a number of alternative routesfor the adjacent community of Khayelitsha. Other communities which are affected, andwhich, like Khayelitsha are socio-economically marginalised, include Mfuleni and BlueDowns. In terms of the availability of alternative routes, the most westerly option (viz.Khayelitsha West), and Khayelitsha Central, offers commuters from this area limitedoptions. Bearing in mind the fact that the overwhelming majority of the people in thesurrounding communities are either desperately poor or earn low incomes, the optimumtoll plaza position from a social perspective, is Khayelitsha East, between the M32 andthe R310.

The significance of the impact of the Khayelitsha East position during the operationalphase, without mitigation is considered to be medium to low and with mitigation, low.The significance of the impact of the Khayelitsha West position during the operationalphase, without mitigation is considered to be high and with mitigation, high to medium.The Khayelitsha Central position would result in an impact of medium significancewithout mitigation and medium to low with mitigation.

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Table 27 Assessment of social impacts of toll plaza positions on the N2: TollPlaza 1 (between R300 and De Beers Interchange) – Operationalphase

IMPACT Khayelitsha West Khayelitsha Central Khayelitsha East

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local LocalDuration Long term Long term Long term Long term Long term Long termIntensity High High to

MediumMedium Medium to

LowMedium toLow

Low

Probability Probable Probable Probable Probable Probable ProbableSignificance High High to

MediumMedium Medium to

LowMedium toLow

Low

Status Negative Negative Negative Negative Negative NegativeConfidence High High High High High High


Mitigation measures


• See Section 4.4.1.

4.6.2 Toll Plaza 2: Between De Beers Interchange and start of Sir Lowry’s Pass

Description of effectThe main social impacts flowing from the proposed toll plaza positions at Firlands West(with east-facing ramp plazas at the Firlands Interchange), or Firlands (with west-facingramp plazas at the Firlands Interchange) are: the impact of severance, i.e. from socialand family contacts, and an impact on quality of life. These social impacts will bemanifested during both the construction and operational phases.

AssessmentThese social impacts have been assessed in Section 4.4.2. With regard to Toll Plaza 2,communities in the Helderberg will not be affected by the toll plaza positions with regardto travelling within the Basin, as there are alternative routes available. However,motorists travelling over Sir Lowry’s Pass (in both directions), will have to pay a toll. Thisaspect is being addressed by the Specialist Economic Study. It should also be borne inmind that residents of the Elgin Valley have close socio-economic links with theHelderberg Basin (see Section 3.4: Grabouw/Elgin; Appendix 1: Grabouw/Elgin). Theother main social impacts for both plaza positions are noise, visual impacts and inaddition, an impact on quality of life. While these impacts apply to both plaza positions, itseems that these impacts will be less at Firlands West, as the area is fairly sparselypopulated. A local farmer has expressed concern about the safety aspect, i.e. thepossibility of the plaza attracting undesirable elements (M van Zyl, Firlands resident,

53

pers. comm., 8 June 2002). The densely populated area of Tarentaal Plaas, offBroadlands Rd, is located some distance from the proposed site, and therefore impactshould be low. With regard to the issue of safety, the Firlands West position (which issituated on a relatively flat section of road), poses less of a risk than Firlands, whichwould be a safety risk for traffic descending from Sir Lowry’s Pass.

The significance of the social impacts for Firlands West during the operational phase,without mitigation, is considered to be medium; with mitigation is low. The significance ofthe social impacts for Firlands, without mitigation is considered to be high; withmitigation, is medium to high. The optimum toll plaza position from a social perspectiveis Firlands West.

Table 28a Assessment of social impacts of toll plaza positions on the N2: TollPlaza 2 (between De Beers Interchange and start of Sir Lowry’sPass) – Construction phase

IMPACTFirlands West Mainline witheast-facing Ramp Toll Plazas

Firlands Mainline with west-facing Ramp Toll Plazas

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Short term Short term Short term Short termIntensity Medium to High Low to Medium High MediumProbability Probable Probable Probable ProbableSignificance Low Very Low Low Very LowStatus Neutral Neutral Neutral NeutralConfidence High High High High

Table 28b The social impacts of toll plaza positions on the N2: Toll Plaza 2(between De Beers Interchange and start of Sir Lowry’s Pass) –Operational phase

IMPACTFirlands West Mainline witheast-facing Ramp Toll Plazas

Firlands Mainline with west-facing Ramp Toll Plazas

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Long term Long term Long term Long termIntensity Medium Low High Medium to HighProbability Probable Probable Probable ProbableSignificance Medium Low High Medium to HighStatus Negative Negative Negative NegativeConfidence High High High High


54

Mitigation measures



4.6.3 Toll Plaza 3: Between foot of Sir Lowry’s Pass and Bot River

Description of effectThe main social impact flowing from the proposed toll plaza positions at Toll Plaza 3 isthe impact of severance, i.e. from social and family contacts; from religious places ofworship; from social, sporting and recreation amenities; and from essential services. Inaddition, there is the impact of the proposed development on quality of life.

AssessmentThese impacts have been assessed in Section 4. 4. 3. Construction phase activities areare considered to be of low significance (e.g. inconvenience to motorists). With regard toToll Plaza 3, the proposed toll plaza positions are at Houw Hoek Pass and Bot River.Both proposed toll plaza positions are likely to impact heavily on the small communitiesof Houw Hoek and Bot River. Bot River has strong socio-economic links to Houw Hoekand the rest of the Elgin Valley. In fact, it may be said that, in relation to the Elgin Valley,Bot River is captive to the toll road – not only is a large proportion of the workforceemployed in the Valley, but this is where most people do their shopping and accessother essential services (see Section 3.4: Bot River; see also Appendix 1: Bot River).Additional social impacts will include noise and visual impacts – these are beinginvestigated by specialists. The proposed plaza position at Houw Hoek is adjacent to theKogelberg Biosphere Reserve. The most important social impacts for the nature reservewould be visual and noise, although these would be outweighed by the potentialecological impacts (Mark Johns, pers. comm., 24 May 2002). The socio-economicimpact of this position would be fairly similar to that of the Bot River position, as a tollwould still have to be paid by road-users travelling between Houw Hoek and Bot River.

The significance of the social impacts for the two alternatives without mitigation, isconsidered to be medium to high; and with mitigation, is medium.

It is considered that the two alternative positions would, with regard to the impact ofseverance, result in similar impacts. There is therefore no recommended alternative.

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Table 29 Assessment of social impacts of toll plaza positions on the N2: TollPlaza 3 (between foot of Sir Lowry’s Pass and Bot River) –Operational phase

IMPACTHouw Hoek Bot River

CRITERIA

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local LocalDuration Long term Long term Long term Long termIntensity Medium to High Medium Medium to High MediumProbability Probable Probable Probable ProbableSignificance Medium to High Medium Medium to High MediumStatus Negative Negative Negative NegativeConfidence High High High High

Mitigation objectivesReduce the negative social impacts of the toll plaza positions at Toll Plaza 3.

Mitigation measures

• Discounts should be offered to frequent users.

• Additional discounts should be offered to captive communities.


4.7 Social impacts of alternative alignments in the Hex River Poort

There are six alternative alignments proposed for the Hex River Poort (listed below). Thekey social impacts of these alignments are very similar in this sparsely populated area.In general, it is anticipated that the following social impacts will be experienced: duringthe construction phase: inconvenience to road-users, dust on crops, safety and securityissues; during both the construction and operational phases: difficulty of access toproperties along the route, and impact on farm infrastructure.

4.7.1 Impact of construction-related activities on motorists

Description of effectUpgrading and construction-related activities along this section of the proposed toll roadmay cause inconvenience and delays to motorists.

AssessmentThe significance of the impact, without mitigation is very low and with mitigation is verylow.

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Table 30 Assessment of the impact of construction-related activities onmotorists – Construction Phase


Extent Local LocalDuration Short term Short termIntensity Low to Medium LowProbability Probable ProbableSignificance Very Low Very LowStatus Neutral NeutralConfidence High High

Mitigation objectivesReduce the impacts of construction-related activities on road-users.

Mitigation measures

• Ensure that measures are in place, which will ensure the free flow of traffic at alltimes and prevent delays.

4.7.2 Impact of dust on crops

Description of effectConstruction-related activities along this section of the proposed toll road may cause aproblem with dust on agricultural crops in adjacent fields.

Assessment


Table 31 Assessment of dust on crops – Construction Phase


Extent Local LocalDuration Short term Short termIntensity Medium LowProbability Probable ProbableSignificance Very Low Very LowStatus Neutral NeutralConfidence High High

Mitigation objectivesReduce the impacts of construction-related activities on agricultural crops.

57

Mitigation measures

• Damp down the area under construction at regular intervals in order to preventdust from blowing about.

4.7.3 Impact on safety and security during construction phase

Description of effectThe presence of construction workers may pose a threat to farmers.

AssessmentI&APs have expressed concerns that the presence of construction workers may lead tothe theft of produce from fields.


Table 32 Assessment of safety and security issues – Construction Phase



Mitigation objectivesReduce the impact on safety and security.

Mitigation measures

• Ensure that construction crews are well managed at all times.

4.7.4 Impact of proposed project on access to properties

Description of effectProblems may be experienced at access points to farms and farmworkers’ cottagesduring both the construction and operational phases.

AssessmentThe project proponent will ensure that safe and convenient access to properties ismaintained during both phases of the project.

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The significance of the social impact during the construction phase, without mitigation, isconsidered to be very low; with mitigation very low; during the operational phase, without mitigation is considered to be medium and with mitigation, low.

Table 33a Assessment of the impact of the proposed project on access toproperties – Construction Phase


Extent Local n/aDuration Short term n/aIntensity Low n/aProbability Probable n/aSignificance Very Low n/aStatus Neutral n/aConfidence High n/a

Table 33b Assessment of the impact of the proposed project on access toproperties – Operational Phase


Extent Local n/aDuration Long term n/aIntensity Low n/aProbability Probable n/aSignificance Low n/aStatus Neutral n/aConfidence High n/a

Mitigation measures

No applicable measures have been identified.

4.7.5 Specific social impacts of the alternative alignments in the Hex River Poort

Description of effectThe various alignments have different impacts, as outlined below.

AssessmentWith regard to the Southern Section, Alternative A, a small area of vineyard will have tobe expropriated; farmers’ irrigation canals would be affected; access to the Spoornetsubstation will be affected; several farmworkers’ cottages will have to be demolished; thetenants of these cottages may be in danger of losing their homes with no certainty ofrelocation to another house, as compensation will be paid directly to the property owner;certain landowners will be affected by the impact on the existing gravel access road viz.New Glen Heatlie; and there may be delays in the transport of harvested fruit during

59

construction, which is likely to have negative economic impacts. In Alternative B,intensively cultivated vineyards will have to be expropriated at a much higher cost thanfor Alternative A; all other impacts as for Alternative A.

The significance of the social impact for Alternative A, without mitigation is medium; andwith mitigation is low. For Alternative B, without mitigation, it is medium; with mitigation, itis low to medium. The optimum alternative is regarded as being Alternative A.

With regard to the Central Section, Alternative 2, there will be an impact on the existinggravel access road; there will be an impact on access to New Glen Heatlie; there will beexpropriation of non-agricultural land, or land with agricultural potential; several gravesites lie directly in the path of the proposed upgrade, while others are located close by.The potential impact on these graves is being addressed in a separate study.

The significance of this alternative, without mitigation is medium; with mitigation is low.

With regard to the Northern Section, Alternative O, this will require the expropriation of awedge of derelict land between the existing road and railway reserves. The Kanetlveiintersection and farm access on the opposite side of the road will be relocated slightlynorthward. In Alternative X, there will be expropriation of mostly non-agricultural land, aswell as a vineyard. In Alternative Y, there will be expropriation of non-agricultural land,as well as a portion of a young citrus orchard, at a far lower cost than for Alternative X.

The significance of the social impacts for the following alternatives is: Alternative X,without mitigation is medium, with mitigation is low to medium; Alternative Y, withoutmitigation is medium, with mitigation is low to medium; Alternative O, without mitigationis medium, with mitigation is low. The optimum alternative is regarded as beingAlternative O.

It should be noted that, since farmworkers’ cottages will be demolished, human remainshave to be re-interred, or land expropriated in all the alternatives, the duration of theimpact during both the construction and operational phases, has been deemed to bepermanent. The status of the operational phase is considered to be positive, as theproposed alignments will result in a safer, improved road. Positive social impacts willinclude improved road safety, reduced travelling time and reduced driver stress.

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Table 34a Assessment of social impacts of Hex River Poort AlternativeAlignments – Construction phase

IMPACT Alternative A Alternative B Alternative 2

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local LocalDuration Permanent Permanent Permanent Permanent Permanent PermanentIntensity High Low to

MediumHigh Medium High Low to

MediumProbability Probable Probable Probable Probable Probable ProbableSignificance High Low to

MediumHigh Medium High Low to

MediumStatus Negative Negative Negative Negative Negative NegativeConfidence High High High High High High

Table 34a contd.

IMPACT Alternative X Alternative Y Alternative O

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local LocalDuration Permanent Permanent Permanent Permanent Permanent PermanentIntensity Medium Low to

MediumMedium Low Medium Low

Probability Probable Probable Probable Probable Probable ProbableSignificance Medium Low to

MediumMedium Low Medium Low


Table 35b Assessment of social impacts of Hex River Poort AlternativeAlignments – Operational phase

IMPACT Alternative A Alternative B Alternative 2

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local LocalDuration Permanent Permanent Permanent Permanent Permanent PermanentIntensity Medium Low Medium Low to

MediumMedium Low

Probability Probable Probable Probable Probable Probable ProbableSignificance Medium Low Medium Low to

MediumMedium Low


61

Table 35b contd.

IMPACT Alternative X Alternative Y Alternative O

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation


MediumMedium Low to

MediumMedium Low

Probability Probable Probable Probable Probable Probable ProbableSignificance Medium Low to

MediumMedium Low to

MediumMedium Low


Mitigation objectivesReduce the social impacts of the various alignments.

Mitigation measures

• With regard to Southern Section, Alternative A, negotiations with affectedlandowners and Spoornet should be held in order to secure agreement on theissue of compensation for the expropriation of land and destruction of property,as well as alternative access and road use arrangements. In addition,discussions should be held with the owner of the farm cottages earmarked fordemolition in order to ensure that any compensation paid is used to re-house thetenants in accordance with the provisions of the Extension of Security andTenure Act, No.62 of 1997.

• With regard to Alternative B, mitigation measures are as for Alternative A.

• With regard to the Central Section, Alternative 2, mitigation measures are largelyas for Alternative A. In addition, discussions should be held with the relatives ofthe deceased in order to reach agreement on the emotive issue of re-intermentelsewhere. If relatives cannot be traced, and the graves are more than 60 yearsold, then the way forward must be decided in close consultation with the SouthAfrican Heritage Resources Agency.

• With regard to the three alternatives in the Northern Section, agreement on theissue of compensation should be reached with the affected landowners.

4.8 Social impacts of alternative alignments on the N2 – through/around Helderzicht

The various alternatives will have different social impacts, depending upon each specificalignment. These impacts include: the impact of severance on the community; theimpact of severance on quality of life; access to schools; the safety of pedestrians andcyclists. These impacts would mostly occur during both the construction and the

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operational phases, while the problem of access to schools would occur mainly duringthe construction phase.

The impact of severance on the community and on quality of life has been assessed inSection 4.4.2. These impacts would occur in and around Helderzicht in the case ofAlternatives 5, 6, 7 and 7a. The impact of severance on business in this area has beenassessed in the Economics Specialist Study.

4.8.1 Access to schools

Description of effectThe implementation of Alternatives 5, 6, 7 and 7a may impact adversely on access tothe two schools in the area during the construction phase.

AssessmentConstruction-related activities may impede access to the schools, inconveniencing andpossibly posing a risk to the safety of pedestrians, motorists and cyclists.

The significance of the social impact, without mitigation, is considered to be very low;with mitigation very low.

Table 36 Assessment of the impact on access to schools - ConstructionPhase



Mitigation objectivesEnsure minimal impact on school access.

Mitigation measures

• Provide safe, easy alternative access to schools throughout the constructionperiod.

4.8.2 Safety of pedestrians and cyclists

Description of effectThe implementation of Alternatives 4, 5, 6, 7 and 7a may impact on the safety ofpedestrians and cyclists who, prior to the realignment of the N2 had unimpeded accessto all parts of Helderzicht and adjacent Victoria Park. This impact would occur duringboth the construction and operational phases.

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AssessmentConstruction-related activities may pose a risk to the safety of pedestrians and cyclists,as may the realignment of the N2 in a residential area, where no major road existedbefore.

The significance of the social impact during the construction phase, without mitigation, isconsidered to be very low; with mitigation very low; during the operational phase, withoutmitigation, is considered to be medium; with mitigation, low.

Table 37a Assessment of the risks posed to the safety of pedestrians andcyclists - Construction Phase



Table 37b Assessment of the risks posed to the safety of pedestrians andcyclists – Operational Phase


Extent Local LocalDuration Long term Long termIntensity Medium LowProbability Probable ProbableSignificance Medium LowStatus Negative NeutralConfidence High High

Mitigation objectivesEnsure that risks to the safety of pedestrians and cyclists are eliminated.

Mitigation measures

• Provide safe, alternative paths for pedestrians and cyclists during theconstruction process.

• Provide cycle and pedestrian paths.

• Provide safe pedestrian crossing points.

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4.8.3 Consideration of the alternative alignments through and aroundHelderzicht

Description of effect

The various alternatives will have different social impacts, depending upon eachalignment.

AssessmentAlternative 1 would result in the continuation of the status quo. This would leave theproblem of traffic congestion on the main route through the Helderberg remainingunaddressed. The significance of the social impact of this alternative for Helderzicht, isregarded as being medium to high.

Alternatives 2a and 2b would require many kilometres of service roads and furtherexpropriation, as no ‘at grade’ access will be allowed onto the N2. Businesses may beadversely affected by this alternative. Impacts for both alternatives are likely to be fairlysimilar for the adjacent communities in terms of the impact of an increased volume oftraffic. However, Alternative 2b, which requires the construction of a section of viaduct, islikely to have an additional visual and noise impact on the adjacent communities. It maybe noted that Alternative 2a is similar to one of the alternatives favoured by theHelderzicht community, who have proposed upgrading the existing T2. However, they donot propose an upgrade to freeway standard, but to the extent of making improvements(such as the addition of an extra lane between Lwandle and Gordon’s Bay), which wouldassist traffic flow (CCA, 2000: Appendix 9). Their proposal would not require serviceroads or expropriation. It is not felt that the Helderzicht community’s alternative wouldaddress the long term traffic needs of the area.

During the construction phase, the significance of the social impact of Alternative 2a forHelderzicht is regarded as being high without mitigation, and as medium with mitigation.During the operational phase, the significance of the social impact is regarded as beinghigh without mitigation and as medium with mitigation.

During the construction phase, the significance of the social impact of Alternative 2b forHelderzicht is regarded as being high without mitigation, and as medium with mitigation.During the operational phase, the significance of the social impact is regarded as beinghigh without mitigation and as medium with mitigation.

Alternative 3 would require the relocation of Eskom power lines. In addition, the buildingof a viaduct would have implications for residential areas (i.e. visual, noise) adjacent tothe T2. This is one of the options the Helderzicht community is willing to consider (CCA,2000: Appendix 9), as it will resolve the issue of traffic congestion in the Helderberg,while avoiding the physical division of their area. However, the design speed of 80km/hrover a short section of road is not considered acceptable from a national road safetycriterion, by the proposed project’s road design team.

During the construction phase, the significance of the social impact of this alternative forHelderzicht is regarded as being medium without mitigation, and as low with mitigation.During the operational phase, the significance of the social impact is regarded as beingmedium without mitigation and as low to medium with mitigation.

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Alternative 4 would require expropriation since this would necessitate the relocation ofthe N2 through AECI commercial property. While the problem of community severancein Helderzicht will have been avoided, this option would impact on residential areasadjacent to the realigned N2, viz. Paardevlei and Victoria Park. In addition to the visualand noise impacts, the environmental impact would be transferred to the northern edgeof Victoria Park and the southern edge of the Helderzicht community. This alternativewould also entail the expropriation of 26 homes and 25 plots. It should also be borne inmind that the Land Use Specialist Study has pointed out that AECI has made aconsiderable investment in infrastructure and development in this area. Thus anyrelocation of the N2 would require an extensive revision of existing planning.

During the construction phase, the significance of the social impact of this alternative forHelderzicht is regarded as being high without mitigation, and as medium with mitigation.During the operational phase, the significance of the social impact is regarded as beinghigh without mitigation and as medium with mitigation.

Alternative 5 would impact severely on the community of Helderzicht/Paardevlei. Socialimpacts include social disruption (due to the demolition and relocation of the church),community severance, noise, visual impacts, impacts on the safety of pedestrians andcyclists, the demolition of houses and a church (see Section 3.4: Helderzicht). Theduration of the impact of the construction phase for this, as well as all other alternativeswhich require the demolition of buildings, and the relocation of residents, is permanent.However, the impacts of alternative 5 can be mitigated by a number of measures (seeMitigation Measures), which would reduce the severity of its impacts.

During the construction phase, the significance of the social impact of this alternative forHelderzicht is regarded as being high without mitigation, and as medium with mitigation.During the operational phase, the significance of the social impact is regarded as beinghigh without mitigation and as medium to high with mitigation.

Alternative 6 is the option which has been approved by the former Helderberg Council in1999; recommended by the N2 Technical Task Team; and proclaimed by the SouthAfrican National Roads Authority. Alternatives 5 and 6 have been rejected outright by thecommunity, who feel strongly that the social impacts (see Section 3.4: Helderzicht;Appendix 1: Helderzicht) of these alternatives are unacceptable, and further, that theyshould not be bound by apartheid-era decision-making (i.e. the decision made during the1970s) in which they were not allowed to participate.

During the construction phase, the significance of the social impact of this alternative forHelderzicht is regarded as being high without mitigation, and as medium to high withmitigation. During the operational phase, the significance of the social impact is regardedas being high without mitigation and as medium to high with mitigation.

Alternative 7, which would require the relocation of the Helderzicht and Paardevleicommunities, has major time and cost implications, as a suitable relocation area has tobe negotiated, the area serviced, and houses built. This alternative is the same as thecommunity’s third acceptable alternative (viz. the relocation of the entireHelderzicht/Paardevlei residential area), is regarded as being extremely difficult toimplement, owing to factors such as the high cost of land and reconstruction. It is alsolikely that it would prove extremely difficult to gain the unanimous agreement of thecommunity on a suitable relocation area.

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Alternative 7a, which is a combination of Alternatives 6 and 7, would have fewer socialimpacts than either of these two, as this alternative includes additional mitigationmeasures.


It should be noted that the duration of the social impacts of all the alternatives during theconstruction phase would be permanent, as these alternatives require the expropriationand/or the demolition of buildings, and/or the relocation of residents. There is nooptimum alternative as these all have drawbacks. However, from the social perspective,the alignment proposed for implementation is Alternative 3.

Table 38a Assessment of social impacts of Helderzicht Bypass - Alternative 1 -Do nothing option


Extent Local n/aDuration Long term n/aIntensity Medium to High n/aProbability Probable n/aSignificance Medium to High n/aStatus Negative n/aConfidence High n/a

Table 38b Assessment of social impacts of Helderzicht Bypass:Alternatives 2 – 7a – Construction Phase

IMPACT Alternative 2a Alternative 2b

CRITERIA

WithoutMitigation

With Mitigation WithoutMitigation

With Mitigation

Extent Local Local Local LocalDuration Permanent Permanent Permanent PermanentIntensity High Medium High MediumProbability Probable Probable Probable ProbableSignificance High Medium High MediumStatus Negative Negative Negative NegativeConfidence High High High High

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Table 38b contd.

IMPACT Alternative 3 Alternative 4 Alternative 5

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local LocalDuration Permanent Permanent Permanent Permanent Permanent PermanentIntensity Medium Low High Medium High MediumProbability Probable Probable Probable Probable Probable ProbableSignificance Medium Low High Medium High MediumStatus Negative Neutral Negative Negative Negative NegativeConfidence High High High High High High

Table 38b contd.

IMPACT Alternative 6 Alternative 7 Alternative 7a

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local LocalDuration Permanent Permanent Permanent Permanent Permanent PermanentIntensity High Medium High Medium High MediumProbability Probable Probable Probable Probable Probable ProbableSignificance High Medium to

High High Medium to

HighHigh Medium to

HighStatus Negative Negative Negative Negative Negative NegativeConfidence High High High High High High

Table 38c Assessment of social impacts of Helderzicht Bypass: Alternatives2a – 7a – Operational Phase

IMPACT Alternative 2a Alternative 2b

CRITERIA

WithoutMitigation


With Mitigation


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Table 38c contd.

IMPACT Alternative 3 Alternative 4 Alternative 5

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation


MediumHigh Medium High Medium to

HighProbability Probable Probable Probable Probable Probable ProbableSignificance Medium Low to

MediumHigh Medium High Medium to

HighStatus Negative Neutral Negative Negative Negative NegativeConfidence High High High High High High

Table 38c contd.

IMPACT Alternative 6 Alternative 7 Alternative 7a

Criteria

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

WithoutMitigation

WithMitigation

Extent Local Local Local Local Local LocalDuration Permanent Permanent Permanent Permanent Permanent PermanentIntensity High Medium to

HighHigh Medium to

HighHigh Medium to

HighProbability Probable Probable Probable Probable Probable ProbableSignificance High Medium to

High High Medium to

HighHigh Medium to

HighStatus Negative Negative Negative Negative Negative NegativeConfidence High High High High High High

Mitigation objectivesReduce the social impacts of the various alignments.

Mitigation measures

Mitigation measures for Alternatives 2a and b would require negotiations with propertyand business owners to ensure agreement on: compensation or expropriation payments;and access arrangements. In addition, attention should be paid to the mitigation of safetyand noise impacts (see Alternative 3), while Alternative 2b would require additionalattention to the mitigation of noise and visual impacts.

Mitigation measures for Alternative3 would be similar to those for Alternatives 2 a and b.

Mitigation measures for Alternative 4 would require negotiations with AECI in order toensure agreement on: compensation or expropriation payments; and accessarrangements. In addition, inconvenience to motorists and pedestrians should beavoided as far as possible; pedestrians and bicycle facilities should be provided; noise

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barriers should be installed along the road reserve; and there should be tree and shrubplanting within the road reserve.

With regard to mitigation measures for Alternative 5 during the construction period, dustshould be kept to a minimum. In addition, inconvenience to motorists and pedestriansshould be avoided as far as possible; pedestrians and bicycle facilities should beprovided; noise barriers should be installed along the road reserve; and there should beintense tree and shrub planting within the road reserve. Finally, the issue of land claimswithin the road reserve needs to be investigated as a matter of urgency, because ifthese claims have legal standing, a negotiation process needs to be instituted with theowners.

Alternative 6 - Mitigation measures include: double glazing of the windows of DanieAckerman Primary School which face the freeway; the installation of air conditioningunits in the upper floor of this school; and the construction of a wide, well lit, ground-levelpedestrian crossing. In addition, these measures should include the payment ofcompensation, which should cover the costs of operating these air conditioners over thelong term. This amount, which may be invested by the school, should be determined inconsultation with the school. Finally the issue of land claims needs to be dealt with asoutlined in Alternative 5, above.

Mitigation measures for Alternative 7 should include extensive negotiation with thecommunity in order to reach agreement on a suitable relocation site, as well asconstruction design. In addition, during the construction period, dust should be kept to aminimum; inconvenience to motorists and pedestrians should be avoided as far aspossible; pedestrians and bicycle facilities should be provided; noise barriers should beinstalled along the road reserve; and there should be intense tree and shrub plantingwithin the road reserve.

Mitigation measures for Alternative 7a already incorporate the mitigation measuresoutlined for Alternative 6 above, and in addition, includes compensation in order to eitherpay for, or ensure the appointment of a contractor to double glaze windows, plant treesand build a boundary wall.

4.9 Social impacts of alternative interchanges on the N2

Description of effectThe various interchanges will have different social impacts, depending upon theirspecific location. In general, the main social impacts of both the construction andoperational phases are those of access to businesses, and of visibility to tourists. One ofthe I&APs’ major concerns, is the impact on the viability of their businesses.

AssessmentThe Pineview Interchange has only one proposed layout, which has been agreed to bythe directly affected I&APs (The Winelands Consultants, 2002). Based on interviewsalready conducted by this specialist, it may be confirmed that the issue of continuedaccess onto the N2 during construction, would be of concern to local road-users. Duringconstruction, the significance of the social impact of this interchange without mitigation,is likely to be very low; and with mitigation, very low. During operation, the significance ofthe social impact of this interchange without mitigation, is likely to be medium; and withmitigation, low.

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The Grabouw West Interchange - the only concern expressed by the owners of thenearby Orchards Farm Stall, is that the new interchange is likely to reduce the advancevisibility of the site, and thus impact upon the numbers of ‘passing trade’. Duringconstruction, the significance of the social impact of this interchange without mitigation,is likely to be very low; and with mitigation, very low. During operation the significance ofthe social impact of this interchange without mitigation, is likely to be medium; and withmitigation, low to medium.

The Grabouw East Interchange would impact upon access to the Peregrine Farmstall,as well as farm accesses that occur at this location. Alternative 1 is preferred by theowners of the Peregrine Farmstall as the intersecting road is further from theirdevelopment and leaves more space for their planned tourism developments. Thesedevelopments include an ‘Overberg Gateway’, i.e. a tourism information centre andexhibition space which aims to inform visitors of local and regional attractions. Theowner of the farmstall, who is also a member of the Elgin Valley Tourism Bureau feelsthat the proposed Gateway has an important role to play in the promotion of tourism inthe area. He has also stated that Alternative 2 will largely destroy the scenic character ofthe area (J Burls, part-owner, Peregrine Farmstall, pers comm., 6 February 2002).Alternative 2 is preferred by the owners of Vredenhof farm, as Alternative 1 will eliminateapproximately 20% of their productive land as well as one farm house. The owner hasstated that the planned encroachment on the farm would destroy its economic viability,and seriously affect its saleability (M B van Breda, owner, Vredenhof Farm, to HawkinsHawkins & Osborn, 26 March 2002). With regard to social impacts, the competing claimsof Peregrine and Vredenhof appear to have similar merits. However, as the EconomicSpecialist Study has noted, economic plans for the future cannot have the same statusas existing developments, thus the recommended alternative is regarded as beingAlternative 2.

During construction, the significance of the social impact of Alternative 1 withoutmitigation, is likely to be high; and with mitigation, medium. During operation thesignificance of the social impact of this alternative without mitigation, is likely to be high.There is no applicable mitigation. With regard to Alternative 2 during construction, thesignificance of the social impact of without mitigation, is likely to be high; and withmitigation, medium. During operation the significance of the social impact of thisalternative without mitigation, is likely to be medium to high. There is no applicablemitigation.

The KromCo Interchange has only one proposed position and layout, and all I&APsconsulted thus far have been in favour of the proposal (The Winelands Consultants,2002). During construction, the significance of the social impact of this interchangewithout mitigation, is likely to be very low; and with mitigation, very low. During operationthe significance of the social impact of this interchange is likely to be very low bothwithout and with mitigation.

The Houwhoek Interchange has two alternatives, with different impacts on neighbouringlandowners. With regard to Alternative 1, social impacts would include concerns aboutthe maintenance of access from/onto the N2; ease of access from /onto the N2; andtraffic delays. Alternative 1 is preferred by the owner of the Houw Hoek Farm Stall. Withregard to Alternative 2, despite the fact that it provides easier access to a relocatedFarm Stall, the owner does not favour this more expensive alternative. The owner of theHouw Hoek Farm Stall has expressed particular concern about the construction phase,

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stating that he feared that difficulty of access to his business, together with decreasedvisibility, could jeopardise his business and result in job losses for his staff (CliveHeward, owner, Houw Hoek Farm Stall, 25 June 2002). The few landowners who live tothe east of Houw Hoek have stated their preference for this alternative (WinelandsConsultants, 2002). The optimum alternative is regarded as the one favoured by theowner of the nearby farm stall, viz. Alternative 1.

During construction, the significance of the social impact of Alternative 1 withoutmitigation, is likely to be low; and with mitigation, low. During operation the significanceof the social impact of this alternative without mitigation, is likely to be medium; and withmitigation, low to medium. With regard to Alternative 2 during construction, thesignificance of the social impact of without mitigation, is likely to be low; and withmitigation, low. During operation the significance of the social impact of this alternativewithout mitigation, is likely to be high; and with mitigation, medium

It should be noted that the duration of the impacts during the construction phase of theGrabouw East Interchange and Alternative 2 of the Houwhoek Interchange, ispermanent, as the expropriation of land or the relocation of a building is required.

Table 39a Assessment of social impacts of Pineview and Grabouw WestInterchanges - Construction phase

IMPACT Pineview Grabouw West

CRITERIA

WithoutMitigation


With Mitigation

Extent Local Local Local LocalDuration Short term Short term Short term Short termIntensity Medium Very Low Medium Very LowProbability Probable Probable Probable ProbableSignificance Very Low Very Low Very Low Very LowStatus Positive Positive Positive PositiveConfidence High High High High

Table 39b Assessment of social impacts of Pineview and Grabouw WestInterchanges – Operational phase

IMPACT Pineview Grabouw West

CRITERIA

WithoutMitigation


With Mitigation

Extent Local Local Local LocalDuration Permanent Permanent Permanent PermanentIntensity Medium Low Medium Low to MediumProbability Probable Probable Probable ProbableSignificance Medium Low Medium Low to MediumStatus Negative Positive Negative NeutralConfidence High High High High

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Table 40a Assessment of social impacts of Grabouw East Interchange –Construction phase

IMPACTAlternative 1 Alternative 2

CRITERIA

WithoutMitigation


With Mitigation


Table 40b Assessment of social impacts of Grabouw East Interchange –Operational phase


CRITERIA

WithoutMitigation


With Mitigation

Extent Local n/a Local n/aDuration Permanent n/a Permanent n/aIntensity High n/a High n/aProbability Probable n/a Probable n/aSignificance High n/a Medium to High n/aStatus Negative n/a Negative n/aConfidence High n/a High n/a

Table 41a Assessment of social impacts of Kromco Interchange –Construction phase


Extent Local LocalDuration Short term Short termIntensity Medium Very LowProbability Probable ProbableSignificance Very Low Very LowStatus Neutral NeutralConfidence High High

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Table 41b Assessment of social impacts of Kromco Interchange – Operationalphase


Extent Local LocalDuration Long term Long termIntensity Medium Very LowProbability Probable ProbableSignificance Very Low Very LowStatus Positive PositiveConfidence High High

Table 42a Assessment of social impacts of Houwhoek Interchange –Construction phase


CRITERIA

WithoutMitigation


With Mitigation

Extent Local Local Local LocalDuration Short term Short term Short term Short termIntensity High Low High LowProbability Probable Probable Probable ProbableSignificance Low Low Low LowStatus Neutral Neutral Neutral NeutralConfidence High High High High

Table 42b Assessment of social impacts of Houwhoek Interchange –Operational phase

IMPACT Alternative 1 Alternative 2

CRITERIA

WithoutMitigation


With Mitigation

Extent Local Local Local LocalDuration Permanent Permanent Permanent PermanentIntensity Medium Low to Medium High MediumProbability Probable Probable Probable ProbableSignificance Medium Low to Medium High MediumStatus Negative Negative Negative NegativeConfidence High High High High

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Mitigation objectivesReduce the social impacts of the various interchanges.

Mitigation measures• For all the interchanges, care should be taken to ensure that access for affected

landowners and road-users is maintained during construction.

• With regard to the problem of reduced visibility of tourism business, for exampleat the Grabouw West and Grabouw East Interchanges, advance tourism signageshould be utilised by tourism businesses in order to counter this problem.

4.10 Cumulative social impact of tolling both the N1/N2 and R300

The ring road toll project proposes the tolling of the R300, which will essentially be anextended R300 freeway between Bloubergstrand in the north, across the Cape Flats inthe east, and with two links to Phillippi and to Lakeside in the south. The proposalincludes four mainline plazas which will toll the route along its entire length (BackgroundInformation Documents, Sadia Chand Environmental/Ecosense). The R300 will intersectthe N1 between Durbanville and Kraaifontein, and between Philippi Industrial andKhayelitsha on the N2.

These proposed developments will exacerbate the social impacts of tolling especially inthe areas where they intersect. These impacts include: a curtailment of social mobility;difficulty of access to essential services; and delays caused by toll plazas. Many of theseimpacts will themselves be impacted by the economic impact of toll payments as manyof the areas affected include apartheid-era dormitory townships and informal settlementswhere mainly impoverished communities reside.

4.10.1 Curtailment of social mobility

Description of effectThis impact would affect all income groups, who may reduce the number of non-essential trips undertaken in order to reduce costs. This impact would occur mainly inthe operational phase.

AssessmentWhile all income groups may be affected by this impact, residents from the townshipsand informal settlements found in this area are poorly served by recreation, sporting andentertainment amenities, and retail centres, and have to access these serviceselsewhere. In this regard, it should be noted that alternative routes to the proposed tollroad exist, so if people use these routes, the impact would be lessened, althoughmotoring costs may also increase.

The significance of the impact without mitigation has been assessed as medium andwith mitigation, as low. The confidence rating of this assessment is rated as mediumsince firstly, toll tariffs are still unknown and secondly, it has not been possible toquantify the impact.

Table 43 Assessment of the curtailment of social mobility

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Extent Regional RegionalDuration Long term Long termIntensity Medium LowProbability Probable ProbableSignificance Medium LowStatus Negative NeutralConfidence Medium Medium

Mitigation objectivesReduce the curtailment of social mobility.

Mitigation measures

• Greatly reduced toll payments for frequent road-users.• Further discounts for frequent users of both the N1/N2 and R300 toll roads

should be investigated.

4.10.2 Severance from essential services

Description of effectVulnerable groups (such as the unemployed, state pensioners, the disabled), may sufferadditional hardship, as accessing essential services (already difficult as a result ofinadequate and expensive public transport), may become more expensive. This impactwould occur mainly in the operational phase.

AssessmentThe townships and informal settlements found in this area are poorly served byeducation facilities, retail centres, and health and welfare facilities – residents are thusforced to use public and private transport to access these services, as well asemployment opportunities in other areas. It should be noted that the proposeddevelopments could (depending on the toll fees charged), cause additional hardship toeconomically marginalised and vulnerable groups, many of whom need regular accessto essential services unavailable in their residential areas. The mitigation measures ofdiscounts for frequent road-users, and for frequent users of all three toll roads wouldassist in reducing the impact. However, it is quite possible that, even with thesediscounts, taxi commuters may still face increased fares. It should be noted thatalternative routes to the proposed toll road exist, so if people use these routes, theimpact would be lessened, although motoring costs may also increase.

The significance of the impact without mitigation has been assessed as high; and withmitigation, as low to medium. The confidence rating of this assessment is rated asmedium since firstly, toll tariffs are still unknown and secondly, it has not been possibleto quantify the impact.

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Table 44 Impact of severance from essential services


Extent Regional RegionalDuration Long term Long termIntensity Medium Low to MediumProbability Probable ProbableSignificance High Low to MediumStatus Negative NegativeConfidence Medium Medium

Mitigation objectivesReduce the cumulative impact of severance from essential services.

Mitigation measures

• Greatly reduced toll payments for frequent road-users.

• Further discounts for frequent users of both the N1/N2 and R300 toll roadsshould be investigated.

4.10.3 Delays caused by toll plazas

Description of effectThe issue of possible delays caused by toll plazas on the N1 and N2 may be furtherexacerbated by the proposed ring road toll project. This impact would occur mainly in theoperational phase.

AssessmentThis is an issue of particular concern to low-income commuters who live in distanttownships on the Cape Flats, and who already face time-consuming daily journeys toreach their places of employment (see Section 3.5: Low-income households). However,road-users could avoid using the national roads – so the issue of delays at toll plazasmay not arise. Another point to note, is that upgraded roads would increase traffic flows,thus reducing travel time.

The significance of the impact without mitigation has been assessed as medium; andwith mitigation, as low.

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Table 45 Assessment of the delays caused by toll plazas


Extent Regional RegionalDuration Long term Long termIntensity Medium LowProbability Probable ProbableSignificance Medium LowStatus Negative NeutralConfidence Medium Medium

Mitigation objectivesReduce the cumulative impact of delays at toll plazas.

Mitigation measures

• A system of ‘smart cards’ for frequent users, who use a designated lane in orderto simply swipe through their cards will greatly reduce delays at toll plazas. Taxisfor example, would qualify as frequent users.

5. DISCUSSION

This study has found that the social impacts of the ‘Do Nothing’ option would be:increasing traffic congestion; the loss of benefits which contribute to road-user safetysuch as the provision of much needed interchanges and pedestrian crossing points, lessdriver stress, fewer accidents and less time lost while driving. On the other hand, if theproposed toll road is not implemented, there will be no change to the status quo forapproximately the next five years. On the one hand, this means that no toll paymentswould have to be made, but on the other hand, it means that vehicle operating costswould increase as the roads steadily deteriorate.

The proposed project has a number of benefits in terms of development opportunities,improved safety and security, job opportunities and empowerment, both during theconstruction as well as the operational phase. These benefits include safer roads, costsavings for motorists due to road upgrades and an anticipated 4 100 direct jobs whichcould be created for the first 3 years of construction (see Economics Specialist Study).While it has been estimated that only 500 of these jobs would be sustainable, it shouldbe borne in mind that the construction phase of the project is likely to be of fairly longduration, and also that, in light of the widespread poverty and unemployment amongcertain sectors of the affected communities, it is likely that the social impact of thetemporary jobs created would be positive, and that these benefits would percolatethrough these communities.

This study has also found that many of the social impacts of the proposed N1 N2 tollroad are inextricably bound up with economic impacts. While the intensity andsignificance of the economics-related impacts have been considered in a separate

78

study, the following factors are of significance to this study (see Sections 3.5.1 and3.5.3):

• There is poverty and unemployment among large sections of the population inthe study area.

• Since most of the urban poor are located on the periphery of the city in theformer dormitory suburbs of the apartheid era, there is a huge daily movement ofpeople between home and job, with the resulting burdens of travelling time andcost on those who can least afford it.

• The rural poor, who (with fewer job choices and lower pay), are even moreeconomically vulnerable than the urban poor.

• There is a high dependence on the road networks for commuting purposes (e.g.through the use of buses, taxis and lifts in private vehicles) among the urban andrural poor

This study has found that the proposed project may result in the following social impacts:

Firstly, there may be an impact on mobility if the proposed toll road inconveniences orpossibly even endangers, pedestrians and cyclists, either by destroying existingpathways (as in Helderzicht and Lwandle), or if no provision is made for these categoriesof road-users. The issue of mobility is a serious one for the rural poor given such factorsas: the lack of public transport; the fact that few people have access to private vehicles;as well as the fact that many people wait for farm transport or hitch-hike along the N2 (asin the Hex River and Elgin Valley areas). Mobility in the urban areas may also beaffected, as many historically disadvantaged areas and informal settlements lack therange of essential and other services required, thus necessitating the use of taxis (ratherthan rail transport). While taxis are likely to qualify for frequent road-user discounts, it ispossible that fare increases will nonetheless occur during the early years of the toll road(see Economics Specialist Study), with adverse consequences for the poor. Mitigationmeasures include:

• The provision of pedestrian bridges or safe crossing-points.

• The provision of safe lay-byes along the road, where people can wait for lifts ortaxis.

• The provision of cycle paths.

However, it has to be acknowledged that the core reasons (detailed above) for much ofthe pedestrian traffic across major roads cannot effectively be mitigated within the limitsof the project, as this will require the provision of services and infrastructure which is theresponsibility of local authorities. However, in this regard, pressure can be brought tobear on the responsible authorities by the proponent, in order to ensure that delivery ofservices and the provision of infrastructure is speeded up. If and when safe publictransport and easy access to a range of essential services can be provided, the volumeof pedestrian traffic across major roads will be reduced.

Secondly, there may be a curtailment of social mobility if road-users decide to reducenon-essential trips in order to avoid toll payments. Mitigation measures include:

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• Reduced toll payments for frequent road-users.

• Discounts for captive communities.

Thirdly, there may be an impact on physical and emotional wellbeing if social trips (viz.trips to maintain social and family contacts, to religious places of worship, sporting andrecreation amenities) are reduced. Mitigation measures include:

• Reduced toll payments for frequent road-users.

• Discounts for captive communities

Fourthly, there may be an impact on quality of life. This will affect specific communities indifferent ways. For example, communities such as Helderzicht and Firlands feel that ifthe N2 is built on the proclaimed route, the physical severance of the community will notonly result in the physical destruction of stable, close-knit communities, but will alsoemotionally impact upon a social fabric which has taken many years to build. The tollroad may result in the social disruption of specific communities long used to operating asa cohesive unit. Social disruption could also result from interference with the relationshipbetween areas which share long histories of social and familial interaction with eachother (such as De Doorns, Touws River and Worcester; as well as Bot River, HouwHoek and Grabouw).

The toll road, with its increased traffic, new alignments and toll plazas, may also affectquality of life by impacting upon the rural character and tranquility of areas such asFirlands, Houw Hoek and Bot River. Mitigation measures include:

• Careful road design and landscaping in order to minimise the visual impact of theproposed development. This impact will be addressed by the relevant specialist.

• Reduced toll payments for frequent road-users, in order to minimise socialdisruption.

• The provision of pedestrian bridges and/or well-lit and attractively designedsubways in order to alleviate the effects of severance.

The social impacts discussed above, must be considered within the context of the factthat the former Cape Metropolitan Council (CMC) had earlier voiced strong opposition tothe idea of urban toll roads on commuter routes (CCA, 2000: Letter from CMC, 1September 2000, Appendix 12). Much of the CMC’s (the future Unicity) opposition wasbased on the perception that the proposed toll road contravenes the principles of socialequity, in that the adverse impacts of the toll road would unfairly discriminate againstsome road-users (many from the ranks of vulnerable and disadvantaged communities),while others would commute toll free. These points have to be weighed against the factthat funding for improvements to, and the extension of, the road system is not available,and that it is the considered position of the present government that other methods haveto be found to create the necessary funds. The strategy currently being considered, isthe implementation of a toll road system. However, the need to maintain and upgradethe road system through the implementation of toll roads, must be balanced against theneed for social equity. Given the extreme disparities in income which exist in the study

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area, and the widespread problem of unemployment, it is essential to ensure that theimplementation of the toll road system does not cause further hardship.

In the light of the above comments, the following recommendations are made:

• Directly impacted communities could consider the establishment of a committee,tasked with the responsibility of liaising between the community and the futureConcessionaire. It would be the responsibility of such a committee to ensure that,(1) all agreements and undertakings are adhered to; (2) that mitigation measuresare regularly monitored; and (3) that community complaints are speedily andsatisfactorily dealt with by the Concessionaire.

• The possibility of giving discounts to vulnerable sections (e.g. the disabled, statepensioners) of the community (who would not otherwise benefit from discountsoffered to captive communities and frequent road-users) should be investigated.In order to make this proposal feasible to implement, beneficiaries could belimited to those in possession of the necessary official documentation.

• Safe lay-byes for the use of buses, taxis and those waiting for lifts on the nationalroad, should be provided.

• Pedestrian and cycling pathways (which do not pose a danger to either users ormotorists) adjacent to the national road, should be provided. Frontage or accessroads could be utilised for this purpose.

• The Concessionaire could bring pressure to bear on local authorities to provideeasy access to a range of essential services, in order to reduce pedestrian trafficon and across major roads.

• With regard to road alignments in Helderzicht, if the proclaimed alignment, or anyother alternative which results in community severance is implemented, thenconsideration could be given to making a contribution to the reconstruction ofsocial cohesion and/or community development within this community. Throughdiscussions with a representative community organisation (e.g. the N2/T2 CrisisCommittee), agreement on a suitable mechanism may be reached. This couldtake the form, for example, of a donation to a charitable or non-profit localorganisation, or the establishment of a bursary fund for local students.

• Attention should be paid to finding ways to enhance the long term social benefitsof the project to poorer communities. For example, given the fact that there are alimited number of permanent jobs which can be created by the proposed project,greater emphasis should be placed on the provision of job creation strategies, aswell as skills and entrepreneurship training.

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6. REFERENCES

6.1 Secondary Sources

Adendorf, L, 2002. Home Dreams Shattered. Sunday Times Metro, 10 February 2002.

Aliber, M, 2001. Study of the Incidence and Nature of Chronic Poverty andDevelopment Policy in South Africa: An Overview. Programme for Land and AgrarianStudies, School of Government, University of the Western Cape, August.

Al Qalam – The Cyber Pen, 2001, 27:5, May.

Bekker, S, and van Zyl, B, 1998. Specialist Study on Urbanisation which forms part ofthe EEU-UCT study entitled Environmental Management Policy for the CapeMetropolitan Area. July.

Cape Metropolitan Council, 1996. Metropolitan Spatial Development Framework – Aguide for spatial development in the Cape Metropolitan Functional Region, TechnicalReport. April.

Cape Metropolitan Council, c1998. A Socio-economic Profile of the Cape MetropolitanArea – An analysis of the 10% sample of the 1996 census. Development InformationCentre, Department of Information Services.

Cape Metropolitan Council. 1998. Helderberg Urban Edge Study. Draft Report,September.

Cape Metropolitan Council, 1999.An Investigation to determine Low-income Households’Level of Affordability to pay for Services and Housing in the CMA. October.

Centre for Conflict Resolution. 1997. A Safe Space. Track Two, 6:3-4.

Chand Ecosense. 2002: Background Information Documents - The Proposed N21(R300) Cape Town Ring Road Toll Project.

City of Cape Town, 2000. State of the Environment Report, Year 3.

City of Tygerberg, 1999. Tygerberg Tourism Potential Report, August.

City Planner’s Department, 1994.’Tourism in the Cape Town Area’,Surveys and LandInformation/Urban Studies.

CMC Engineering Services, 1995. Goals, Objectives, Policies and Strategies. Draft 1,Metro South East Plan, June.

CMC, c1998. A Socio-economic profile of the Cape Metropolitan area- An analysis of the10% sample of the 1996 census; Development Information Centre, Department ofInformation Services.

Cox, M and Sheik Amod, S, 2001. Mfuleni. University of the Western Cape.

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Crowther Campbell & Associates, 2000. Final Scoping Report – The Proposed N1 N2Protea Parkways Toll Road Project. November.

Da Costa, Y and Davids, A, 1994. Pages from Cape Muslim History. Shuter andShooter, Pietermaritzburg.

Department of Welfare, 1998. Social Welfare Services in South Africa - AnnualStatistical Report,1998/1999.

Dlakavu, M, 2002. Ubuntu draws tourists to Khayelitsha. Cape Argus, 10 January.

Emmet, T, 1992. Origins and Causes of Squatting in the Hottentots Holland Basin. In TEmmet (ed.), Squatting in the Hottentots Holland Basin: Perspectives on a South AfricanSocial Issue. Human Sciences Research Council, Pretoria.

Eyal,N.1999. ‘New Forced removal heads down N2’, Cape Argus, 9 June 1999

Foundation for Contemporary Research, 1999. Paarl Socio-Economic Profile – DraftFinal Report. October.

Gilfillan,L. 2000. ‘South Africa’s apple crumbles’, Mail and Guardian, 26 May – 1 June2000

Goudie, S, Khan, F and Kilian, D, 1996. Tourism Beyond Apartheid: BlackEmpowerment and Identity in the “new” South Africa. In PA Wells (ed), Keys to theMarketplace: Problems and Issues in Cultural and Heritage Tourism. pp.65-86, HisarlikPress, UK.

Guideplan for Worcester and Environs, 1990.

Heap, P. 1997. The Story of the Hottentots Holland: Social History of Somerset West,The Strand, Gordons Bay and Sir Lowry’s Pass over Three Centuries.

Houw Hoek Action Group, 2002. Final Statement: Social and Economic Studies. 21February.

Information Services Department, c1999. Patterns of Crime in the Cape MetropolitanArea, 1997 – 1998.

Isandla Initiative, c1998. ‘Case Studies on LED and Poverty’, Report for the Departmentof Constitutional Development.

Kritzinger, A, Vorster, J, 1995. The Labour Situation in the South African Deciduous FruitIndustry. Department of Sociology, University of Stellenbosch.

Louw, W, 1987. A Socio-economic Profile of the Elgin, Vyeboom and Grabouw Areas.Report for the Institute for Social Development, University of the Western Cape.

Lowen, C, 1997. Mfuleni – Where homeless children find love. Village Talk, February.

Maughan, K, 2002. City’s melting pot caters for all tastes. Cape Argus, 10 January.

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Mackay, MM and Magazi, T, 2002. Evictions or arrears: Cape Town’s Catch 22. CapeArgus, 26 March.

Mackellar,C, 1997. ‘A Survey of South Africa’s International Tourism Market,Summer1997’, SATOUR Report.

Mackellar,C, and Seymour, J, 1997.’The South African Domestic Tourism Market,Summer 1997’, SATOUR Report.

May, J, 1998. Poverty and Inequality in South Africa. Report prepared for the Office ofthe Executive Deputy President and the Inter-Ministerial Committee for Poverty andInequality.

Mayson, D, 1990. The Rural Foundation, Management and Change on Fruit Farms: ACase Study of Selected Farms in the Elgin Area. Masters Thesis, Department ofSociology, University of Cape Town.

Mgijima, B and Buthelezi, V, 2001. Mapping Museums-Community Relations in Lwandle.Unpublished Paper, History Department, University of the Western Cape

Morris, M, 2001. Survival, not Race, the Issue on Apple Farm, Race and Reason,supplement, Cape Argus, September.

Ninham Shand, 2001. Environmental Scoping Report: Proposed N1 (Glen Heatlie to HexRiver Poort) Upgrade and Rehabilitation – Final Scoping Report, Novermber.

N2/T2 Crises Committee, 1999. N2/T2 Road Alignment Issue.

N2TTT (Technical Task Team), 1999. Report on National Route 2 (N2) Somerset Westto Sir Lowry’s Pass’

Provincial Development Council, 1996. The Western Cape: A Socio-economic Profile.

SAPA, 2001. ‘Dismal’ relief efforts have reached only 7% of poor. Cape Times, 21November.

Sloth-Nielsen, J, 1987. Lwandle: Criminalisation of a Community. M Law, University ofCape Town.

Sloth-Nielsen, J, Hansson, D and Richardson, C, 1992. Chickens in a Box: AProgressive Participatory Study of Lwandle Hostel Residents Perceptions of PersonalSafety. Human Sciences Research Council, Pretoria.

Smith, A, 2001. Inequalities ‘mark city’s great divide’. Cape Times, 14 June.

Soal, J. 2000. ‘Fruit Industry in Crisis’, Cape Times, 19 May.

Sports Information and Science Agency, 1995. Sports Participation and Facility Profile ofthe Cape Town Metropolitan Area, 1992 – 2000.

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Stander, S, 1983. Tree of Life – The Story of Cape Fruit. Saayman and Weber, CapeTown.

Stockhall, T. 2002. Report on Proposed Toll Road: Joostenbergvlakte.

Texiera, C, 1995. The Helderberg Basin – Regional and Local Economic DevelopmentIssues. M Commerce, University of Cape Town, October.

Wesgro, 1999a. Bot River - Investment and Development Opportunities. February.

Wesgro, 1999b. Caledon - Investment and Development Opportunities. February.

Wesgro, 1999c. Grabouw – Investment and Development Opportunities. February.

Wesgro, 1999d. Helderberg – Investment and Development Opportunities. February.

Wesgro, 1999e. Hermanus – Investment and Development Opportunities. February.

Wesgro, 1999f. Kleinmond – Investment and Development Opportunities. February

Wesgro, 1999g. Oostenberg Municipality - Investment and Development Opportunities.March.

Wesgro, 1999h. Touwsriver – Investment and Development Opportunities. February.

Wesgro, 1999i. Tygerberg – Investment and Development Opportunities. September.

Wesgro, 1999j. Worcester – Investment and Development Opportunities. February.

Western Cape Provincial Development Council, 1998. Shaping the Cape – Towards aconsensus-based provincial growth and development strategy: a development review.July.

The Winelands Consultants, 2002. National Route N1/N2 Protea Parkways Toll RoadProject – Interim N1/N2 Interchange Report. April.

The Winelands Consultants, 2002. National Route N1/N2 Protea Parkways Toll RoadProject – Interim N1/N2 Toll Plaza Report. April.

6.2 Websites/CD Roms

S A Statistics, Census, CD Rom,1996

Oostenberg Municipality,CD Rom,2000

www.engineer.co.za

www.entech.co.za

www.indonesiasouthafrica.co.za

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www.mii.co.za/corridor.htm

www.news24.co.za

www.capeoverberg.co.za

www.local.gov.za/DCD/ledsummary/khayelitsha

www.oldmutual.co.za/corporatecitizen/EconTransform/InfraInvest.asp?nPage=3.

www.saclimb.co.za

www.steam -in-south-africa.com

www.stellenboschonline .com

www.transport.gov.za/comm-centre/so/2002/sp0207.html).

www.wesgro.co.za

www.worcesterweb.co.za

www.worcesterwinelands.co.za

www.worldgazetteer.com/c/c_zahtm#pl_26

6.3 Personal Communications

Maureen Appel, Co-ordinator, Bot River Advice and Development Centre, 25 February2002.

R and J Beaumont, owners, Beaumont Winery, 1 March 2002.

Steven Beyers, Liaison Officer, Theewaterskloof Municipality, 26 February 2002.

J Burls, part-owner, Peregrine’s Farmstall and member, Elgin Valley Tourism Bureau, 6February 2002.

Leilani Clarke, administrator, Gaffleys Transport, Grabouw, 25 February 2002.

Catherine Collings, Tourism Office, Oostenberg Municipality, 26 February 2002.

Carol Downs, Elgin Festival Co-ordinator, 6 March 2002.

Alison Green, owner, Wilde Krans Guest House, Houw Hoek, 21 February 2002; 26February 2002; 1 March 2002.

Norton Hangone, resident, Pineview, 15 February 2002.

Clive Heward, owner, Houw Hoek Farm Stall, 25 June 2002.

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John Huttonsquire, 6 February 2002.

Mark Johns, Kogelberg Biosphere, 24 May 2002.

Elza Jordaan, Executive Chairperson, Hex Valley producers Association, 25 June 2002.

J J Kirsten, Town Clerk, De Doorns, 25 February 2002.

Barbara Knox-Shaw, resident and Elgin Festival garden exhibitor, Grabouw, 25 February2002.

Piet le Roux, owner, De Wet Winery, 24 June 2002.

Mrs Louw, Touws River Municipality, 27 February 2002.

Douglas MacDonald, riding school owner, 24 January 2002.

Karen Malan, Farmers Association, 6 February 2002.

D K Marinus, Executive Committee member, Grabouw Residents Association, 4 March2002.

N Marshall, Chairperson, Police Forum, Grabouw, 6 February 2002.

Edward Molteno, owner, The Orchard Farm Stall, 24 June 2002.

Lucas Muller, resident, Bot River, 5 February 2002; 26 March 2002.

Hilda Oosthuizen, Helderberg Municipality, 13 March 2002.

Charmian Plummer, Chairperson, Board of Trustees, Lwandle Migrant Labour Museum,pers. comm., 7 February 2002

B J Simons, N1/N2 Crisis Committee, and Acting Principal of Gordon High School, 1March 2002.

Mark Simpson, farmer, 6 February 2002.

Dorothy Snyders, social worker, Grabouw, 6 March 2002.

J Swarts, Theewaterskloof Municipality, 6 February 2002.

Eunice Theunissen, Interim Office Manager, Grabouw and District Child Welfare Society,6 March 2002.

I Theunissen, farmworker, 6 February 2002.

R R van der Merwe, pensioner, Grabouw, 6 February 2002.

M van Zyl, resident/farmer, Firlands, 8 June 2002.

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Wayne Voigt, Manager, Paul Cluver Winery, 7 March 2002.

A Williams, Bot River Advice and Development Centre, 5 February 2002.

A Williams, Oostenberg Municipality, 26 May 2000

6.4 Communication between I&APs and Nomi Muthialu & Associates

D G Barnes, owner, Shell Service Station, 15 January 2002.

E Botjies, 15 February 2002.

James Forbes, Managing Director, Caledon Casino, 30 November 2001.

J M Hough, resident, Firlands, 2 February 2002.

J L and W E Huskisson-Jackson, 6 March 2001.

A Jesperson, no date.

Katherina Kapsari, resident, De Doorns, 17 May 2000.

N Kruger, 14 February 2002

D Malan, 20 March 2002.

J Meerburg, 19 February 2002

T and A Nicolson, 3 February 2002.

Paarl Forum Toll Road Action Committee, 15 March 2002.

A Rabie, 27 March 2002.

E Schmollgruber, 22 March 2002.

D Theunissen, 3 April 2002

6.5 Communication between I&APs and Hawkins, Hawkins & Osborn

M B van Breda, owner, Vredenhof Farm, to Hawkins Hawkins & Osborn, 26 March 2002

6.6 Focus Group Meetings

Bot River Focus Group Meeting, 2 February 2002.

De Doorns Focus Group Meeting, 31 January 2002.

Firlands Focus Group Meeting, 23 January 2002.

Grabouw Focus Group Meeting, 6 February 2002.

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Grabouw/Pineview Focus Group Meeting, 6 February 2002

Grabouw Farmers Focus Group Meeting, 6 February 2002

Helderberg Sub-Council Meeting, 24 January 2002.

Helderzicht Focus Group Meeting, 12 February 2002.

Houw Hoek Focus Group Meeting, 21 February 2002

Joostenbergvlakte/Kraaifontein Industria Focus Group Meeting, 30 January 2002.

Khayelitsha Focus Group Meeting, 3 February 2002.

Lwandle Focus Group Meeting, 7 February 2002.

Touws River Focus Group Meeting, 29 January 2002.

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APPENDIX 1

KEY CONCERNS OF INTERESTED AND AFFECTEDPARTIES

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Key concerns of interested and affected parties

Kraaifontein/Joostenbergvlakte

• Dependent on the N1 for access to schools, shops etc

Residents use the N1 in order to access the Bellville/Parow, Eversdal/Brackenfell area(important areas for schools, jobs and businesses), as well as Cape Town. Also, manyblind children from the Oostenberg municipality attend the school for the blind inRawsonville. In this regard it should be noted, that an alternative route for residents ofthis area will soon be available - the Maroela Road Extension, which will link the N1,Maroela Rd and the Old Paarl Rd, will be completed early in 2003..

• Possible adverse effect on businesses

Businesses have expressed fears that they will face increased transport costs anddelivery costs from suppliers. There are also fears that there will be a sharp downturn inbusiness if clients avoid the area because of toll payments. Businesses such as horseriding schools, nurseries and farms will also be affected (Joostenbergvlakte/KraaifonteinIndustria Focus Group Meeting, 30 January 2002; Stockhall, 2002).

• Possible adverse effect on tourism

Tourism and leisure-related opportunities are primarily linked to the winelands andfoothills areas (Wesgro, 1999g). It is feared that guest houses and bed and breakfastestablishments (B & B’s) in the area, as well as tourism attractions such as the BonsaiFarm, Hazendal Wine Estates and Tygerberg Zoo, will experience a drastic decrease invisitors. The Zoo, which already struggles to operate as a viable business, currentlyaverages 1 500 visitors per month, and employs a staff of 20 (Catherine Collings,Tourism Office, Oostenberg Municipality, pers comm.,26 February 2002). Fears havebeen expressed that the toll road will force an already marginal business to close down.Further, there is concern that the planned Tourism Gateway project, which aims tocreate an attractive ‘Cape Gateway’ may be threatened (Stockhall, 2002).

• Possible job losses

There are fears that if businesses experience a downturn as a result of increased costswrought by toll payments, then there will be job losses. This will be particularlydevastating for the very poor, such as Wallacedene residents employed on farms inJoostenbergvlakte.

Stellenbosch

• Possible increased traffic volumes on untolled roads

While many motorists currently use either the N1 or the N2 to and from Stellenbosch, aconcern has been expressed that many may abandon these routes and use alternativeroutes in order to avoid paying a toll. This could especially be the case with persons on alimited budget, such as university students. Heavier usage of these roads (especially by

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tour buses), would exacerbate current pressures and subject them to a rate of use thatthey were not designed for. In addition, further housing developments along the M12 areplanned, which would bring about additional pressure on this route (Crowther Campbell,2000, Appendix 10).

Paarl

• Potential impact on business

I&APs have expressed concerns that businesses and farms will face increased transportcosts and delivery costs from suppliers (A Snow, 21 February 2002 to Nomi Muthialu &Associates (NMA)). There are also fears that there will be a sharp downturn in businessif clients avoid the area because of toll payments. Objections to the proposed toll roadhave been put forward by business, on the grounds that international competitivenesswill be affected (D Louw, 12 March 2002 to NMA.)

• Possible impact on tourism

The Paarl Wine Route, which includes popular and well-patronised restaurants on wineestates, is an integral part of the tourism schedules of visitors to the Western Cape (seeSection 3.5: Foreign and Domestic Tourists). It is feared that toll payments willdiscourage visitors to the Paarl area, and that consequently, the tourism industry and alltourism-linked businesses will suffer.(J Bouwer, 22 March 2002 to NMA)

• Effects of a potential increase in commuting costs between Cape Town and Paarl

Concern has been expressed that an increase in commuting costs would have financialimplications for all commuters, but would impact on low-income workers most of all.

Rawsonville


If the Hex River Valley receives fewer tourists as a result of a toll plaza in the area, thenRawsonville could experience negative impacts in its tourism sector.

Worcester

• Possible negative impact on the agricultural sector

I&APs have expressed the view that increased transport costs will impact on the alreadystruggling table grape industry, and may result in job losses. This would be particularlydevastating for farmworkers, who are generally poorly paid.

• Possible negative impact on business

Similar fears have been expressed in terms of the business sector. I&APs have raisedconcerns that increased transport costs and delivery costs from suppliers may result injob losses.

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• Commuting costs may be affected

Many Worcester residents work elsewhere in the region, for example most of theteachers who work at schools in the Hex River Valley, live in Worcester. A large numberof farmworkers commute daily from the Worcester area to farms in the Hex River Valley.This reaches a peak of 5 000 workers during harvest time, some using buses providedby farmers (Crowther Campbell, 2000, Appendix 12).


Worcester has many attractions for both the foreign and domestic tourist and is wellserved by accommodation facilities. Attractions and popular pursuits include theKleinplasie Open Air Agricultural Museum, the Karoo Botanic Gardens, the KWV BrandyCellar, canoeing on the Breede River Worcester, angling and watersports on dams andrivers, hiking, hang gliding and glider flying in the surrounding mountains (Wesgro,1999j). Along with other areas, Worcester forms part of the Worcester Winelands Route,which may be impacted by the toll road. The route comprises 25 cellars and estates, allopen to the public for tours, tasting and sales (www.worcesterwinelands.co.za). It isfeared that toll payments may negatively impact on the number of visitors to Worcester’sattractions.

De Doorns and Touws River

• I&APs feel that these communities would be captive to the proposed toll road, as(depending on which toll plaza position is ultimately accepted) they would haveno viable alternative. It is of concern that De Doorns and Touws River couldeffectively be cut off from Worcester, the business and local government heart ofthe Breede Valley Municipality.

• Vulnerable groups in these areas would suffer undue hardship, as accessingessential services (already difficult as a result of inadequate and expensivepublic transport), would become even more expensive and problematic. Thepoor, unemployed, disabled and those on fixed incomes, would be particularlybadly affected, as the cost of accessing retail stores, banking facilities, healthand welfare facilities in Worcester, will inevitably rise.

• I&APs have indicated that many farmers are already facing hard times as a resultof serious problems in the table grape industry (see Section 3.5: Farmers).Additional transport costs would add to their financial burden. Since agriculture isone of the largest employers in the region, problems in this sphere, wouldinevitably have an adverse effect on the employment of farmworkers.

• The payment of tolls would impact upon the movement of thousands of seasonalfarmworkers across the Hex River Valley.

• The concern has been expressed that, at a social level, everyone in these areaswould be affected, as freedom of movement, the maintenance of socialrelationships and the freedom to attend a place of worship and educationalinstitution of their choice, would be fundamentally affected. Vulnerable groupssuch as farmworkers would be especially affected, as family and friends often

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live at a distance from one another, on different farms or in villages (see Section3.5: Farmworkers). This is important to all communities, but will hit the rural poor,with their limited transport options particularly hard.

• Fears have been expressed that adverse impact on the tourism and leisureindustries in these areas, if visitor numbers decrease due to a reluctance to payan additional toll between Worcester and Sandhills.

Mfuleni and Blue Downs

• Toll payments may increase the financial burden of residents.

The poor urban planning which was a feature of black townships during the apartheidera, has resulted in a community which is poorly served by community facilities, andwhich therefore has to gain access to these facilities in other areas. I&APs haveindicated that, in many instances, these facilities will be accessed through publictransport such as buses and taxis, and to a lesser extent, private cars. I &APs fear thatthe addition of toll costs, to already high commuting costs, will be an added burden to apoor community.

Khayelitsha

• A key community concern is how the community will benefit from the project interms of construction jobs, training and skills transfer during the project,permanent jobs at the toll plazas and opportunities for small businesses.

• However, should the community not benefit from the project, I&APs fear that tollfees would place an additional burden on an impoverished community thatalready travels inordinately long distances to work, schools and shops.

• Taxi owners and those who earn their living from taxis, are concerned about theeffects of the additional costs imposed by the toll, and expressed the view thatthe resentment caused by what could be perceived as a further curtailment oftheir efforts to earn a living, could exacerbate and further inflame the alreadyproblematic public transport situation in Khayelitsha.

• Concern has been expressed that any construction work relating to upgrading ofthe road, or the establishment of a toll plaza, would likely cause problems forpedestrians crossing the N2 – either those being dropped by private transport, orpeople from the informal settlements in search of wood for fuel.

• It is also feared that problems could be caused for those few households whokeep stock which graze at the roadside.

• Possible negative impact on the emerging tourism industry (see Section 3.5:Foreign and Domestic Tourists.

• Possible negative impact on informal businesses, such as spaza shops, taverns,‘take-away’ food, which depend on goods which have to be transported fromelsewhere.

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Macassar and Sir Lowry’s Pass Village

• It is feared that toll payments would increase the financial burden of alreadyimpoverished communities.

• Possible impact on tourism – Macassar is an important centre of religious tourism(see Section 3.5: Foreign and Domestic Tourism).

• Commuting costs for Sir Lowry’s Pass residents may increase.

Helderzicht

• If the proclaimed alignment of the N2 is implemented, severe disruption andseverance would result from the physical division of the community; some peoplewould have to be relocated.

• There is concern about the demolition of buildings, such as the church, which liedirectly in the path of the proposed road.

• There is concern about the issue of possible land claims within the road reserve.

• It is feared that both schools in the area, esp. Danie Ackerman Primary School, willbe affected by the noise from the N2, and will also face high electricity bills in orderto operate the air conditioners that will have to be installed.

• There is concern that road construction work will be highly disruptive to thecommunity - in addition to noise and dust, there will be great inconvenience, as wellas safety problems, caused to pedestrians, cyclists and scholars.

• It is feared that, both during and after construction, property values may be adverselyaffected.

• I&APs have indicated that, despite the fact that the Helderzicht community hasknown of the plans for the realignment of the road since the 1970s, and that therequired expropriations have already taken place, it is nevertheless a close-knitcommunity which formed a deep emotional attachment to the area. The proclaimedalignment threatens to undermine the strong ‘sense of place’ felt by many residents.

• The pain and resentment caused by apartheid-era planning has left a deeply-rootedlegacy of bitterness in the community. Many residents are determined to ensure thatthey do not continue to be disadvantaged by decisions taken during theapartheid era. The Helderzicht community has indicated that it is strongly opposed tothe proclaimed alignment of the N2. They want the alternatives which they haveproposed, to be considered instead.

Lwandle

• Most residents of Lwandle are poor, and would therefore be adversely affectedby costs associated with the toll road – this applies both to an increase intransport costs, as well as to a possible increase in the cost of goods.

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• There may be inconvenience caused to pedestrians if existing footpaths to theStrand are disturbed or destroyed.

• There will be a noise impact on the residences, and the school located adjacentto the proclaimed N2 alignment.

Firlands

The Firlands community is opposed to the N2 alignment and the payment of tolls largelyon social and economic grounds. Their concerns are as follows:

• Possible negative impact on various businesses (including job losses), bothduring and after construction

This would affect businesses such as the Firlands Service Station, which would nolonger have access to the N2. The owner is concerned not only about the fate of hisbusiness and lifetime investment, but also about the fate of his 30 employees (D GBarnes to N Muthialu & Associates, 15 January 2002). Similar concerns are shared bythe Firlands Farmstall, which offers food and family activities, and the IndibanoTraditional African Village, which sells arts and crafts. !&APs have expressed the viewthat the loss of the road reserve currently used as communal grazing, competition andexercise areas, will also be a severe loss to the riding schools currently using them. Inaddition, access to the mountain side across the Gordons Bay Road, where clients taketheir horses on outrides, may be restricted. It is perceived that the loss of these“business critical facilities” may even lead to the closure of some riding schools, and aconsequent loss of livelihood (Douglas McDonald, riding school owner, pers. comm., 24January 2002). As stressed by one resident, “Our horses are both our social andeconomic lives” (McDonald, pers. comm., 24 January 2002).

• Potential community severance

This would result from the physical division imposed by the new road. It is felt that thiswould not only impact on social activities, but severely disrupt the community. Inaddition, I&APs have indicated that, as Firlands was originally established as anequestrian community with a network of criss-crossing trails, the construction of a roadwould destroy this (CC&A, 2000:Appendix12).

• Possible loss of rural character and privacy, and a consequent decline in qualityof life

It is felt that the road will destroy the rural tranquillity of the area, as well as the views. Itis also feared that the road will be intrusive – for example, it will pass within 100 m of theFirlands Country House, impacting on the very scenery its guests have come for (J MHough to Muthialu & Associates, 2 February 2002). Other property owners, such as J Land W E Huskisson-Jackson, whose boundary is only 30 m from the road, feel inaddition, that property values will be adversely affected (J L and W E Huskisson-Jacksonto N Muthialu & Associates, pers. comm., 6 March 2001; Firlands Focus Group Meeting,23 January 2002). Others say they were told that the road would be developed only in25 years time (Firlands Focus Group Meeting, 23 January 2002).

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• Potential loss of green open space

This would affect the scenic beauty of the area. Riding schools in particular would beaffected as areas currently used as paddocks, arenas and horse trails, would be lost.Many residents are especially angry about this, as they say they were never told aboutthe planned road when they originally bought their properties. Several residents havestated that the road reserve was portrayed by developers and estate agents as publicopen space (T and A Nicolson to N Muthialu & Associates, 3 February 2002).

• Potential problems with access arrangements

I&APs have expressed concern that there could be problems with access arrangementsfrom the new road to specific smallholdings, both during and after construction (CCA,2000:Appendix 12).

• Potential problems with noise and dust during construction

• Potential increase in safety and security problems

I&APs fear that there could be an increase in safety and security problems experiencedby nearby residents during the construction phase. This could, in addition, beaccompanied by a loss of privacy (A Jesperson to N Muthialu & Associates, no date).

• Possible loss of water supply

The municipality does not supply water to Firlands, and it is feared that the new road willinterfere with water supplies (Jesperson to N Muthialu & Associates, no date).

• Potential difficulty in maintaining infrastructure

The municipality does not provide refuse removal or road maintenance services toFirlands. There is concern about how Firlands farm labourers will be able to carry outthese services if they cannot move about freely with their tractors and trailers (Jespersonto N Muthialu & Associates, no date).

Grabouw

Many of the key concerns in this area, centre around potential negative impacts to itseconomic base, and consequent job losses.

• Grabouw is captive to the proposed toll road

There is a great deal of anger about the proposal to toll people in the Elgin Valley, aspeople feel that it is grossly unfair to toll people who have no alternative road. “It’simmoral to hold people in the this valley captive to the toll road”, stated one farmer(Farmer, Grabouw Farmers Focus Group Meetings, 6 February 2002; while anotherfarmer asked, “Is it constitutional to impact a community like this?” (Mark Simpson,farmer, pers comm., 6 February 2002). A resident has stated that, “we wish to voice thestrongest possible objection. We feel as a community that we are being unfairlypunished” (Barbara Knox-Shaw, Grabouw resident and Elgin Festival garden exhibitor,

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pers. comm., 25 February 2002). Another resident has pointed out that, outside the fruitindustry, there are few job opportunities, and those who have to commute on a dailybasis, will therefore be faced with higher daily transport costs (N Marshall, Chairperson,Police Forum, pers. comm., 6 February 2002).

• Potential negative impact of toll payments on the poor, especially farm workers,low-income earners, residents of the informal settlement, the unemployed, andthose on fixed incomes, such as pensioners

Poverty is widespread in this area, even among the ranks of the employed, asfarmworkers generally receive low wages, and many are only seasonal workers.Concern has been voiced at the inability of the majority of Grabouw residents to copewith the additional hardship of toll payments (Snyders, pers. comm., 6 March 2002).These economically and politically marginalised communities are not as well placed asbetter resourced communities in the Valley are, to voice their concerns. As a result,there is fear that their interests will be ignored, and that the public participation processwill “steamroller” them. Nevertheless, there are articulate voices within the Pineviewcommunity who have stated that there are strong feelings against the toll road, which isseen as bringing greater hardship to an area badly affected by the crisis in the appleindustry, and which will bring few, if any long term benefits (J Swarts, TheewaterskloofMunicipality, pers. comm., 6 February 2002; Hangone, pers. comm., 15 February 2002;Theunissen, pers. comm., 6 March 2002). It has also been mentioned that the Grabouwarea has a large number of pensioners, who fear that, as they will probably not befrequent travellers on the N2, they will not benefit from any discounts offered. Toll costswill cause them additional financial hardship as many have to attend hospitals in theCape Metropolitan Area for specialist treatment on a regular basis (R R van der Merwe,Grabouw pensioner, pers. comm., 6 February 2002.)

• Potential impact on tourism in the Valley

I&APs fear that the proposed toll road will ‘funnel’ visitors through the area, making iteasier for them to pass by businesses currently catering to tourists, such as farmstalls.Another example is that of the Paul Cluver Winery, which offers wine tasting and winetours which attract approximately 1 000 people per month (Voigt, pers. comm., 7 March2002). Concern has been expressed that the payment of tolls by tourists and visitorsfrom Cape Town could discourage them from coming at all. This would have seriousimplications for tourism initiatives such as the annual Elgin Festival, which attracts largenumbers of visitors, the overwhelming majority of whom live outside the Overberg inplaces such as Cape Town and Bellville (Knox-Shaw, pers. comm., 25 February 2002).The Festival, which is held during the last weekend of October, attracts thousands ofvisitors – approximately 5 000 vehicles were counted over last year’s three-day festival(Carol Downs, Festival Co-ordinator, pers. comm., 6 March 2002). However, the FestivalCo-ordinator does not agree that toll payments would discourage visitors from attending,and that, on the contrary, the toll road would be good for the festival as improvements tothe N2 would assist in the smooth delivery of the enormous amount of material andequipment (much of which comes from Cape Town), needed for the Festival (Downs,pers. comm., 6 March 2002).

Many visitors also come specifically to tour private gardens in Elgin, an aspect whichforms an integral part of the Festival. Since these gardens also charge a fee, someI&APs feel that the additional payment of tolls would have a serious impact on visitors to

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the gardens (Knox-Shaw, pers. comm., 25 February 2002). I&APs have also expressedconcern that the toll road could spoil the scenic attractions of the Elgin Valley, makingpeople reluctant to use the road. Furthermore, it is felt that the toll road could discouragethe diversification of tourism initiatives in the Valley by entrenching the current pattern oftourism. For example, depending on exactly where it is located, the Peregrine Farmstallowner expressed the view that the proposed Grabouw Interchange may make itimpossible for the proposed interactive museum and ‘Overberg Tourism Gateway’ to beknown as ‘The Big Apple’, to be developed on land owned by the Peregrine Farm Stall.Finally, concern has been expressed that, if the toll road has a negative impact ontourism, this will result in loss of livelihood on the part of tourism-related businessowners, and the loss of jobs by staff – for example, the Peregrine Farm Stall currentlyemploys 40 people (J Burls, part owner of Peregrine’s and a member of the Elgin ValleyTourism Bureau, pers. comm., 6 February 2002), while the Houw Hoek Farmstallemploys between 8 – 12 people (CCA, 2000: Appendix 12). The owner of the OrchardsFarm Stall is concerned that the new interchange is likely to reduce the advance visibilityof the site, and thus impact upon the numbers of ‘passing trade’, upon which hisbusiness depends (Edward Molteno, owner, Orchards Farm Stall, pers. comm., 24 June2002).

• Potential impact of increased transport costs on businesses and farmers

I&APs have indicated that increased transport and delivery costs will impact onbusinesses, possibly resulting in an increase in unemployment, which is already asevere problem in this area (Alison Green, resident and owner of Wilde Krans GuestHouse, Houw Hoek, pers. comm., 1 March 2002). Farmers feel that the long-termsustainability of the fruit farming business will be negatively affected by the payment oftolls, and that the effects of this will be felt through the entire community (GrabouwFarmers Focus Group Meetings, 6 February 2002). Farmers’ transport costs include thatof transporting workers – for example, many of the permanent and seasonal workers onHouw Hoek farms are transported from their residences in Bot River, while a fewcommute by car (Green, pers. comm., 1 March 2002). These daily transport costs wouldbe greatly increased by toll payments.

• Farmworkers could lose their jobs

I&APs have expressed concern that, since agriculture is one of the largest employers inthe region, potential problems in this sphere may result in further job losses in the fruitindustry generally. As one farmworker has succinctly put it, “What impacts the farmer,will impact upon us” (I Theunissen, farmworker, 6 February 2002).

• Possible increase in safety and security concerns during both the constructionand operational phases

Farmers are concerned that security problems may increase given the presence ofconstruction workers temporarily in the area, and that the presence of toll plazas mayattract robbers. Concern has also been expressed about the potential danger posed tomotorists on the N2, by the escalating rate of crime in the informal settlements adjacentto the road (D K Marinus, Executive Committee member, Grabouw ResidentsAssociation, pers comm., 4 March 2002).

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• Potential disruption and inconvenience to pedestrians who use the N2 as apathway

It has been indicated that many people in the area use taxis and buses, or get lifts fromothers with private transport – these vehicles often pick up and drop people off along theN2. Others who are too poor to pay fares, walk or hitch-hike to their destinations alongthe N2, crossing it whenever the need arises. The inhabitants of the Pineview informalsettlement cross the N2 frequently, as the forested area opposite is used for theirablutions. Others, who are looking for employment, stand along the N2, hoping that aprospective employer might pick them up.

• Potential impact of additional costs faced by scholars

I&APs have indicated that there is a great deal of movement with regard toschoolchildren, many of whom have to travel great distances on the N2 in order to attendschool. For example, some children in the Houw Hoek area attend primary school in BotRiver, while others from both areas attend schools in Grabouw, the Helderberg orCaledon (Green, pers. comm., 1 March 2002). Secondly, toll payments may result in adecrease in the number of scholars who currently participate in the educationalprogrammes of the Eskom Vistors’ Centre. Many of these scholars travel great distancesusing hired buses in order to visit the Centre.

• Possible negative impacts resulting from heavy dependence of Elgin Valleyresidents on the N2

Residents of this area are completely dependent upon the N2 for a variety of reasons,including for work, business, social, economic, educational and religious purposes. Forexample, many people in Houw Hoek choose to attend church in Grabouw or Bot River(Green, pers. comm., 1 March 2002). Many of the facilities or places of employmentwhich have to be reached daily, are located in the Helderberg region, or as far afield asCape Town. Several Houw Hoek residents, for example, work in Cape Town (4), BotRiver (3), Somerset West (2) and Hermanus (1) – (Green, pers. comm., 1 March 2002).A Grabouw resident has pointed out that many of the workers who are not employed inthe fruit industry, work in Cape Town - particularly in the construction industry. Aboutthree or four buses transport commuters to Cape Town every weekday morning(Marshall, pers. comm., 6 February 2002).

As a result of I&APs’ dependency on the N2, they use the term ‘lifeline’, to describe theN2. The Elgin Valley area has been described as “functioning as a cohesive whole”,while using the N2 as a corridor to the essential services offered by the HelderbergRegion (Houw Hoek Action Group, 2002). A good illustration of this, is the example ofthe small, isolated area of Houw Hoek, which comprises four farms, three businessesand a church – all of which include residences (Alison Green, Houw Hoek resident andbusiness owner, pers. comm., 26 February 2002). Houw Hoek is 100% reliant on outsidesuppliers, a workforce which largely resides elsewhere, as well as services which arelocated elsewhere. For example, many employees reside in Bot River, in the ElginValley, as well as Somerset West (Green pers. comm., 1 March 2002).

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Bot River

• Possible social disruption

The Bot River community fears that the toll road will cut it off from an area (viz. the ElginValley and Houw Hoek) with which it is inextricably linked through numerous socio-economic ties. In particular, it is felt that the toll plaza at Bot River will split the BotRiver/Houw Hoek communities. According to I&APs, families in these two areas havelived, worked, and attended school and church together since the nineteenth century. Inrecent years, a number of Houw Hoek families moved to Bot River in order to buy ahouse subsidised by the RDP housing grant (Houw Hoek Action Group, 2002).

• With regard to the Elgin Valley and Houw Hoek, Bot River is captive to theproposed toll road

Concern has been expressed that, although Bot River residents will be able to travel toCaledon, Hermanus and the coastal towns of Kleinmond and Rooi Els on the R44without paying a toll, they will have to pay a toll to travel to Grabouw, with which the townhas extremely close links. While it would also be possible for residents to use the R44 totravel to Somerset West, this road is a winding, scenic route, and is regarded as quiteunsuited to commuter or business needs, or for use by heavy delivery vehicles. Inaddition, the road would add about 20 km to the trip (Muller, pers. comm., 26 March2002).

• Potential impact of toll payment on the poor, the unemployed, and those on fixedincomes, such as pensioners

The Bot River community is opposed to the proposed toll road largely on economicgrounds, as toll payments would cause hardship even to those already employed – forexample, workers commuting to Grabouw or Somerset West for work or to access retail,health and welfare services on a regular basis. Commenting on the impact of the tollroad, a resident has stated that, “If the toll road comes, it will sink Bot River.” (Bot RiverFocus Group Meeting, 2 February 2002). Another resident has stated that, with regard tounemployment in Bot River, “the position is going from bad to worse, and the toll road isgoing to have a devastating effect” (Muller, pers. comm., 26 March 2002).

• Perceived lack of planning for pedestrians, cyclists, school buses and taxis alongthe proposed toll road

I&APs have indicated that it is an economic reality that many workers in Houw Hoek andBot River have to commute to work by walking, while some are transported by vehiclesprovided by employers, others use taxis, and schoolchildren are transported by bus. Thelack of provision for safe pedestrian pathways and lay-byes for vehicle drop-off points, istherefore a major concern (Houw Hoek Action Group, 2002). The perception of manyresidents in this area is that the specific needs of communities have not been taken intoaccount in the design of the road, and that instead, a decision has been made toconstruct a four-lane freeway, and the needs of the community must somehow be madeto fit around this (Green, pers. comm., 21 February 2002).

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• Security concerns

There are concerns about the impact of outside construction firms and a possible influxof workseekers on small, settled communities such as Bot River and Houw Hoek.

• Potential negative impact on the wine industry and the emerging tourism industryin the area.

The tourism industry is of growing importance in Bot River. The Beaumont Winery, whichis an important element in attracting tourists to Bot River, offers wine tasting, vineyardtours and cellar sales. The owners feel that their business, as well as tourism in general,will be badly affected by the proposed toll road, as it would lead to a drop in the numbersof visitors to Bot River. It is estimated that currently, 75% of the winery’s visitors are fromCape Town or other areas (R and J Beaumont, owners, Beaumont Winery, pers. comm.,1 March 2002). In neighbouring Houw Hoek, there are also fears that the toll road maystifle future tourism-related activities by encouraging tourists to be ‘funnelled’ past thearea (Houw Hoek Focus Group Meeting, 21 February 2002).

• Possible negative impact on businesses as a result of fewer visitors to the area

• If there is a negative impact on business (not only in Bot River, but also in theElgin Valley and Houw Hoek), there will be an increase in unemployment.

Businesses fear that cost increases, particularly in the transport of goods (such as winedeliveries to Cape Town several times per week), will have a negative impact, thuscausing job losses (R and J Beaumont, pers. comm., 1 March 2002)

• There is concern that disruption and inconvenience will be caused to localresidents by construction work - particularly to those with properties located closeto the N2 or the Hermanus on/off ramp.

• Potential noise from the toll plaza

I&APs have raised their concern that the Bot River toll plaza, which will be situated veryclose to residential properties, will badly affect residents through noise generated byheavy trucks, particularly during quiet hours at night and the early morning. Thedeveloping tourism industry is also concerned that the proximity of the toll plaza, and thenoise it would generate, would disturb the tranquil environment that their visitors seek (Rand J Beaumont, pers. comm., 1 March 2002).

• Potential impact on mobility

Bot River is heavily dependent on the N2, as residents use the N2 for businesspurposes, daily commuting to places of employment (such as workers travelling to HouwHoek businesses, and to apple farms and packaging companies in the Elgin Valley),social activities, attending schools, accessing health and welfare services in SomersetWest, as well as accessing sport and recreation facilities in the Helderberg region.I&APs fear that the proposed toll road would have serious financial implications for allthe inhabitants of this area, and will hamper mobility.

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Rooi Els, Betty’s Bay and Kleinmond

• Possible reduction in visitor numbers

I&APs fear that there may be a drop in the number of visitors to these areas. This wouldresult from a desire to avoid crowded conditions on the R44, brought about by largenumbers of visitors on their way to Hermanus, who wish to avoid a toll payment. This inturn, could have an adverse effect on the tourism industry, which plays a crucial role inthe economy of these coastal settlements.

• Possible impact on property values

I&APs fear that, if the scenic value of this prime tourism route is affected by congestion,this may adversely affect property values in these areas.

• Possible impact on safety of road users

Concern has been expressed about the effect that possible increased traffic would haveon the safety of all road users, especially pedestrians.

Hermanus and Caledon

• Possible impact on tourism in terms of the number of visitors, as well as thenumber of trips made by owners of holiday homes in the area.

According to I&APs, it is very likely that many visitors and tourists travelling from CapeTown and the Helderberg region, to Hermanus and Caledon, will opt to avoid thepayment of a toll by using the R44. This may result in heavy congestion on the R44,which in turn, may discourage visitors who are also reluctant to pay a toll, from visitingthese areas. If this happens, it could have a negative impact on tourism and tourism-related businesses, including the casino in Caledon (A Rabie, 27 March 2002; JMeerburg, 19 February 2002 to NMA).

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C:\My Documents\CCA review - social report.doc

Proposed N1 N2 Winelands Toll Highway Project: Review of Draft Social ReportTerms of reference(Bracketed items were not included in the termsof reference but are dealt with in the report)

Review findings

Assess whether the study has complied with itsTerms of Reference which are as follows: Broad description of areas along the routes

Complies. A map indicating settlements and movement would be most useful. Businessactivities affected by route could be elaborated upon.

Commentary on how affected Complies.

Detailed description of socio-political historyand demographics of areas

Complies. The detailed descriptions of De Doorns/Hex River Valley and Touws River shouldperhaps be moved to the section dealing with the detailed descriptions.

Social impacts of:o Toll payments on users (social equity

and environmental justice)Complies for low-income households, farmers, farm workers, and foreign and domestictourists. The section could be elaborated to consider other related groups i.e. businessesthat support farming. The extent and effect of other South African roads having been tolledhas not been taken into account in Section 3.5: Foreign and Domestic Tourists.

o (Alternatives) The ‘no go’ option has been briefly assessed.

o Impacts of alternative plaza positionson safety

Complies. Unless undertaken by the Concessionaire, it is unlikely that policing relatedmanagement recommendations would be implemented given SAPS’s lack of resources.Given this, the impact would, in the reviewer’s opinion, remain negative. The relationshipdrawn between proximity of toll plazas to areas with high crime rates suggests that plazasshould be located outside of such areas.

N1: The text indicates that assessment of Toll Plaza 2 is deferred to the economic specialiststudy and yet Tables 7a and 7b are provided. The text should be elaborated to supportthese tables. Comparative tables (such as Table 6) would be easier to read for Tables 7 and8.

N2: Table 11b and the supporting text do not support the specialist’s recommendation ofFirlands West Mainline as the preferred position.

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Terms of reference(Bracketed items were not included in the termsof reference but are dealt with in the report)

Review findings

o Social benefits i.e. developmentopportunities, safety and security, jobopportunities, empowerment

Complies. An additional issue that could be considered is the impact that will occur after thetermination of the temporary job contracts. Could dependence, for example, become anissue? If there were to be an impact, then appropriate mitigation measures would also needto be suggested.

o Significance of impacts of severanceof family, business, religious andsocial communities

Complies. While the reviewer recognizes the low confidence rating given to these impacts,this is a complex suite of impacts that warrants elaboration. It would be beneficial from theperspective of developing practical, specific mitigation, for the impacts to be defined in moredetail for each affected group. What mitigation is recommended/in place for affectedbusinesses?

o Significance of impacts ofrealignment of:

(N1 Hex River Poort)

N2 through Helderzicht

Complies. The inclusion of a plan showing the alternatives would make the text easier toread and review.

Is Alternative 2 an alternative to Alternatives A and B? The reviewer assumes not (from thetext). If this assumption is correct then Alternative 2 should be in a stand-alone table ratherthan in Table 13a(i). The text should, for clarity, differentiate between construction andoperation significance with respect to the recommended alternative. The assessmentindicates clearly that the status of the impact is negative and not positive. A separate impactshould be written to assess the positive impact of improved road safety, reduced travelingtime and driver stress – which is perhaps part of the motivation for the project.

The text should, for clarity, differentiate between construction and operation significancewith respect to the recommended alternative.

o (Alternative interchanges on N2) Grabouw East and Houwhoek Interchanges: More detailed social and economic analysis ofthe impact on the interchange options on the affected economic entities is required tosupport the recommendations. Currently, it is based on the subjective claims of the ownersand a principle statement from the economic specialist.

o Access by vulnerable communities orgroups to essential services

Complies. Additional recommendation could be to position toll plazas to prevent low-incomecommunities from being ‘captive’.

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Review findings

Cumulative impact of:

o tolling N1/N2 and R300 atintersection with R300

o changes to cost of consumer goods,wages and employment

Complies. The inclusion of a plan showing the alternatives would make the text easier toread and review.

This impact has not been assessed.

Practicable mitigation measures to enhancepositive and reduce negative

See comment on mitigation below.

Assess whether adequate consideration is given,where appropriate, to the legal, policy and/orplanning context of direct relevance to thespecialist study

It is assumed that the Human Tissues Act and Dead Bodies Ordinance are dealt with in theCultural Heritage Study.

Little reference is made to the legal framework supporting mitigation measures – by sodoing the mitigation measures could be greatly enhanced.

Assess the technical content and assessmentmethodology of the specialist study to determinewhether it is credible

The assessment and mitigation methodologies are not defined in the report and should bespecified. This would enable the reader to evaluate consistency in application ofmethodologies. This is particularly important for social impact assessment where studiescan err on the side of subjectivity.

Assess the adequacy of information used, andidentify whether there are any obviousinformation gaps, omissions or inaccuracies thatneed to be addressed

No go alternative – project motivation facts should be quoted or referred to.Information used is adequate, qualitatively. However, the use of quantitative data to supportthe assessment is lacking and consequently the depth of assessment is limited. The termsof reference for the study do not however specify the required level of qualitative andquantitative data or the required level of assessment. Additional qualitative informationwould enable a more detailed assessment, which would in turn enable the derivation ofmore detailed and practical mitigation measures. It is assumed that this constraint will beovercome, in part, with the integration of information from the other specialist studiesspecifically the economic assessment. For example, relocation is a complex impact andneeds to be considered for each affected community in details so that appropriatemanagement measures can be derived.

Assess whether the significance ratings assignedto potential impacts are reasonable and reliable

With the exception of Impact 5, the pre-mitigation significance ratings are reasonable giventhe level of information available and the indicated levels of confidence. The method ofachieving the significance ratings could however be more clearly defined. The reviewer hasconcerns with regard to the post-mitigation significance ratings – ideally the ratings given,

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Review findings

should and could be achieved however the recommended mitigation does in most cases notsubstantiate the change in the rating.

Table 5a: the assessment methodology appears to have been applied inconsistently: thepermanent duration and all significance ratings are questioned.

Assess whether the recommendations of thestudy with regard to the most appropriatealternatives are sound and defensible

Little distinction or elaboration is provided with respect to existing mitigation (includingproject design detail) and additional mitigation recommended by the specialist.

Recommended mitigation measures are in certain instances missing (e.g. Impacts 1a, 6a,6b), shallow (e.g. Impacts 1b, 3a, 3b, 4a, 4b, 5a, 5b, Impact 6-9, 13) or unrealistic (e.g.Impacts 2). The reviewer is of the opinion that both the mitigation objectives and measuresoffered by the report are not sufficient to enable the project design team to make thenecessary modifications to ensure that the post mitigation significance is achieved. Forexample, “Ensure that the social benefits attached to the proposed development, accrue tolocal communities” (p37, 41) - the specialist should indicate how this could be achieved.

State any alternative viewpoints concerning theissues presented in the report, if any, givingexplicit reasons for your particular stance

Impact on tourism. The view expressed in the report that tolling may reduce visits to touristareas is questioned. The view should be substantiated with case study material taken fromother tourist areas in South Africa that have been affected by tolling.

State whether you believe that any keyuncertainties or risks, and/or assumptionsunderpinning the assessment, have beensufficiently highlighted in the study

The lack of integration between the social and economic studies is sufficiently highlighted inthe study as are the confidence ratings related to the impact predictions.

The lack of interaction between social and archaeological and cultural heritage studiescould perhaps be highlighted.

Submit a letter report (3 - 6 pages) containing thefindings of the review

Review comments specific to the terms of reference for review are given above.

In conclusion, the recommended mitigation measures are generally lacking in detail andpracticality. These measures require elaboration, in discussion with the Protea ParkwaysConsortium as well as the affected parties. Experience has shown that recommendationslacking in detail risk not being implemented because there is difficulty internalizing themwithin the organization and project.

It must also be noted that a more comprehensive review could have been undertakenfollowing the integration of the social and economic studies.