ANNEXURE A: Power Of Attorney & Company Resolution

ANNEXURE A:Power of Attorney & Company Resolution

ANNEXURE B:Application Form

ANNEXURE C:Title Deed

ANNEXURE D:SG Diagram

ANNEXURE E:Bond Holder’s Written Consent

ANNEXURE F:Copy of the Letter of Approval

ANNEXURE G:Copy of the Agricultural Potential Report

ANNEXURE H:Copy of the ROD

ANNEXURE I:Copy of the Civil Services Report

ANNEXURE J:Copy of the Electrical Services Report

ANNEXURE K:Copy of the letter of support from Eskom

ANNEXURE L:Copy of the TIS

March 2006Corporate Place13 Mispel RoadBellville, 7550(021) 948 7106 (T)(021) 948 7098 (F)e-mail: mail@itse.co.za

Buffelsvermaak, Buffels Bay, Western CapeMarch 2006Project #: ITS 1959Summary SheetStudyTraffic Impact StatementTitleBuffelsvermaakLocationBuffels Bay, Western CapeClientMarike VrekenProject NumberITS 1959Christoff KrogscheepersProject TeamPieter ArangieDateMarch 2006Report StatusDraftFile Name:G:\1959 Buffelsvermaak 212 Knysna\Report\1959 Buffelsvermaak Traffic Impact Statement.docThis is to certify that this report and traffic impact statement has been prepared in accordance withthe National Department of Transport s Guidelines for Traffic Impact Studies PR93/635 (1995) by asuitably qualified and registered professional traffic engineer. Details of any of the calculations onwhich the results in this report are based would be made available on request.Signed:ITS Cape (Pty) Ltd.JC Krogscheepers, Pr Eng, PhD. MITEPage (i)

Buffelsvermaak, Buffels Bay, Western CapeMarch 2006Project #: ITS 1959Table of Contents1.0INTRODUCTION . 42.0PROPOSED DEVELOPMENT . 43.0TRAFFIC ANALYSIS SCOPE. 44.0EXISTING CONDITIONS . 44.1Methodology . 44.2Roadway Geometry. 54.3Current Traffic Volumes. 54.4Levels of Service .55.12009 Background Traffic . 115.2Trip Generation. 135.3Distribution. 165.4Year 2010 Total Traffic Conditions. 165.5Access Spacing and Sight Distance . 186.0REFERENCES .20Appendices:Appendix A: FiguresList of TablesTable 1: Existing (2005) Levels-of-Service and Operation. 5Table 2: 2010 Background Levels-of-Service and Operations of the study intersections .11Table 3: Proposed Trip Generation Rates .13Table 4: Estimated Peak Hour Trips .13Table 5: 2008 Total Levels-of-Service and Operation of Major Intersections.16ITS Cape (Pty) LtdPage (ii)

Buffelsvermaak, Buffels Bay, Western CapeMarch 2006Project #: ITS 1959List of FiguresFigure 1: Locality MapFigure 2: Site Development PlanFigure 3: Existing and Proposed Lane layout and Traffic Control DevicesFigure 4: Existing A.M. Peak Hour Traffic ConditionsFigure 5: Existing P.M. Peak Hour Traffic ConditionsFigure 6: 2009 Background PM Peak Hour Traffic ConditionsFigure 7: P.M. Peak Hour Site-Generated Traffic VolumesFigure 8: 2009 Total P.M. Peak Hour Traffic ConditionsFigure 9: Sight Distance Northbound along Buffels Bay Road (110m)Figure 10: Sight Distance Southbound along Buffels Bay Road (200m)ITS Cape (Pty) LtdPage (iii)

Buffelsvermaak, Buffels Bay, Western CapeMarch 2006Project #: ITS 19591.0 INTRODUCTIONITS Cape (Pty) Ltd prepared this transportation impact statement (TIS) for the proposedBuffelsvermaak development in Buffels Bay, Western Cape. See Figure 1 for a locality map andFigure 2 for a Site Development Plan. The site is located on a vacant piece of land (Portion 5 & 15 ofthe Farm No. 212 Knysna) located to the south of the N2 (N2/8) and east of Buffels Bay Road(MR346).This traffic impact statement describes the impacts of the additional traffic that would be generatedby the proposed development.2.0 PROPOSED DEVELOPMENTIt is proposed to develop a Boutique Hotel/ Lodge with 15 double rooms, 35 single holiday resortunits, a restaurant with an extent of approximately 294m² GLA, a craft centre with an extent ofapproximately 160 m² GLA and a micro brewery with an extent of approximately 200m² GLA on thesite. Access to the development is proposed via the existing access to the property off MR 346. Theproposed spacing and access layout is illustrated in Figure 2.3.0 TRAFFIC ANALYSIS SCOPEThe scope of work for a traffic impact statement is usually based on the requirements as set out inthe RAG (PAWC, September 2002) and the Guidelines for Traffic Impact Studies (Department ofTransport, 1995). As a result of the limited number of trips expected to be generated by theproposed development, only the following study intersections were evaluated:N2 (National Road 2 Section 8)/Buffels Bay Road (MR 346) andBuffels Bay Road (MR 346)/Proposed accessThe most critical trip generation scenario for the proposed development will be during the weekdayp.m. peak hour where the road network will carry the most trips and the restaurant trips are also on thenetwork. Therefore, for the purposes of this impact study, the p.m. peak hour was analysed. Theextent of the study does not justify an analysis year beyond 2009, the estimated opening year of thedevelopment.Due to the availability of data the study focussed on the typical weekday. However, the trafficsituation during the peak holiday periods will be significantly different. This situation is alsocommented on in this report.4.0 EXISTING CONDITIONS4.1MethodologyAll level-of-service (LOS) analyses described in this statement were performed in accordance with theprocedures stated in the 2000 Highway Capacity Manual (HCM), published by the TransportationResearch Board. A description of levels-of-service and the criteria by which they are determined areavailable on request.ITS Cape (Pty) LtdPage 4

Buffelsvermaak, Buffels Bay, Western CapeMarch 2006Project #: ITS 1959To ensure that the analyses were based on a worst-case scenario, the peak 15-minute flow ratesduring each of the study periods were used in the evaluation of the intersection level-of-service. Forthis reason, the analyses reflect conditions that are only likely to occur for 15 minutes out of eachaverage peak hour. Traffic operations during all other weekday time periods will likely operate betterthan under the conditions described in this report.4.2Roadway GeometryThe major roads in the vicinity of the site are National Road 2 Section 8 (N2) and Provincial MainRoad 346 (MR 346). MR 346 has a single lane at the railway bridge which is stop-controlled at bothsides. The existing access to the property is space approximately 130 metres south of the railwaybridge. The existing lane configuration and traffic control devices are illustrated diagrammatically inFigure 3.4.3Current Traffic VolumesManual traffic counts were done at the N2/MR346 intersection on the 1st of December 2005. Theexisting a.m. and p.m. peak hour traffic volumes are shown in Figure 4 and Figure 5 respectively.Historical traffic growth was estimated at 4 percent per annum. Based on the long term traffic countsthe variation in daily traffic volumes between early December and the peak periods in Decembercould be as high as 90 percent of the average daily volumes.4.4Levels of ServiceAll level-of-service (LOS) analyses described in this statement were performed in accordance with theprocedures stated in the Highway Capacity Manual (HCM, 2000), published by the TransportationResearch Board. A description of levels-of-service and the criteria by which they are determined areavailable on request.The existing measures of efficiency (MOE s) at the N2/MR346 intersection during the weekday a.m.and p.m. peak hours are summarised in Table 1.Table 1: Existing (2005) Levels-of-Service and OperationInterse ctionExisting A.M. Peak HourTraffic VolumesCMLOS De lay V/CExisting P.M. Peak HourTraffic Volume sCMLOSDelaV/CyNational Road 2 Section 8/Main Road 346Typical WeekdayNBC15,5 0,10NBC17,7 0,15Peak Holiday PeriodNBF 50NBF 50 0,870,51CM-Critical Movement, LOS Level-of-Service, Delay in seconds per vehicle, V/C Volume-to-capacity Ratio.Data for Two-way Stop is for Critical ApproachThe intersection currently operates at an acceptable level-of-service during the typical weekday a.m.and p.m. peak hours. During the holiday peak periods there will be long delays for the right turningmovement from MR346 to the N2. However, there is spare capacity at this intersection which meansthat motorists will eventually find an acceptable gap.ITS Cape (Pty) LtdPage 5

BELVIDEREHUNTERSHOMEBRENTONON LAKELEISUREISLANDBRENTONON SEASPARREBOSCHTHEHEADSBUFFELSBAAIREGIONAL ERMAAK 212 KNYSNANUMBER:LOCALITY MAP1G:\1959 Buffelsvermaak 212 Knysna\Drawings\1959 LP 01.dwg, Layout2, Drawing compiled by Ben-Zion Petersen

SCHEMATICPROJECT:FIGURE:BUFFELSVERMAAK 212 KNYSNANUMBER:SITE DEVELOPMENT PLAN2G:\1959 Buffelsvermaak 212 Knysna\Drawings\1959 SDP 01 reva.dwg, A3 Landscape Figure, Drawing compiled by Ben-Zion Petersen

RAILWAY LINELEGENDSTOP SIGNEXISTING 2005 INTERSECTION LAYOUT AND CONTROLPROPOSED LANE LAYOUT FOR THE DEVELOPMENTPROJECT:FIGURE:PROPOSED BUFFELSVERMAAKDEVELOPMENT2005 EXISTING LANE CONFIGURATION& TRAFFIC CONTROL DEVICESFIGURE NUMBER:3

LEGENDPROJECT:FIGURE:PROPOSED BUFFELSVERMAAKDEVELOPMENTFIGURE NUMBER:2005 EXISTING AM PEAK HOURTRAFFIC CONDITIONS4

RAILWAY LINELEGENDPROJECT:FIGURE:PROPOSED BUFFELSVERMAAKDEVELOPMENTFIGURE NUMBER:2005 EXISTING PM PEAK HOURTRAFFIC CONDITIONS5

Buffelsvermaak, Buffels Bay, Western CapeMarch 2006Project #: ITS 19595.0 TRAFFIC IMPACT STATEMENTThe expected effects of traffic generated by the proposed development during the weekday p.m.peak hour were analysed as follows:The 2009 background traffic volumes were determined for the study network in thevicinity of the site. These are the traffic volumes that would be on the road network in theabsence of the proposed development. This was based on a general background growthof 4 percent per annum.The road network in the vicinity of the site was determined for the year 2009.Weekday p.m. peak hour site-generated trips were estimated for the proposeddevelopment;A trip distribution pattern was derived through a review of the local transportationfacilities, existing traffic patterns and knowledge of the study area;The site-generated trips were assigned to the road network, the site access point and theinternal road system.The assigned site-generated traffic from the proposed development was added to thebackground year 2009 traffic volumes, to determine the total traffic volumes at the studyintersections for the study peak hours.The 2009 Total Traffic conditions were analysed to determine traffic operations at eachof the study intersections.5.12009 Background TrafficTo determine the background traffic volumes a growth rate of 4,0 percent per annum for the threeyear period was applied to the existing traffic volumes. The year 2009 Background MOE s at thestudy intersection during the study period are summarised in Table 2.Table 2: 2010 Background Levels-of-Service and Operations of the study intersectionsIntersection2009 Background Traffic ConditionsP.M. Peak HourCMLOSDelayV/CTypical WeekdayNBC20,60,19Peak Holiday PeriodNBF 501,00National Road 2 Section 8/Main Road 346CM-Critical Movement, LOS Level-of-Service, Delay in seconds per vehicle, V/C Volume-to-capacity Ratio.Data for Two-way Stop is for Critical ApproachThe intersection will continue to operate at an acceptable level-of-service during the typical p.m.weekday peak hour. However, during the holiday peak period, the N2/MR346 intersection will operateat capacity and have long delays. The 2009 Background traffic volumes for the p.m. peak hour areillustrated in Figure 6.ITS Cape (Pty) LtdPage 11

LEGENDPROJECT:FIGURE:PROPOSED BUFFELSVERMAAKDEVELOPMENTPM PEAK HOUR SITE-GENERATEDTRAFFIC VOLUMESFIGURE NUMBER:6