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CHAPTER 2

CLIMATE, SOILS, AGRICULTURE AND LAND USE

Prepared by:

F Merryweather

Merryweather Environmental

P O Box 68

Cintsa East

5725

N2 Wild Coast Toll Road between East London and Durban: Environmental Impact Assessment Report

TABLE OF CONTENTS

PAGE

2.1. Introduction 1

2.2. Climate and Crop Adaptability 1

2.2.1. Climate 1

2.2.2. Crop adaptability 3

2.3. Geology and Landform 4

2.3.1. Section 5: Ndwalane up to and including Ntafufu River crossing 4

2.3.2. Section 7: Magwa intersection to Msikaba River 4

2.3.3. Section 8: Msikaba River to Mtentu River 5

2.3.4. Section 9: Mtentu River to Mtamvuna River 5

2.4. Current Land Use 5



2.4.3. Section 8: Msikaba River to Mtentu River 9

2.4.4. Section 9: Mtentu River to Mtamvuna River 10

2.5. Agricultural Infrastructure 10

2.6. Soils 11

2.7. Land-Use Potential 13

2.8. Potential Key Issues 15

2.8.1. Introduction 15

2.8.2. Issue 1 – Loss of productivity/potentially productive land 15

2.8.3. Issue 2 – Loss of access 17

2.8.4. Issue 3 – Change in drainage patterns 18

2.8.5. Issue 4 – Improved regional access 19

2.8.6. Issue 5 - Loss of soil 20

2.8.7. Issue 6 – Loss of use of land within the existing road reserve 22

Soils and Land Use Sep-02 i


2.9. Environmental Significance For Each Section Of Road 22

2.9.1. Section 1: East London to Komga interchange 22

2.9.2. Section2: Komga interchange to Ngobozi 23

2.9.3. Section 3: Ngobozi to Umtata 24

2.9.4. Section 4: Umtata to Ndwalane 28


2.9.6. Section 6: Ntafufu to Magwa intersection 31


2.9.8. Section 8: Msikaba to Mtentu River 34

2.9.9. Section 9: Mtentu to Mtamvuna River 34

2.9.10. Section 10: Mtamvuna River to Umkomaas interchange 37

2.9.11. Section 11: Umkomaas interchange to Isipingo interchange 37

2.10. Conclusions 37

2.11. References 39

ANNEXURES:

Annexure 1: Soils Maps

Annexure 2: Department of Agriculture and Land Affairs Maps for the

Greenfields Section of the Proposed Toll Road

Annexure 3: Data from the Soil Profile Analysis

Soils and Land Use Sep-02 ii


LIST OF TABLES

PAGE

Table 2.1: Temperature (OC) statistics recorded at Cape Hermes (Port St Johns)

1961-1990

2

Table 2.2: Mean monthly and average rainfall (mm) recorded at Cape Hermes

(1961-1990)

2

Table 2.3: Average wind velocity and direction recorded at Cape Hermes (Port

St Johns) over 30-year period

3

Table 2.4: Legend to the current land-use map 6

Table 2.5: Legend to the map of broad soil patterns 14

Table 2.6: Grass species and amount of seed (kg/ha) to apply to rehabilitated

structures

21

Table 2.7: Impact of the proposed work on Section 1: East London To Komga

interchange

26

Table 2.8: Impact of the proposed project on Section 2: Komga interchange to

Ngobozi

26

Table 2.9: Impact of the proposed project on Section 3: Ngobozi o Umtata 27

Table 2.10: Impact of the proposed project on Section 4: Umtata to Ndwalane 29

Table 2.11: Impact of the proposed project on Section 5, Part 1: Ndwalane to

Mzimvubu River

30

Table 2.12: Impact of the proposed project on Section 5, Part 2: Mzimvubu

River to Ntafufu River

30

Table 2.13: Impact of the proposed project on Section 6: Ntafufu to Magwa

intersection

32

Table 2.14: Impact of the proposed project on Section 7: Magwa intersection to

Msikaba River

32

Table 2.15: Impact of the proposed project on Section 8: Msikaba to Mtentu

River

33

Table 2.16: Impact of the proposed project on Section 9: Mtentu to Mtamvuna

River

35

Table 2.17: Impact of the proposed project on Section 10: Mtamvuna River to

Umkomaas interchange

35

Table 2.18: Impact of the proposed project on Section 11: Umkomaas

interchange to Isipingo interchange

36

Soils and Land Use Sep-02 iii


2. CLIMATE, SOILS, AGRICULTURE AND LAND USE

2.1 Introduction

This report on the agriculture, current land use and soils of the planned toll road route follows

the structure of the earlier scoping report, prepared as a desktop study. For this EIA report, a

field reconnaissance survey was carried out, focusing on the greenfields section of the

planned toll road route (Sections 5, 7, 8 and 9). For the sake of uniformity between the

different studies, the soils and land use have been described according to the following road

sections:

• Section 1: East London to Komga Interchange

• Section 2: Komga Interchange to Ngobozi

• Section 3: Ngobozi to Umtata

• Section 4: Umtata to Ndwalane

• Section 5: Ndwalane up to and including Ntafufu River crossing

• Section 6: Ntafufu River via Lusikisiki to Magwa Tea Estate intersection (end of

concrete section)

• Section 7: Magwa intersection up to and including Msikaba River crossing

• Section 8: Msikaba River up to and including Mtentu River crossing

• Section 9: Mtentu River up to and including Mtamvuna River crossing

• Section 10: Mtamvuna River to Umkomaas Interchange

• Section 11: Umkomaas Interchange to Isipingo Interchange

It is anticipated that significant impacts will only take place along the new road sections

(namely sections 5, 7, 8 and 9), because the environment along the other sections is largely

comprised of existing road reserve. Thus, the description of the environment below is

concerned only with sections 5, 7, 8 and 9. The reader is referred to Section 5 of the Scoping

Report (Bohlweki Environmental, 2002)) for a more general account of the other sections.

2.2 Climate and crop adaptability

2.2.1 Climate

Data have been drawn from published Weather Bureau records. Relevant climatic data

variables are available for Holy Cross and Port St Johns. The climate for the surrounding area

Soils and Land Use Sep-02 1


can be described as sub-tropical, with warm summers and cooler winters. There is a gradual

small increase in prevailing temperatures northwards/eastwards and a decrease in rainfall

westwards.

The mean annual temperature at Cape Hermes (Port St Johns) is 19.9°C (Table 2.1). The road

route along the greenfields section would therefore be marginally cooler than Cape Hermes,

due to it being more elevated and situated away from the coast. The temperature lapse rate is

0.35ºC per 100m vertical change in elevation in summer, and 0.60ºC per 100 m elevation

change in winter.

Table 2.1: Temperature (°C) statistics recorded at Cape Hermes (Port St Johns) 1961-1990.

Mean

Annual

Extreme

Max

Extreme

Min

Mean Jan

Max

Mean Jan

Min

Mean Jul

Max

Mean Jul

Min

19.9 35.0 7.1 27.6 17.1 20.5 7.4

The yearly average rainfall is about 1 032 mm at Port St Johns (Port Shepstone 1 140 mm).

Only June can be said to be normally dry. Very heavy showers of rain have been recorded.

The amount of winter rain decreases inland. Over 130 mm of rain has been recorded in 24

hours on a number of occasions. Such heavy falls of rain can substantially increase the rate of

erosion (the soils are however not as erodible as those on Beaufort sediments). The reader is

referred to Section 2.6 below for a more detailed description of the soils.

Table 2.2: Mean monthly and average annual rainfall (mm) recorded at Cape Hermes

(1961-1990).

Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec Yr

108 112 132 87 63 35 46 50 77 106 123 93 1032

Cape Hermes has a mean relative humidity at 14h00 of over 77% in the eight “wet” months

and over 69 % in the four “dry” months. Inland and to the north, at places such as Holy

Cross, humidity would be similar or lower than that recorded on the coast. In the coastal strip

the heavy dews at night keep the vegetation significantly moist, allowing forest development

in the margins and along gorges.

The nearest coastal weather station with evaporation data is at East London, where

evaporation from a “Class A” evaporation pan is of the order of 1 700 mm annually with a



minimum in May / June and a maximum in December / January. Daily evaporation rates can

be drastically affected by hot berg winds coming from the north and north-west.

Wind direction and strength recorded at Cape Hermes show that strong winds predominate

from the north-east and south-west (Table 2.3) oriented with the direction of coastline. Wind

patterns should be similar for most of the greenfields section. Strong northerly or north-

westerly winds may be experienced inland during the winter months. March and April are the

calmest months along the coast when over 20% of the wind speeds recorded are 3.6km/hr or

less.

Wind is not likely to influence rehabilitation significantly, except in locations where the soils

are very sandy.

Table 2.3: Average wind velocities and direction recorded at Cape Hermes (Port St Johns)1

over a 30 year period.

Wind speedm/s km/h

N 4.8 17.3NE 9.2 33.1E 3.9 14.0SE 4.8 17.3S 5.4 19.4SW 6.4 23.0W 3.4 12.2NW 4.8 17.3

Direction

02468

10N

NE

E

SE

S

SW

W

NW

2.2.2 Crop adaptability

While the climate is subtropical, it is cool subtropical and the temperature regime is more

suited to such crops as tea and coffee (Arabica), being less suitable to bananas and sugar cane

simply because it is not warm enough. This is reflected in commercial farming where the

KwaZulu-Natal (KZN) coastline is marginal for the production of both of these crops

(Robinson, 1981) compared with the Lowveld of Mpumalanga or even the north coast of

KZN. Rainfall is somewhat low for the production of perennial subtropical crops, and they

would benefit from irrigation. The temperature regime is well suited to maize production and


1 Data obtained directly from the Weather Bureau Pretoria.


the only limitation on the better soils is the need for lime and fertiliser. Avocado do well

under the climate, as do a wide variety of vegetables and herbs. There is also a wide range of

fodder and tree/timber crops well suited to the temperature regime.

2.3 Geology and landform

There are small areas of Beaufort sediments in the south near Port St Johns, with larger areas

of Dwyka tillite and sediments and Ecca sediments dominating the south. The larger part of

the proposed route traverses land which is occupied by sandstones of what was previously

known as the Cape supergroup (Table Mountain Group) now named Msikaba sandstone.

Further detail on the Msikaba Formation can be found in the Flora and Vegetation specialist

report (Chapter 3).

2.3.1 Section 5: Ndwalane up to and including Ntafufu River crossing.

Part 1: Ndwalane to the Mzimvubu River

Two alternative routes are proposed within this section. The first traverses a small alluvial

plain where it leaves the R61, after which it cuts across the side of a steep vegetated slope

where the Mzimvubu River plain is too narrow, it then follows the Mzimvubu alluvial plain

along the Fort Harrison road, crossing over some hilly terrain to finally reach the alluvial

plain at the point where the Mzimvubu River crossing is proposed. This section is largely over

Ecca sediments. During the course of the EIA, this option was assessed as having impacts of

high significance, and an alternative alignment was suggested and accepted by the Wild Coast

Consortium (WCC). The preferred option is to move the Ndwalane intersection a few

kilometres north-west, to avoid the mountainside. Here the route generally traverses Ecca

sediments over a moderately rolling landscape.

Part 2: Mzimvubu River to Ntafufu River

On the northern bank of the Mzimvubu the route traverses over Dwyka with some Ecca until

the Ntafufu River. Here the landscape is rolling with deeply incised valleys and long side

slopes.

2.3.2 Section 7: Magwa Intersection to Msikaba River

The first section of the route from the turn-off from the road to Msikaba mouth is over Dwyka

at higher elevations, and the landscape is undulating and deeply incised by the Msikaba and

other rivers. At the lower elevations, Msikaba Formation sandstone occurs.



2.3.3 Section 8: Msikaba River to Mtentu River

The route here is largely on Msikaba Formation sandstone, and the landscape is undulating

with deeply incised rivers.

2.3.4 Section 9: Mtentu River to Mtamvuna River

The route here is on Msikaba Formation sandstone and the landscape is undulating with

deeply incised rivers. A narrow strip of granite occurs on the north bank of the Mtamvuna

River.

2.4 Current land use

Most of the land along the greenfields sections of the route is communally owned, falling

within the former-Transkei. Very little commercial activity takes place and the larger part

comprises a mosaic of grazing land and sparse villages, in which a small area of cultivation is

associated with each homestead, and larger cultivated areas. Little of the cultivation is fenced

or formally laid out but the hedgerows bear evidence that tribal “ownership” does hold.

Maize is the dominant crop, if not the only crop grown. A few plantains, paw-paws, citrus and

sugar cane are grown for home use by some people. There appears to be a greater

participation in cultivation of crops in this area than in the rest of communal Transkei, where

agriculture has lost its appeal as a way of life.

Figures 2.1 to 2.4 (Annexure 1) indicate the current land use derived through photo-

interpretation using infra red photographs. Table 2.4 is the legend to that map. The scale of

the photographs and the quality of the pictures dictated that a degree of generalisation (as

shown on the map) was required.

Observations on the land use observed in the different sections of the route are given below:

2.4.1 Section 5: Ndwalane up to and including Ntafufu River crossing


The Kings Ride area near Port St Johns has traditional subsistence cropping on very steep

slopes. Most of the land that is not under thicket has been divided into small fields of a few

hectares in extent, with hedgerows separating each field. Chromolaena odorata (Triffid



weed/paraffin weed) is very common, and there are a lot of guava trees that have invaded the

natural vegetation. Crops planted are mainly maize, but some plantains and paw-paws are

grown. People plough all year round with ox-drawn ploughs.

There is not much erosion despite planted slopes being very steep. Soils are Mispah, Clovelly

and Glenrosa with small patches of Hutton. Section 2.6 provides a description of the soil

classification used, and a brief description of the soil types. Along the riverine fringes

adjacent to Fort Harrison road brambles dominate the edges of ploughed fields. The soils on

the alluvial plain are very heavy non-calcareous Oakleaf form soils with a dark yellowish-

brown sub-soil with about 35% clay. Here crops are grown under irrigation (Plate 2.1).

Weedy and invasive species include senna, castor oil, bugweed, inkberry, Ageratum, guava

and Mauritius thorn.

Table 2 4: Legend to the current land use map.

Symbol Character Gradations Used

I Irrigated commercial cultivation

C Rainfed arable commercial cultivation

AT Rainfed mechanised subsistence cultivation

AH Rainfed hand or animal drawn cultivation Density: >75% = 4

50-75% = 3

25-50% = 2

<25% = 1

S Settlement (Homestead plus homestead

cultivation)

Density: >75% = 4

50-75% = 3

25-50% = 2

<25% = 1

Gc Communal grazing

Gf Commercial grazing

F Forest and thicket

B Secondary bush and savanna (little grazing)

P Plantation (exotic)

V Village (dense) with little associated cultivation

GA Abandoned cultivation (now grazing)

R Resort

AH2+S2

etc

A mosaic of AH2 and S2 etc as shown and

defined above



Plate 2.1 Irrigated fields adjacent to the Mzimvubu River.

At the riverside farmers primarily grow cabbage, with some other vegetables inter-cropped,

and occasional avocados, citrus, sugar cane and pecans on small commercial farms. Further

north the slopes become steeper, and the soils are dominated by shallow

Glenrosa/Mispah/Clovelly soil types. Avocados are scattered in a mosaic with old cultivation

and maize.

In places there is a mixture of alluvial flats (with Oakleaf form soils), and steeper terrain with

Clovelly, Mispah and Glenrosa form soils which are not cultivated but occupied by woodland

with emergent taller trees such as Trichilia emetica (Natal mahogany), Ficus sp (Wild fig)

and Harpephyllum caffrum (Ngwenya), with Dichrostachys cinerea (Sekelbos) proliferating

in these areas. The alluvial terrace of the Mzimvubu River at the crossing has fields of

irrigated cabbage and Swiss Chard.

Dundee soils dominate the slope down to the Mzimvubu River where the route is proposed to

cross. Here a Solanum sp secondary thicket dominates, with occasional guavas, wattle, Celtis

africana (White stinkwood), castor oil and other invasive species including Cestrum

laevigatum (inkberry), mulberry and Solanum mauritianum (bugweed).

Further up towards the small dams and at the dams the soils are mainly Mispah form. The

vegetation is a short Acacia woodland invaded by Lantana camara, with limited agriculture

practised.



Part 2: Mzimvubu River to Ntafufu River

Along the Ntafufu River the proposed road will traverse grassland. The dominant soil forms

are Mispah, Glenrosa and Clovelly, with patches of dolerite having very thin Mayo form

soils. Near the villages, cultivation of paw-paws, maize and plantains is limited to areas

around the homestead. Vegetation includes Senna, Mauritius thorn, Ngongoni veld2,

Erythrina caffra (Coral tree), Bugweed and the other Solanum sp. The cattle dip near the

Ntafufu River will have to be relocated and either an underpass or new cattle dip built to limit

the need for cattle to cross the road.

Further towards the Mzimvubu River the large cultivated fields occur on the steeper slopes

away from the homestead areas. These hill slopes have been divided into plots for

cultivation, as defined by hedgerows of grass and little shrubs. At the time, much of this land

was laying fallow, although about two thirds of the mid and lower slopes were cultivated

under maize (Plate 2.2). There was surprisingly little erosion considering the angle of the

slopes under cultivation.

Plate 2.2. Many of the slopes along Section 5 have been cultivated with maize, although at

the time of the site visit these were lying fallow.

Closer to the Mzimvubu River the route enters a wooded area, which is largely Acacia sp with

small patches of forest in the ravines. Closer to the Mzimvubu River there is a patchwork of

cultivated fields with hedgerows of shrubs and bush and a few houses. On the north side of

the Mzimvubu River there is traditional agriculture with small fields and some mangoes on



the river banks, where a very narrow strip of Dundee form soil is found. Further from the

river the soils are derived from the underlying geology.

2.4.2 Section 7: Magwa intersection to Msikaba River

On the deep soils on the plateau along which the road to Msikaba runs (south of the road)

citrus, plantains, guava, tea and maize are grown. Invasive species and agricultural species

which have escaped into the natural vegetation (referred to as volunteers) include Mauritius

thorn. The grasslands are almost pure stands of Aristida junciformis (Ngongoni veld) with

some Monocymbium sp. The area is cultivated near the turn-off from the Lusikisiki-Msikaba

road on the red Hutton form soils found close to the road on the top slopes of Dwyka. Lower

down the valley on Msikaba Formation sandstone the soils are poorer and are not cultivated.

Thus, cultivation in this area is limited to the top site where the good Hutton form soils are,

leaving large open areas of indigenous vegetation on the Msikaba Formation.

Contours in places on the poor sandstone soils suggest that these areas were cultivated a long

time ago, although it is now covered by dense Aristida junciformis grassland. Currently the

area, which will be traversed by the road, is used only for grazing. There is some cultivation

down along the Msikaba River but for the rest of it the Msikaba Formation sandstone soils are

not cultivated.

2.4.3 Section 8: Msikaba River to Mtentu River

The northern side of the Msikaba River is dominated by shallow Mispah form soils, with

sandstone outcrops. The vegetation is mainly Ngongoni veld, dominated by Aristida

junciformis. There are a number of villages in this area, with some cultivation around the

homestead. On the Mtentu section, to the north the Msikaba Formation sandstones dominate,

and the soils are shallow Oakleaf – dark brown sandy loams on mottled sandstone. There is

scattered cultivation mainly associated with homesteads, and no soil conservation works are

in place. Areas between the homesteads are characterised by Aristida junciformis grassland

(with many mole rats), scattered gum tree woodlots and gums associated with the homesteads.

In parts there is a fairly high proportion of informal scattered cultivation with hedgerows of

Mauritius thorn and Agave, interspersed with patches of Ngongoni veld. Soils here are a

mixture of Cartref, Oakleaf and Glenrosa overlaying sandstone, but in places there are

2 Ngongoni veld is a frequently burnt and often overgrazed grassland dominated by Aristida junciformis.



scattered rock outcrops with Clovelly form soils. Clovelly form is probably the dominant soil

cultivated in this area. Maize is almost exclusively the dominant crop. Some use is made of

cow dung as a fertiliser.

North of the road to Mkambati on the grassland above the old Tracor maize scheme lands, a

deep Oakleaf soil, with a dark brown sandy loam B-horizon3 overlying thin yellowish-brown

sandy loam onto a mottled yellowish-brown, yellowish-red sandy clay loam which merges

into weathering sandstone at 1 200 mm, dominates. The agricultural potential for rainfed

cropping here is the best along the entire greenfields section. Topography is very gently

undulating.

Both of the alternative crossings over the Mtentu River take off from Mispah soils and

grasslands. Land use potential at both crossings is limited to grazing or wilderness.

2.4.4 Section 9: Mtentu River to Mtamvuna River

Mispah and shallow Oakleaf form soils on sandstone, with some Clovelly form soils and

Katspruit in the vleis dominate this section of the route. To the west there are areas of a very

heavy weakly structured Hutton with about 50% clay with a very dark A-horizon. Other soils

include a wet Oakleaf/Tukulu form soil with quite good upper soil that would react very much

like an Avalon soil when cultivated. The production potential of this soil is quite good.

Some areas have extensive rock outcrops while others do not have any rock outcrops. The

Ngongoni veld is interspersed with scattered cultivation associated mainly with homesteads,

but no fences or hedgerows surround the cultivated patches. Maize is the dominant crop. In

this area there are patches which are more eroded than any of the other areas along the route.

In some areas scattered Eucalyptus saligna woodlots are found.

2.5 Agricultural infrastructure

The only agricultural infrastructure on which information was found to be available is on

dipping tanks. The Directorate of Veterinary services supplied a map and table of the dipping

tanks for which they have information (Annexure 2, Figure 2.5). From the map it would

appear that their information is limited to the more elevated parts of Pondoland and that the

3 For a description of the soil terminology used, the reader is referred to Soil Classification Working Group (1991) or Soil Survey Staff (1975).



information towards the coast does not necessarily reflect the situation on the ground4. They

are still in the process of collecting information on local dipping tanks’ locations.

2.6 Soils

Soils in the former-Transkei were mapped by the Soils and Irrigation Institute as part of the

government funded Land Type surveys. This information is no longer published, but housed

electronically at some government institutions. The information provided in the form of the

map of Broad Soil Patterns was supplied for the proposed road corridor by the Department of

Agriculture and Land Affairs (Annexure 2, Figure 2.6).

Table 2.5 is based on the broad soil patterns found in the area. It presents information on the

soils, their suitability for agriculture and their sensitivity to being lost due to the toll road.

The larger part of the route is occupied by Map Unit Fa, with low agricultural potential.

The soils in this study were classified using “Soil Classification, A Taxonomic System for

South Africa” (Soil Classification Working Group, 1991). The “Taxonomic System”

differentiates soils at two levels, the soil form level and the soil family level. Soil forms are

defined on the basis of the super-imposition of defined diagnostic topsoil and subsoil horizons

and other defined materials. The classification system defines five surface horizons and 25

subsoil horizons and materials. On this basis 73 soil forms have been classified. In turn 19

sets of properties are used to distinguish soil families within the soil forms. Not all sets of

properties are used in each form to distinguish the families, it being more normal to use one or

two sets of appropriate properties within a family. Soil form names and soil family names

have been taken from farm names in South Africa where the soils have been described. The

reader is referred to the classification system5 for details of the system and for the definitions

used. Descriptions of the soil forms found in the study area follow:

• The Hutton form has an Orthic A horizon overlying an Apedal (unstructured) Red B

horizon.

• The Fernwood form has an Orthic A horizon overlying an E horizon on unspecified

material. Families are differentiated on the basis of whether the Orthic A horizon is

4 For example, the dip tank at the Ntafufu River where the route will rejoin R61 is not shown on the map. 5 Soil Classification Working Group (1991) Soil Classification A Taxonomic System for South Africa

Memoirs on the Agricultural Natural Resources of South Africa No 15 Dept Agricultural Development Pretoria. ISBN 0-621-10784-0



light coloured or dark coloured, whether the E horizon is grey or yellowish when

moist and whether lamellae6 are present or not.

• The Clovelly form has an Orthic A overlying a Yellow-Brown Apedal B horizon

overlying an unspecified subsoil. Families are differentiated, as in the Hutton form,

on the basis of base status and clay accumulation. These soils have a low fertility and

waterholding capacity comparable with that of the Hutton form soils of the same clay

content.

• The Katspruit form has an Orthic A overlying a G horizon. The A horizon

characteristically has an accumulation of organic matter insufficient, however, to

qualify as an Organic A. These soils are normally wet for the larger part of the year

and for that reason are unable to support mesic plants. Generally these soils are not

suitable for crop production, except perhaps rice.

• The Oakleaf form has an Orthic A horizon overlying a Neocutanic B horizon

overlying a subsoil with no signs of wetness. Families are differentiated on the basis

of colour (bleached or non-bleached A horizon and red or non-red B horizon) and

whether there is an increase in clay content down the profile.

• The Glenrosa form has an Orthic A overlying a Lithocutanic B horizon. Families are

differentiated, on the basis of whether the A is bleached, whether the B is hard,

whether there are signs of wetness and whether the B is calcareous or not. These soils

are generally shallow, have a variable fertility and waterholding capacity depending

on the rock type from which they are derived.

• The Mispah form has an Orthic A overlying hard rock. Families are differentiated, on

the basis of whether the A is bleached, and whether the A is calcareous or not. These

soils are generally very shallow, have a variable fertility and waterholding capacity

depending on the rock type from which they are derived.

• The Mayo form has a Melanic A overlying a Lithocutanic B horizon. Families are

differentiated, on the basis of whether the B is calcareous or not and whether the B is

hard. These soils are generally shallow but have a moderate fertility and waterholding

capacity.

• The Dundee form has an Orthic A overlying a stratified alluvium. Families are

differentiated, on the basis of whether the alluvium is reddish or not, whether there

are signs of wetness and whether the the soil is calcareous within 1 500 mm or not.

These soils are generally deep, have a variable fertility (generally fertile) and

waterholding capacity depending on the texture, which is highly variable.

6 Wavy horizontal layers which are enriched in clay, organic matter or sesquioxides relative to the

surrounding soil.



Four soil profiles, representative of the different kinds of soil along the route, were sampled

and analysed. Descriptions and analyses are provided in Annexure 3. Soils are described in

the terms defined by the Soil Classification Working Group (1991), Soil Survey Staff (1951

and 1975). The analyses confirm that the soils are very acid and dystrophic (low in bases).

Aluminium will certainly be present in the soils at levels toxic to plants sensitive to such

conditions. Maize will respond to moderate levels of liming as well as nitrogenous,

phosphatic and potassic fertilisers. There could also be a range of trace elements in short

supply.

2.7 Land use potential

Land use potential is governed by a combination of factors dominated by soil character,

landform and climate. The climate along the route is subtropical with a moderate rainfall

(about 1 000 mm along the coastal stretches and about 800 mm inland). For the most part,

geomorphology is the single characteristic which dominates the genesis of soils so that

landform tends to be the most important factor which is indicative of land use potential. Thus,

while the soils are most important in defining land use potential, soil character tends to be

covariant with landform. The analysis of slopes provided by Department of Agriculture and

Land Affairs therefore provides the best indication of potential in the absence of a map

showing this character (Annexure 2, Figure 2.7).

The slope map shows large areas to have an average slope of 3-6%, making it physically

suitable for arable agriculture. However, this area is also largely occupied by Fa soils, which

are poorly suited to arable agriculture. Good opportunities for agriculture are limited to the

Ia, Aa and Ad soils, which also have gentle slopes.

For the larger part, the potential for agriculture is limited by steep slopes and shallow soils to

small patches but there are small areas along the Mzimvubu River and larger upland areas

north-east of the Msikaba River where there are soils suitable for rainfed agriculture on a

commercial scale.



Table 2.5: Legend to map of broad soil patterns.

Map

Symbol Description Location

Suitability

for Arable

Sensitivity

to Toll Rd.

Aa Red and yellow apedal soils

with a humic horizon

On old land surfaces

east of Lusikisiki

High High

Ab Red and yellow, apedal or

weakly structured soils with

low to medium base status

On inland old land

surfaces

High High

Ac Red, apedal or weak

structured soils with medium

to high base status

On old land surfaces

near Flagstaff

High High

Ad Yellow or red, excessively

drained sandy soils with high

base status - dunes are present

Inland of study area Low Low

Db Prismacutanic horizons - not

red (less than half red colour).

In the upper Msikaba

River catchment

around Manteku

Low Low

Fa Soils with a sandy texture,

leached and with subsurface

accumulation of organic

matter, iron and aluminium

oxides, either deep or on hard

or weathering rock.

Widespread on

Msikaba sandstones.

The most common

soil pattern.

Low Low

Hb Regic sands Coastal dunes Mod Low Low

Ia Alluvia Along major rivers High High

Ib Rock areas with

miscellaneous soils(60 - 80 %

Rock)

Steep river valleys Low Low



2.8 Potential key issues

2.8.1 Introduction

In this section, the six key environmental issues identified as a result of the road are described

in terms of their cause and comment, and general recommendations on how to mitigate these

impacts are provided. The following section provides a rating on the severity and significance

of these impacts for each of the 11 sections of road introduced earlier. The six potential

environmental issues are:

Issue 1: Loss of productive land

Issue 2: Loss of access

Issue 3: Change in drainage

Issue 4: Improved regional access

Issue 5: Loss of soil

Issue 6: Loss of use of reserve

2.8.2 Issue 1: Loss of productive/potentially productive land

General comment

In the terrain through which the road passes, the most likely place for good, potentially

productive soil to occur is on the top slopes and more gently sloping positions in the

landscape (such as on the divide/watershed between two drainage systems) and on relict land-

surfaces. This is also usually the most suitable/cost effective position on which to place a

road. The significance of the loss of a few hectares of productive land is greater on small,

intensively farmed properties than on larger extensively farmed properties and can make the

remainder (after excision of a portion for the road) of a farm non-economic. The value which

is placed on a portion of a farm is often greater than the average land value of the farm.

The significance of any loss of land on the Mtamvuna-Isipingo stretch is considered greater to

the economy than elsewhere along the proposed route because of the intensive nature of

smaller farms there. However, most activities will take place in the road reserve, and no

significant loss of arable land is anticipated. The loss of productive land in a subsistence

farming community would probably be socially more significant than elsewhere as a larger

number of families would be impacted per hectare of productive land lost than with

commercial agriculture. The social cost may be more important than the intrinsic (land value)

cost, but this aspect is assessed in the Social Impact Assessment.



Land which is not suitable for arable agriculture is most often suitable for grazing. The

carrying capacity of the range (expressed in terms of the number of hectares required to carry

a Large Stock Unit7) must be assessed in order to quantify the impact of the loss of grazing

land. Loss of a portion of the range of a farm/communal grazing area will mean more pressure

is put on the remainder, unless stock numbers are reduced proportionally. Reduction in stock

numbers may drastically affect the farm economics. In communally grazed land, loss of a

portion of range is unlikely to make any livestock owner voluntarily reduce their holdings.

This will thus lead to increased pressure on the remaining grazing, which could lead to

deterioration in species composition of the range and/or cover, which in turn can lead to

increased run-off and erosion potential. In the longer term in communally grazed range, loss

of range will lead to a reduction in numbers through stock deaths in dry periods and to lower

productivity, leading to fewer births8.

Mitigation

There is little that can be done in mitigation since it may cost a lot more to align a road onto

non-productive land. However, non-productive land along the greenfields section of the

proposed toll road route is generally ecologically more sensitive because it has more remnants

of both plant and animal populations less affected by people and their activities/livestock. A

“trade off” between ecological losses and agricultural losses is necessary and in the larger

picture, the ecological loss is more significant than the value of the agricultural resource.

Recommendations

Where a portion of small free-hold title farms must be alienated, the option of purchasing the

whole farm and not just a portion of it should be offered to the land-owner. After subdivision,

the remaining portions not used by the road can be sold to the relevant neighbouring farmers

to be consolidated with their land. This same principle could be applied to communal land.

The problem here is to find similar land which is available for displaced people to move to.

A detailed socio-economic assessment of the conditions pertaining to agriculture along the

road route should be undertaken during final road design, so that people with whom such

discussions should take place can be identified timeously.

7 A Large Stock Unit (LSU) is defined as the equivalent of a steer with a mass of 450kg and a mass gain of 500g per day on a grass pasture with a mean digestible energy concentration of 55%. 8 Stock numbers in communally grazed areas are generally governed by the “ecological carrying capacity”. Numbers increase in wet years when there is more fodder available and decrease in dry years when fodder is sparse.



A survey of land use, soils and land capability of the land which is to be alienated from

agriculture will be required for the EMP/compensation calculation regardless of the land

capability; however, where land capability is obviously low, the effort required to obtain the

information is much less and the specifications of the required soil survey (150m x 150 m grid

and augering to 1 200 mm depth for good quality land) can be relaxed9.

2.8.3 Issue 2: Loss of access

General comment

Loss of access across the proposed road (from one side to the other) can be a serious problem

to the agricultural sector both with respect to current operations and future planned

operations. Farmers (commercial and subsistence) and their livestock can have their access to

different portions of the land, or to water and such infrastructure as kraals, dipping tanks,

crushes and shearing sheds which they utilise, cut off from their main operations. The road

can effectively sterilise portions of the land to which they previously had access.

In the case of privately owned (free-hold) farms, particularly small farms, the loss of access to

a portion of the farm may render the remainder uneconomic. A road can cross various

infrastructural features such as waterways, drains, irrigation pipes (particularly gravity fed

systems can be adversely affected), domestic and livestock water supply pipes etc., requiring

diversion or incorporation into the road design. With communal land the provision of access

culverts/underpasses at suitable intervals will be possible but in commercial farmland the

number of culverts necessary to accommodate all situations could be too great, particularly

where farms are small.

Mitigation

Consultation with farmers during the final design stage is essential for the planning of access

points. The type of culvert required can vary from culverts for large machinery in the case of

timber and sugar cane farms, to small culverts for drainage and livestock to pipes allowing

passage of irrigation pipes, electric cables etc. It is possible to mitigate most access problems

but in the interest of cost, some compromise will be necessary, and consultation with the

farmer/community is essential to establish what the best compromise would be in each

instance.

9 This can only be done when the exact route has been earmarked and the affected people and assets identified. In this project that becomes a part of the Environmental Management Programme



Recommendations

Mitigation measures must be planned in consultation with the potentially impacted

farmer/community. During detailed road design, before construction commences, a socio-

economic survey of the people and their activities along the pegged route should be

undertaken. An agriculturalist should be involved in interviews with commercial

farmers/communities to reach agreement on the siting and type of access points10.

2.8.4 Issue 3: Change in drainage patterns

General comment

Some soils drain laterally through the soil body. This is prevalent on gentle slopes and light

textured soils, such as occur on Msikaba Formation sandstone. A road can impede this lateral

drainage, making the soils on the up-slope side of the road wetter than they were and those on

the down-slope side drier than they were. Depending on the nature of the soils prior to road

construction there may be some improvement on either side or there may be loss of

productivity on both sides, and this loss can be serious.

Soil conservation works (contour banks) are designed with a low gradient to remove run-off

water at a controlled rate so as to prevent soil erosion. A road may interfere with this surface

drainage system, cutting off drainage or putting more water into the system at various points

than it was designed for. Soil conservation works may have to be redesigned and constructed

following bisection by the road.

A road will concentrate run-off water towards particular culverts. This can lead to an

increased erosion hazard below the culvert where run-off water flows under the road. The

soils on the down-slope side of drainage culverts will be made wetter by the discharge waters.

This can make them waterlogged and unproductive.

A road may alter the catchment area of a small dam by changing the configuration of the

surface water run-off. It could increase the catchment (and perhaps endanger the dam) or

decrease it (and decrease its yield).

These impacts are very much site specific and until the road is pegged and culvert sites fixed,

it is not possible to establish the probability of such impacts occurring.

(Compensation).



Mitigation

Some positive impacts can be gained by the construction, at suitable points, of stock watering

dams in commonages and in stock farming land to mitigate against the loss of current

watering points. Farmers and communities should be consulted in this regard.

It will not be possible to mitigate soil moisture changes in the case of the drying out of moist

soils through cutting off lateral drainage to soils down-slope of the road, but where wet soils

result from the road damming lateral drainage or culverts spilling water over land, artificial

drainage can be installed (perforated pipes) to drain wet spots. In many cases such effects

cannot be predicted beforehand, and it is necessary to mitigate such impacts after they appear.

Where it is necessary to redesign conservation works, this should be done in consultation with

the farmer/community.

Recommendations

Farmers and communities must be consulted before road design is finalised so that mitigation

measures can be built into road design. Provision must be made for the post-construction

assessment of impacts on soil drainage and mitigation thereof.

2.8.5 Issue 4: Improved regional access

General comment

While a toll road will result in cutting off local access and many local roads and access routes

may become restricted by it, access on a broader scale will be improved and this will aid

agriculture and forestry, particularly in the Pondoland area, by increasing access to requisites

and by making regional and national markets more accessible. The cost of road transport

from most of the road route to the port cities of Durban and East London will be greatly

reduced. This will, for example, improve the profit margins of exporting wood chips from

eradicated black wattle as well as from other timber products, and could well open up the

Eastern Cape to timber production.

Improved access can have a downside. Theft of agricultural produce, livestock and equipment

will increase, particularly in the vicinity of larger towns.

10 Access in other sections of this report refers to access to the road. In this section it is access to land which is referred to. A fenced road can deny access to the other side.



Mitigation

In general the impact can be regarded as positive in terms of agriculture.

Recommendations

To enhance the positive impact of the toll road on agriculture and forestry, the agricultural

and forestry sectors should be consulted regarding the location of access points for secondary

roads, to allow for commercial traffic.

2.8.6 Issue 5: Loss of soil

General comment

In addition to the impact which road construction has on the soil landscape in terms of loss of

land use/productivity (Issue 1: Loss of productive land), the construction of the road can

result in the loss of or damage to the soil body per se. Soil which is in the path of the road will

be stripped and may be used in the rehabilitation of other sections of the road (such as on

exposed banks, drains etc.), or it may be used to cover spoil heaps or be stored in stockpiles

for future use. Depending on the configuration of the soil heaps and where they are placed,

the character of the soil is likely to change.

Where the road is to be widened within the road reserve, soil which was not in productive use

but which was still in a form which was potentially productive, will be stripped from the site

to make way for roadworks. This soil resource will be lost/altered to the extent that it is no

longer classifiable as a natural soil11 but rather as a man-made soil deposit12 (Witbank Soil

Form). Although the existing road reserve has been fenced off in parts, the soil has not been

impacted on everywhere. There remains soil on the verges and between the current road and

the fence. In places this will now be stripped in the proposed project to make way for road

expansion.

Mitigation

There is no mitigation which can remove the impact of soil loss; however, the loss can be

diminished by putting the excavated soil to good use in covering exposures, spoil areas etc. or

in stockpiling it and grassing it for future use in rehabilitation work.

11 In terms of the National Soil Classification System (Soil Classification Working Group, 1991). 12 In the same way as an oak tree is transformed from an oak tree to oak wood by the felling and sawing process, a bag or heap of soil is still soil but cannot be classified as the soil form to which it originally belonged because it no longer has the same multi-dimensional nature which characterises that soil form.



Recommendations

Soil must be stripped from areas to be used for road works, spoil areas, borrow pits etc. for

later use in rehabilitation. Topsoil13 must be stockpiled separately from subsoil. Stockpiles

should not be higher than 2 m to avoid compacting, and should be seeded to maintain

biological activity and to keep alien invaders species from becoming established. Care must

be taken not to allow heavy traffic over the soil.

Table 2.6: Grass species and amount of seed (kg/ha) to apply to rehabilitated structures.

Grass species Seeding rate (kg/ha)

(or gm/m2 x 10)

Digitaria eriantha 3

Chloris gayana 3

Eragrostis tef 1.0

Bromus catharticus 2.5

Festuca arundinacea 2.5

Panicum maximum 2

Paspalum dilitatum 2

Total seed per hectare 16

The soil should be fertilised at a rate of 400 kg 2:3:2(22) per ha before seeding with a mixture

of commercially obtainable grass seed. No irrigation is needed, as there is sufficient winter

rain in average years to keep late-planted seedlings alive. However, any rehabilitation strategy

should include liming of soils at a rate of 2 tons agricultural lime (there is an inverse Ca:Mg

ratio and dolomitic lime is not suitable). Fertilisation at a rate of 500 kg 2:3:2/ha should be

applied. Care must be taken to strip topsoil and store it separately from the subsoil for use in

rehabilitation. The subsoil of these soils generally has a much higher aluminium content than

the topsoil and will require heavier doses of lime to ameliorate the condition. The soils also

have a low buffer capacity and too much lime can upset the balance of cations, thereby

causing trace element deficiencies.

None of these grasses suitable for rehabilitation shown in Table 2.6 below14 pose any threat of

proliferation in the area. Most are indigenous and will probably gradually be replaced by

Cynodon dactylon (Couch/kweek grass).

13 Topsoil is normally about 40cm thick. It is the dark coloured biologically active soil which overlies the subsoil often of contrasting colour. 14 If the topsoil is to be used within a short period (1 year) Eragrostis tef may be used alone but because it is poorly self-seeding it cannot be used beyond a single season.



2.8.7 Issue 6: Loss of use of land within the existing road reserve

General comment

In much of the road reserve between the Kei River and Ndwalane (near Port St Johns) the

reserve is no longer fenced. The community makes use of the land for grazing and

occasionally for cultivation. In many places people occupy land within the 95 m building

restriction area (in terms of Section 11 of Act 21 of 1940; Roads and Ribbon Development

Act). Agriculture is practised in association with their homesteads. In some peri-urban places

in KwaZulu-Natal people even cultivate parts of the fenced road reserve.

Although the use of such land is not legal, the perception of the people who use it is that they

are within the law. In many cases they have been given permission to occupy the land by

tribal authorities or the former-Transkei government. This issue could become politically

sensitive if the developer contests the right of the occupier to use of the land15.

The grazing along the road is generally better than that away from the road because the run-

off of rain water from the road surface results in better grass growth in the narrow band along

the road. This results in a (dangerous to traffic) concentration of livestock within the road

reserve. Fencing of the reserve will mean the loss of use of this resource to livestock and a

consequent increase in grazing pressure on the remaining grazing land in the vicinity of the

road.

Mitigation

Nothing can be done in mitigation of this impact.

Recommendations

The road must be fenced to safeguard both traffic and livestock. It could be argued that stock

losses due to lost grazing will be offset by the diminished kills on the road. Grass within the

road reserve should be mown/cut each year where possible to help prevent the spread of fires.

2.9 Environmental significance for each section of road

2.9.1 Section 1: East London to Komga Interchange

As the existing N2 between the Gonubie Interchange and the Great Kei River is generally in a

poor to fair condition, it is envisaged that pavement rehabilitation measures will be required

along this section, together with upgrading (e.g. the addition of “climbing” lanes for short



distances up steep grades to allow faster vehicles passing opportunities, the repair of existing

road surfaces where conditions are unsafe, and improvements to intersections and

interchanges at various points along the route).

Upgrading of the road is planned largely within the existing road reserve which is fenced.

Some land acquisition will be necessary for the new Komga-King Williams Town

interchange. It is not known to what extent further land acquisition will be required. In this

section there will be a NON-SIGNIFICANT impact on Issue 6: Loss of use of reserve.

The environmental impacts along this section of the route are generally localised in extent,

and range from LOW to MODERATE significance. The existing servitude/road reserve will

provide sufficient space for improvements, except for a few intersections, and the new

interchanges (J. Gibberd, pers comm.). There will only be additional land alienated for

additional turning lanes at intersection upgrades, where approximately 300m x (1 to 5m) may

be required, depending on earthworks requirements at the specific intersection upgrades.

However, land will be required for new interchanges. Thus, the loss of productive land and

access for agricultural purposes has been rated as being of MODERATE significance, but the

confidence is unsure as the exact design of the Komga exchange is not known at this time.

Improved regional access results in a beneficial impact of MODERATE significance. Table

2.7 summarises the issues and impacts of the road along this section, with and without

mitigation.

2.9.2 Section 2: Komga interchange to Ngobozi

This existing section of road has recently been upgraded and no further construction is

envisaged, and the following five impacts are NON SIGNIFICANT:

Issue 1: Loss of productive land

Issue 2: Loss of access

Issue 3: Change in drainage

Issue 5: Loss of soil

Issue 6: Loss of use of reserve

15 In much the same way as occupants of informal settlements may not be summarily evicted from land which they illegally occupy, it will be necessary to negotiate with such people.



Although some land will be required for the Ngobozi Toll Plaza (Plate 2.3), it is unlikely to

result in any significant impacts. However, improved regional access results in a beneficial

impact of MODERATE significance (Table 2.8).

Plate 2.3 The land required for the Ngobozi Toll Plaza is dominated by Aristida congesta

(Ngongoni veld)

2.9.3 Section 3: Ngobozi to Umtata

The existing N2 between Ngobozi and Umtata is generally in a poor to fair condition. It is

envisaged that pavement rehabilitation measures will be required, together with upgrading

(e.g. the addition of “climbing” lanes, the repair of existing road surfaces where conditions

are unsafe, and improvements to intersections). The existing two-lane road has sections of

sub-standard horizontal and vertical alignment which will be investigated for upgrading, as

well as safety improvements for pedestrians and accesses.

Upgrading to a four-lane undivided road is being implemented during the concession period

between Ndabakazi and Butterworth, Butterworth and the Msobomvu intersection, and

Viedgesville and the Umtata CBD. A toll plaza is planned above the Bashee river cuttings,

close to the Candu River.

Despite the fact that sufficient land within the road reserve exists for the planned upgrades

(J.Gibberd, pers comm.), since people along this section of the route use the land within the

road reserve for grazing, access for stock and other agricultural purposes, there will be a



permanent, severe impact of MODERATE significance on loss of productive land, loss of

access and loss of use of the road reserve. There will be NO SIGNIFICANT impact from

changes to drainage. However, improved regional access definitely results in a beneficial

impact of MODERATE positive significance.



Table 2.7: Impact of the proposed works on Section 1: East London to Komga Interchange.

WITHOUT MITIGATION WITH MITIGATION ISSUE/IMPACT

Risk Temporal Spatial Cert. Severity Significance Severity Significance

1. Loss of productive land Definite* Permanent Road

reserve Unsure Very severe MODERATE Very severe MODERATE

2. Loss of access Unlikely Permanent Localised Unsure Severe MODERATE Severe MODERATE

3. Change in drainage Unlikely Permanent Localised Unsure Slight LOW No effect NOT SIG

4. Improved regional access Definite Permanent Regional Definite Beneficial MODERATE

(+ve) Beneficial

MODERATE

(+ve)

5. Loss of soil Definite Permanent Road

reserve Definite Very severe LOW Severe LOW

* In terms of the description of activity supplied by the consortium, other than at the Komga interchange, activity would be limited to within the current road

reserve.

Table 2.8: Impact of the proposed works on Section 2: Komga Interchange to Ngobozi.



4, Improved regional access Definite Permanent Regional Definite Beneficial MODERATE

(+ve) Beneficial

MODERATE

(+ve)



Table 2.9: Impact of the proposed works on Section 3: Ngobozi to Umtata.



1. Loss of productive land Definite Permanent Road

reserve Unsure Severe MODERATE Severe MODERATE

2. Loss of access Definite Permanent Localised Definite Severe MODERATE Severe MODERATE

3. Change in drainage Unlikely Permanent Localised Unsure Slight LOW No effect NO SIG


(+ve) Beneficial

MODERATE

(+ve)


reserve Definite Very severe MODERATE Severe MODERATE

6. Loss of use of reserve Definite Permanent Road

reserve Definite Severe MODERATE Severe MODERATE



2.9.4 Section 4: Umtata to Ndwalane

The section of the route between the Umtata CBD and the Ngqeleni Intersection will be

upgraded to a four-lane, dual carriage way road. After the Ngqeleni Intersection, the road is

in a poor to fair condition. It is envisaged that pavement rehabilitation measures will be

required along this section of the route, together with upgrading (e.g. widening the road, the

addition of “climbing” lanes, the repair of existing road surfaces where conditions are unsafe,

and improvements to intersections and interchanges at various points along the route). A toll

plaza is planned in the vicinity of Ntlaza Mission, near the Tutor Ndamase Pass.

As with the previous section, people along this section of the route use the land within the

road reserve for various purposes, so there will also be a permanent, severe impact of

MODERATE significance on loss of productive land, loss of access and loss of use of the

road reserve, at the scale of the road reserve. Other impacts are also the same as for the

Ngobozi to Umtata section. Table 2.10 summarises the issues and impacts of the road for

section 4.

2.9.5 Section 5: Ndwalane up to and including Ntafufu River crossing


This is the first of the greenfields section of road. There will be NO SIGNIFICANT impact

from the loss of land in the road reserve (Issue 6). Since there are commercial farms along this

section, with fields planted under irrigation through which the road will traverse, there will

therefore definitely be a loss of productive land and loss of access, resulting in a severe

impact. Since only small portions of productive land will be lost, this impact is rated as being

of LOW significance. However, the loss of access could compromise the financial feasibility

of the commercial farms through which the road traverses, so this impact is rated as

MODERATE after mitigation (discussed in section 2.8.3). Change in drainage may occur,

but the slight impact of MODERATE significance is rated unsure, as no design details are

available. Although loss of soil is regarded as a very severe impact, the overall environmental

significance is regarded as LOW, since the road traverses poor soil not suited to cultivation

for the most part and because of the small area of land involved. Table 2.11 summarises the

impacts and their relevant rating scales.



Table 2.10: Impact of the proposed works on Section 4: Umtata to Ndwalane.




reserve Unsure Severe MODERATE Severe MODERATE

2. Loss of access Definite Permanent Localised Definite Severe MODERATE Severe MODERATE



(+ve) Beneficial

MODERATE

(+ve)


reserve Definite Very severe MODERATE Severe MODERATE

6. Loss of use of reserve Definite Permanent Reserve Definite Severe MODERATE Severe MODERATE



Table 2.11: Impact of the proposed works on Section 5, Part 1: Ndwalane to Mzimvubu River.



1. Loss of productive land Definite Permanent Road reserve

Definite Severe MODERATE Very severe LOW

2. Loss of access Definite Permanent Corridor Definite Severe MODERATE Mod severe MODERATE 3. Change in drainage May occur Permanent Localised Unsure Slight MODERATE Slight MODERATE

4. Improved regional access Definite Permanent Regional Definite Beneficial MODERATE (+ve)

Beneficial MODERATE (+ve)

5. Loss of soil Definite Permanent Road Reserve

Definite Very severe LOW Severe LOW

Table 2.12: Impact of the proposed works on Section 5, Part 2: Mzimvubu River to Ntafufu.



1. Loss of productive land Definite Permanent Road Reserve

Definite Severe MODERATE Severe LOW

2. Loss of access Definite Permanent Corridor Definite Severe HIGH Mod severe MODERATE 3. Change in drainage May occur Permanent Localised Unsure Slight MODERATE Slight MODERATE

4. Improved regional access Definite Permanent Regional Definite Beneficial MODERATE (+ve).


5. Loss of soil Definite Permanent Road Reserve

Definite Very severe LOW Severe LOW



Part 2: Mzimvubu to Ntafufu River

This greenfields section of road passes through cultivated areas close to the river, as well as

many cultivated fields on the steeper slopes away from the homestead areas, predominantly

under maize cultivation. The road will therefore impact severely due to a loss of access, as

well as a loss of productive land. The former impact will be of MODERATE significance,

and the latter of LOW significance, as the level of production is low due to poor soils and

because the extent of the area which is to be alienated is small. There will also be a slight

change in drainage along this section, and although this impact will be MODERATE, as

changes to drainage patterns may affect agricultural productivity, the confidence is rated

unsure. This will affect a number of people living in close proximity to the road, who rely on

agriculture for their subsistence. Loss of soil will also be severe, although the environmental

significance is LOW. As with the previous sections, improved access is beneficial, and there

will be NO SIGNIFICANT impact from loss of use of the road reserve. Table 2.12 provides

further details on these ratings.

2.9.6 Section 6: Ntafufu to Magwa intersection

This is a section of existing road that will be upgraded and rehabilitated to improve the

design, speed and safety of this section. Where necessary, “climbing” lanes will be added and

the road cross-section widened. People currently enjoy the benefits of uncontrolled access to

the road, with concomitant benefit for agriculture. Loss of access and productive land will

therefore be severe, permanent impacts of HIGH and MODERATE significance

respectively. However, from a regional perspective, improved access will result in a

beneficial impact of HIGH significance. A change to drainage is likely to be slight, but we

are unsure if this impact will be of LOW significance. Loss of soil, although very severe in

localised areas, is likely to be of LOW environmental significance. Loss of use of the road

reserve will have NO SIGNIFICANT affect, as people do not use the road reserve in this

area for agricultural production. The significance of different impacts within this road section

is presented in Table 2.13.



Table 2.13: Impact of the proposed works on Section 6: Ntafufu to Magwa intersection.



1. Loss of productive land Definite Permanent Road Reserve

Unsure Severe MODERATE Severe MODERATE

2. Loss of access Unlikely Permanent Localised Unsure Severe HIGH Severe HIGH 3. Change in drainage Unlikely Permanent Localised Unsure Slight LOW No effect NO SIG 4. Improved regional access Definite Permanent Regional Definite Beneficial HIGH (+ve ) Beneficial HIGH (+ve) 5. Loss of soil Definite Permanent Localised Definite Very severe LOW Severe LOW

Table 2.14: Impact of the proposed works on Section 7: Magwa interchange to Msikaba River.




Definite Severe LOW Severe LOW

2. Loss of access Definite Permanent Corridor Definite Severe HIGH Mod severe MODERATE 3. Change in drainage May occur Permanent Localised Unsure Slight MODERATE Slight MODERATE



5. Loss of soil Definite Permanent Road reserve

Definite Slight LOW Slight LOW



Table 2.15: Impact of the proposed works on Section 8: Msikaba river to Mtentu river.




reserve Definite Severe LOW Severe LOW

2. Loss of access Definite Permanent Corridor Definite Severe HIGH Mod severe MODERATE

3. Change in drainage May occur Permanent Localised Unsure Slight MODERATE Slight MODERATE


(+ve) Beneficial

MODERATE

(+ve)

5. Loss of soil Definite Permanent Road path Definite Very severe LOW Severe LOW



2.9.7 Section 7: Magwa intersection to Msikaba River

This greenfields section of road is mainly used for grazing, but there is some cultivation along

the Msikaba River. For the remainder of the area the poor Msikaba Formation sandstone soils

are not cultivated. Thus, the loss of productive land and the loss of soil will be of LOW

significance. Loss of use of the road reserve is not an issue, as there is no road reserve. Loss

of access will be severe, and requires mitigation to reduce the impact to MODERATE

significance. From a regional perspective, improved access will result in a beneficial impact

of MODERATE significance. Table 2.14 summarises the ratings for these impacts.

2.9.8 Section 8: Msikaba to Mtentu River

This greenfields section of road is used for grazing, cultivation and residential areas. The

impacts along this section on agriculture are identical to those in the previous section, and

require no further discussion. The loss of productive land is given a LOW significance rating

because the extent of land which is to be alienated is small (170 ha). The significance of

different impacts within this road section is presented in Table 2.15.

2.9.9 Section 9:Mtentu to Mtamvuna River

This greenfields section also has a mosaic of residential, cultivation and grazing land used for

subsistence purpose and losses are not likely to be significant because they are really small.

There is scattered cultivation in this section which also includes the old Tracor maize project

which has good soils. The significance if the loss is still rated LOW, however, because the

area which will be alienated is small. Table 2.16 below summarises the impacts within this

section of the road.



Table 2.16: Impact of the proposed works on Section 9: Mtentu River to Mtamvuna River.




Definite Moderately Severe

LOW Moderately severe

LOW

2. Loss of access Definite Permanent Corridor Definite Moderately severe

MODERATE Mod severe LOW

3. Change in drainage May occur Permanent Localised Unsure Slight MODERATE Slight MODERATE




Definite Severe LOW Severe LOW

Table 2.17: Impact of the proposed works on Section 10: Mtamvuna River to Umkomaas Interchange.




Unsure Severe LOW Severe LOW

2. Loss of access Unlikely Permanent Localised Unsure Severe LOW Severe LOW 3. Change in drainage Unlikely Permanent Localised Unsure Slight LOW Slight LOW 4. Improved regional access Definite Permanent Regional Definite Beneficial HIGH (+ve) Beneficial HIGH (+ve)


Definite severe LOW Severe LOW



Table 2.18: Impact of the proposed works on Section 11: Umkomaas interchange to Isipingo interchange.




reserve Unsure Severe LOW Severe LOW

2. Loss of access Unlikely Permanent Localised Unsure Severe LOW Severe LOW


4. Improved regional access Definite Permanent Regional Definite Beneficial HIGH (+ve) Beneficial HIGH (+ve)


reserve Definite Severe LOW

Moderately

severe LOW



2.9.10 Section10: Mtamvuna River to Umkomaas interchange

The approximately 22 km section from the Mtamvuna River to Southbroom Interchange is to

utilise the existing R61. This section of road is characterised by frequent access points, which

currently serve a number of coastal resorts and the more rural areas of KwaZulu-Natal. The

existing road intersection layouts will be improved, where required, to optimise road-user

safety. Toll plazas are planned in the Park Rynie area and between the Moss Kolnick and

Isipingo interchanges. The environmental impacts along this section of the route are

generally localised in extent, and range from LOW to MODERATE significance. The

existing servitude/road reserve will provide sufficient space for improvements, except for a

few intersections, and the new interchanges (Mr. J.Gibberd, pers comm.) There will only be

additional land alienated for additional turning lanes at intersection upgrades, where

approximately 300m x (1 to 5m) may be required, depending on earthworks requirements at

the specific intersection upgrades. However, land will be required for new interchanges and

toll plazas. Thus, the loss of productive land and access for agricultural purposes has been

rated a being of LOW significance because of the limited extent of the impact, but the

confidence is unsure as the exact design of the interchanges are not known at this time.

Improved regional access results in a beneficial impact of HIGH significance. Table 2.17

summarises the issues and impacts of the road along this section, with and without mitigation.

2.9.11 Section 11:Umkomaas interchange to Isipingo interchange

The Southbroom Interchange to Hibberdene section will utilise the existing government

operated South Coast Toll Road. The existing road will be rehabilitated, where required.

The section from Hibberdene to Isipingo Interchange (Durban) is proposed to utilise the

existing N2 south coast road. Sections of the existing road will be widened by the addition of

a lane in each direction, and rehabilitated, where required. The impacts on this section of

road are the same as for that above. Table 2.18 summarises the issues and impacts of the

project with and without mitigation.

2.10 Conclusions

It is important that Integrated Environmental Management procedures are used in road design

so that mitigating measures can be built into the road design. It is important that the process of

identifying impacts and mitigating them continues up to and into the operational phase of the

project. At this stage the project has been defined in concept only. The appointed contractor

will finalise actual detail if the project goes ahead. Most of the impacts can only be identified



and mitigated in generic terms at this stage and there is therefore always a real danger that

actual impacts may have escaped identification at this stage because of the broad approach.

The spoil areas and borrow pits, whose sites have not yet been determined, have both generic

and site specific impacts. Mitigation measures need to be tailored to the site in many cases

and cannot be dealt with in this EIA, but will be dealt with in the detailed design phase. Social

impacts and impacts on land use especially need further study during the detailed design stage

so that final land use for each structure can be planned around the community/land owners’

requirements.

When the final road has been designed and pegged, farmers and communities who will be

impacted must be consulted regarding their use of resources so that mitigating measures can

be tailored to suit their purposes (the siting of underpasses etc). In most cases generic

mitigation measures will not suffice and they must be tailored to each farm/farmer.

A detailed survey of land use, soil, land capability, veld type, condition and carrying capacity

will be required by the authorities of all land that is to be alienated from agriculture. It will

also be required to determine compensation. Much of the land that is traversed by the road

route has a low agricultural potential being suited mainly for grazing. The preliminary

agricultural potential map (Figure 2.6 and 2.7, Annexure 2) prepared in this study is too

generalised and therefore not suitable for assessing impacts to individual farmers.

The land between the Kei River and the Mtamvuna River that is communally grazed and

tribally controlled does not have a well developed agricultural industry compared with that on

either side of the former-Transkei where commercial agriculture is practised. Because it is

unfenced it may look to the layman to be unused; there is however little land in the former-

Transkei which is unused.

Along the proposed route, in the Eastern Cape stock farming is the dominant commercial

farming enterprise, while in KwaZulu-Natal it is banana, subtropical fruit, vegetables and

sugar cane. Farms are mainly small (<250ha). The impacts on small farms are more

significant than on large farms, which can absorb production losses.

As construction may require blasting, farmers should be warned before blasting is to occur as

sudden loud, sharp noises, such as vehicles backfiring or hooting, can adversely affect poultry

(and other birds) in confined quarters such as batteries. Hens may be frightened off the lay

while broilers may panic and crowd into corners, resulting in large scale deaths from



suffocation. They may be able to save some poultry in broiler houses from suffocation by

corralling them into smaller groups. If possible blasting could be arranged to coincide with

periods between batches if there are such periods. (The need for this would depend on the size

of the poultry house). Loss of production is, however, inevitable and compensation is the only

option.

The forestry industry is very sensitive to transport costs and it may well be that resulting from

a lack of true assessment of transport costs, the Wild Coast SDI has over-estimated the

potential for timber production in the area (the timber industry has not grasped the

“opportunity”). The new toll road will provide the acid test because road transport costs to

Durban (for both chips and pulp) will be greatly reduced by it.

2.11 References

Gibberd, J. pers comm. Hawkins Hawkins & Osborne, consulting engineers.

Robinson, J.C. (July 1981) Studies on the Phenology & Production Potential of Williams

Banana in Sub-tropical Climate. Sub-tropical Vol.2 No 7.

Robinson, J.C. & Welgemoed, C. (1981) Bananas: Climatic Requirements. Farming in South

Africa Bananas B.1/1981

Soil Classification Working Group (1991) Soil Classification A Taxonomic System for South

Africa Memoirs on the Agricultural Natural Resources of South Africa No 15 Dept

Agricultural Development Pretoria. ISBN 0-621-10784-0

Soil Survey Staff (1975). Soil Taxonomy: A Basic System of Soil Classification for Making

and Interpreting Soil Surveys. US Dept of Agriculture Handbook No 436 Washington DC

US Government Printing Office

Soil Survey Staff (1951). Soil Survey Manual Agricultural Handbook No 18 USA Dept of

Agriculture.

Tainton, N.M. (1981) Veld and Pasture Management in South Africa. Shuter and Shooter

Pietermaritzburg; ISBN 0 86985 557 3


ANNEXURE 1:

SOILS MAPS


Figure 2.1: Current land use and soils map: Mzimvubu to Ntafufu section.

Figure 2.2: Current land use and soils map: Msikaba section.

Figure 2.3: Current land use and soils map: Mtentu section.

Figure 2.4: Current land use and soils map: Mzamba section.

Soils and Land Use Sep-02

ANNEXURE 2:

DEPARTMENT OF AGRICULTURE AND LAND AFFAIRS MAPS

FOR THE GREENFIELDS SECTION OF THE PROPOSED TOLL

ROAD


Figure 2.5: Locations of dipping tanks in the Pondoland area.

Figure 2.6: Broad soil patterns for the Pondoland area.

Figure 2.7: Average slopes in the Pondoland area.

Soils and Land Use Sep-02

ANNEXURE 3:

DATA FROM THE SOIL PROFILE ANALYSIS


Profile No 1 Soil form Cartref

Locality 31°18˝ 13.6΄S; 29°47˝ 19.4΄S Soil family

Site and landform Undulating lower slope

Parent material/geology Msikaba sandstone

Vegetation Aristida junciformis (NGongoni) veld

HORISON DEPTH (mm) DESCRIPTION

A1 0-700 Black (10YR 2/1); coarse sand; apedal; friable; rapidly permeable;

gradual transition

B1 700-900 Dark grey (10YR4/1); coarse sandy loam; apedal; friable; rapidly

permeable

A2 900-1000 Grey (10YR 5/1); loamy coarse sand; apedal; friable; rapidly permeable;

abrupt transition

R 1000+ Rock

ANALYTICAL DATA

Sample No 1a 1b 1c

Horison A1 B1 E

Depth 0-700 700-900 900-1000

PARTICLE SIZE DISTRIBUTION

%Fine earth (<2.0 mm) 100 100 100

Coarse sand (2.0 –0.5mm) 36 31 30

Med sand (0.5 – 0.20mm) 34 34 41

Fine sand (0.20– 0.02mm) 12 12 15

Silt (0.02 – 0.002mm) 9 7 4

Clay (<0.002mm) 9 16 10

NET EXTRACTABLE CATIONS (me/100g soil in ammonium acetate)

Na 0.08 0.01 0.01

K 0.03 0.01 0.01

Ca 0.30 0.10 0.15

Mg 1.05 0.40 0.40

Svalue 1.46 0.52 0.57

S value per 100 g clay 16 3 6

CEC per 100g clay 24 10 20

OTHER ANALYSES

pH Water paste 3.5 3.6 3.7

Resistance (R16°C Ohms) 2100 9000 12000

Phosphorus (ppm) 17

Organic N % 0.19

Soils and Land Use Sep-02 Annexure 3

1


Profile No 2 Soil form Oakleaf/Tukulu

Locality 31°12˝ 17.5΄S; 29°53˝ 2.2΄E Soil family

Site and landform Undulating; topslope


Vegetation Aristida junciformis (NGongoni) grassland


A1 0-500 Very dark brown ((10YR2/2);loamy sand; apedal; friable; rapidly

permeable; gradual transition;

B2 500-700 Very dark grey brown (10YR3/2); sandy loam; apedal; friable; rapidly

permeable; clear transition

C/R 700+ Mottled strong brown and white weathering sandstone

ANALYTICAL DATA

Sample No 2a 2b

Horison A1 B2

Depth 0-500 500-700


%Fine earth (<2.0 mm) 100 100

Coarse sand (2.0 –0.5mm) 18 18

Med sand (0.5 – 0.20mm) 51 48

Fine sand (0.20– 0.02mm) 12 11

Silt (0.02 – 0.002mm) 7 6

Clay (<0.002mm) 12 17


Na 0.01 0.02

K 0.03 0.03

Ca 0.10 0.10

Mg 0.50 0.40

Svalue 1.46 0.52

S value per 100 g clay 5 3

CEC per 100g clay 24 10

OTHER ANALYSES

pH Water paste 3.4 3.5

Resistance (R16°C Ohms) 4100 5700

Phosphorus (ppm) 13

Organic N % 0.12


2


Profile No 3 Soil form Clovelly


Site and landform Undulating


Vegetation Aristida junciformis (NGongoni) grassland


A1 0-600 Very dark grey (10YR 3/1); coarse sandy loam; apedal; friable; rapidly

permeable; gradual transition

B1 600-800 Very dark greyish brown (10YR 3/2); coarse sandy loam; apedal; friable;

rapidly permeable; gradual transition

B21 800-900 Yellowish brown (10YR5/4); coarse sandy loam; apedal; friable; rapidly

permeable; clear transition

C/R 900+ Mottled weathered sandstone

ANALYTICAL DATA

Sample No 3a 3b

Horison A1 B2

Depth 0-600 800-900


%Fine earth (<2.0 mm) 100 100

Coarse sand (2.0 –0.5mm) 31 28

Med sand (0.5 – 0.20mm) 32 35

Fine sand (0.20– 0.02mm) 16 10

Silt (0.02 – 0.002mm) 10 9

Clay (<0.002mm) 11 18


Na 0.01 0.01

K 0.03 0.01

Ca 0.2 0.1

Mg 0.6 0.45

Svalue 0.84 0.57

S value per 100 g clay 8 3

CEC per 100g clay 15 8

OTHER ANALYSES

pH Water paste 3.8 4.0

Resistance (R16°C Ohms) 4200 7500

Phosphorus (ppm) 5

Organic N % 0.10


3


Profile No 4 Soil form Tukulu


Site and landform Gently undulating


Vegetation


A1 0-600 Very dark brown (10YR2/2); loamy coarse sand; apedal; friable; rapidly

permeable; gradual transition

B21 600-800 Very dark greyish brown (10YR3/2); coarse sandy loam; apedal; friable;

rapidly permeable; abrupt transition; at the transition is a layer of iron

concretions

B22 800-1000 Mottled light brownish grey (10YR5/2)and brownish yellow (10YR6/6)

with abundant dark grey (10YR 4/1) cutans; sandy clay loam; apedal;

friable; slowly permeable

ANALYTICAL DATA

Sample No 4a 4b 4c

Horison A1 B21 B22

Depth 0-600 600-800 800-1000


%Fine earth (<2.0 mm) 99 83 100

Coarse sand (2.0 –0.5mm) 28 27 20

Med sand (0.5 – 0.20mm) 40 39 28

Fine sand (0.20– 0.02mm) 12 11 10

Silt (0.02 – 0.002mm) 9 6 9

Clay (<0.002mm) 11 17 33


Na 0.01 0.01 0.05

K 0.02 0.01 0.05

Ca 0.1 0.1 0.3

Mg 0.4 0.5 0.85

Svalue 0.53 0.62 1.25

S value per 100 g clay 5 4 4

CEC per 100g clay 15 9 6

OTHER ANALYSES

pH Water paste 3.7 3.8 3.7

Resistance (R16°C Ohms) 5100 8800 5000

Phosphorus (ppm) 14

Organic N % 0.13


4

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