environmental statement vol 1 non technical summary draft february 2014 redacted.pdf

8/10/2019 Environmental Statement Vol 1 Non Technical Summary Draft February 2014 redacted.pdf

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Port of Leith:21st Century Gateway Port


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Port of Leith:21st Century Gateway Port

ENVIRONMENTAL STATEMENT

VOLUME 1 (OF 4): NON TECHICAL SUMMARY

FEBRUARY 2014

Sinclair Knight MerzOneSixty160 Dundee StreetEdinburghEH11 1DQ

Tel: +44 (0) 131 222 3530


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Port of Leith: 21stCentury Gateway Port

Non Technical SummaryVolume 1 (of 4)

Contents

1

Introduction 2

2

The need for the proposed development 2

3

The proposed development 3

4

Consenting process 4

5

Consultations 4

6

The site 5

7

Environmental Impact Assessment 5

8

Non Technical Summary 6

9

Summary of Environmental Effects 6

9.1 Hydrogeology, geology and soils 6

9.2 Hydrology and flooding 7

9.3 Water and sediment quality 7

9.4 Coastal processes 8

9.5 Commercial fisheries 8

9.6 Marine mammal ecology 9

9.7

Fish and shellfish ecology 9


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1 Introduction

1.1 Scottish Enterprise, Forth Ports Ltd. and the City of Edinburgh Council are workingtogether to reconfigure the Port of Leith as a 21st Century Gateway Port that canrespond to emerging market opportunities and create long term and sustainableeconomic development opportunities for Scotland. The location of the proposals isshown in Figure 1.

1.2 There are two key elements to the 21st Century Gateway Port developmentproposals; new marine infrastructure outwith, but adjacent to, the current portboundary and land-based proposals within the port.

1.3 The marine infrastructure is proposed to allow the port to handle vessels larger thanthose that can gain access to it via the existing lock. This will take the form of a newshipping berth on the north western edge of the Port (the outer berth). The land-based element will comprise development plots, hardstandings and associatedinfrastructure, quayside upgrading works and the construction of a heavy load routethrough the port estate. It will also include the creation of new land by partially

infilling the existing Edinburgh Dock and demolition of the existing Imperial GrainSilo, both of which are located within the port.

1.4 The proposed development will include buildings required for business, generalindustrial and storage and distribution uses, including those that could housemanufacturing for the offshore wind industry, producing wind turbine componentssuch as towers and nacelles. To facilitate the construction of parts of the proposeddevelopment, aggregate will be required and one possible source for this will be apreviously licensed extraction site in the Firth of Forth known as Middle Bank whichlies approximately 1km to the north of the proposed development. The proposalsalso include a new wader roost habitat for birds as part of measures to avoid

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access for the current and new generation of wind turbine deployment vessels.Given its location on the Firth of Forth and the large area of development landavailable, the Port of Leith was identified as the first preferred site for large scalemanufacturing, installation activities and operations and maintenance (Highland andIslands Enterprise and Scottish Enterprise, 2010).

2.3 In 2012, a Memorandum of Understanding between Forth Ports Limited, ScottishEnterprise and the City of Edinburgh Council was signed with the aim of developing

a new masterplan (or Development Framework) to create a 21st Century gatewayport at the Port of Leith to support key industries, (including wind turbinemanufacturing), throughout Scotland. In order for this to progress, berthing facilitiesat the port need to be enhanced to allow for larger vessels. Along with proposals fora new shipping berth, the Development Framework also identifies plots of land withinthe port that can potentially be developed by inward investors seeking a port basedlocation for manufacturing, storage and/or distribution which offers proximity toenhanced berthing facilities and the ready ability to transfer goods by sea.

3 The proposed development

3.1 The proposed development comprises the following, along with associatedrequirements for the proposed aggregate extraction at Middle Bank, dredging andthe disposal of spoil material.

Development Framework

New shipping berth on the Firth of Forth adjacent to the Port of Leith (the outerberth)

Laydown area for storage


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4 Consenting process

4.1 As the proposal comprises land and marine based development, various consentsare required from different authorities under different legislation. Land baseddevelopment will be subject to either a Harbour Revision Order (HRO) or anapplication for Planning Permission in Principle. Planning Permission in Principle willestablish the principle of using the land for business, general industrial and storage

and distribution uses. In addition, the demolition of the Imperial Grain Silo and partialinfilling of Edinburgh Dock will require separate Listed Building Consents. Worksassociated with the proposed outer berth, heavy load route, quayside upgradeworks, partial infilling of Edinburgh Dock and proposed new wader roost will besubject to a Harbour Revision Order.

4.2 Marine based works comprising the dredging and aggregate extraction in MiddleBank, the disposal of marine aggregate, works associated with construction of theproposed outer berth and the formation of the proposed new wader roost for birdswill require marine licences. Application boundaries for the Harbour Revision Order,Planning Permission in Principle and Marine Licensing are shown in Figure 4.

5 Consultations

5.1 In progressing the proposed development through the EIA process, consultation onthe proposed development was carried out with a large number of consulteesincluding Transport Scotland who is responsible for dealing with consent associatedwith the HRO, the City of Edinburgh Council from whom Planning Permission inPrinciple is being sought and Marine Scotland with respect to marine licensing.

5.2 These consultations have included the formal submission of a request for a Scoping

Opinion under the EIA Regulations and supplementary consultations with statutory


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6 The site

6.1 The Port of Leith is Scotlands largest deep water port, and is one of eightcommercial ports owned and operated by Forth Ports Limited. The port has thecapacity to handle vessels up to 50,000 DWT (deadweight tons) and a length of 210m. Vessels larger than this either berth at an alternative port or at an anchorage areain the Firth of Forth located west of the Port of Leith.

6.2 The proposed area for development within the Development Framework is generallylevel and covers an area of approximately 160 ha. Existing land within theDevelopment Framework area is used for operational port activities, typically pipeimports/exports, bulk cargoes of grains, animal feeds, sands and aggregates,cement, iron ore and coal. The existing area within the proposed area to bedeveloped is currently used for such port activities as loading and unloading ofvessels and the storage of cargo and has pipe-coating plant and ready mix concretefacilities. The disused Category B Listed Imperial Grain Silo also lies within theDevelopment Framework boundary. A freight rail link runs into the eastern part of theport.

6.3 Surrounding the Port of Leith lies a mix of retail, leisure and office facilities, industrialand residential areas. Ocean Terminal, a major retail and leisure facility with twomulti-storey car parks, lies adjacent to the west of the Development Frameworkboundary. A number of other recreational and tourism facilities also lie within 1 km ofthe site, including the Royal Yacht Britannia, berthed adjacent to Ocean Terminaland an area centred on The Shore comprising homes, pubs, restaurants and hotelsto the south east. To the west of the Ocean Terminal is the cruise terminal facility. AScottish Government office is situated at Victoria Quay, approximately 110 m to thesouth. The land use to the immediate south of the Port comprises housing on the

northern edge of Leith including the recent residential developments along Ocean


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7.3 This ES is presented in four separate volumes, of which this NTS is Volume 1:

Volume 1: Non Technical Summary (NTS) (this document)

Volume 2: Main Text

Volume 3: Appendices

Volume 4: Figures

7.4 The ES is also accompanied by the following documents:

Habitats Regulation Assessment

Planning Statement

Transport Statement

Sustainability Statement

Pre-Application Community Notification

7.5 Details on how to view or purchase copies of the ES are provided in Section 10 ofthis NTS. Through the publication of the ES, consultees are encouraged tocontribute to the consenting and development process by active participation in theapplication consultation process.

8 Non Technical Summary

8.1 This document comprises the Non Technical Summary (NTS) of the ES whichpresents the findings of the EIA in non-technical language. The publication andcirculation of this NTS is intended to assist in understanding the predicted positive

and adverse significant impacts of the proposed development in relation to its

Comment [p3]: To be confirmed


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9.2 Hydrology and flooding

9.2.1 The hydrology and flooding assessment considered potential impacts on the localarea including adjacent designated nature conservation sites, localised flood risksurface water drainage patterns and on licenced abstraction and dischargeconsents.

9.2.2 There are several watercourses and waterbodies in the vicinity of the proposed

development including the Water of Leith, the docks, the Western Harbour and theFirth of Forth. Within the operational port area, there are several buildings andextensive hardstanding areas, with mostly flat topography and ground levels rangingbetween approximately 4.8 m and 6.2 m AOD. A subsurface drainage system existswithin the operational port area to discharge surface water to either the docks or theFirth of Forth. The exchange of water between the docks (and the Water of Leith)and the Firth of Forth is controlled by a shipping lock and associated culverts.

9.2.3 Due to the urban nature of the site and surrounding land, several overflows from theScottish Water sewerage network are also present. Indicative flood mapping

provided by SEPA indicates that areas within the proposed development may be atrisk from both fluvial (river) and coastal (surface water) flooding. A flood riskassessment was therefore undertaken which, given the height of the ground surfacelevel of the proposed development and the capacity of the existing drainage system,considered the risk of flooding to be low.

9.2.4 Specific mitigation measures to be implemented during construction include thedevelopment of a surface water management plan within the ConstructionEnvironmental Management Plan to mitigate potential flooding impacts and thegeneration of sediment in runoff from works areas which will be developed prior tothe onset of construction. With the implementation of mitigation measures, all

residual impacts during construction have been assessed as being not significant


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9.4 Coastal processes

9.4.1 A modelling study was undertaken to evaluate both the construction and operationalphases of the proposed development. This included tidal, wave and sedimenttransport modelling. The impact of the proposed development was quantified interms of the changes in current regime for both the proposed outer berth andextraction of marine aggregate from the Middle Bank under annual storm conditions.

The proposed outer berth development was determined to elongate the existing tidalregime with sediment transport expected to continue along the eastern side of thedevelopment. The extraction of the aggregate from the Middle Bank will not impacton tidal current regime.

9.4.2 Sediment plume and deposition modelling was undertaken for both the capitaldredging of the outer berth and the aggregate extraction. In both cases the coarsenature of the sandy sediment showed minimum levels of deposition outside theimmediate vicinity of the dredging area. Suspended sediment levels associated withthe dredging programme showed that the turbidity levels would be of a similarmagnitude to those currently experienced during winter.

9.4.3 The existing marine discharges were examined with respect to the proposedchanges in tidal flows. It was concluded that the proposed development would nothave a detrimental impact on the Seafield outfall discharge and the ebb currentspeed will be marginally reduced during calm periods which would limit the excursionof the outfall plume towards the bathing waters at Portobello. No cumulative impactswere identified either through the different phases of the proposed development ordue to other proposed marine based projects.

9.5 Commercial fisheries

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9.6 Marine mammal ecology

9.6.1 Six species of marine mammal have been considered to be resident or frequentvisitors to the Firth of Forth. These include harbour seals, grey seals, bottlenosedolphins, white-beaked dolphins, harbour porpoise and minke whale. There are fourSpecial Areas of Conservation (SAC) on the east coast of Scotland that have beendesignated to protect populations of marine mammals:

The Moray Firth SAC (designated for the bottlenose dolphin population);

The Firth of Tay & Eden Estuary SAC (designated for the harbour sealpopulation);

The Isle of May SAC (designated for the grey seal population); and

The Berwickshire & North Northumberland Coast SAC (also designated for thegrey seal population).

9.6.2 The closest of these is the Isle of May SAC, which also supports grey seal pups andis located approximately 45 km from the proposed development.

9.6.3 The potential impacts that are predicted to occur during the construction of thedevelopment include:

Disturbance or injury to species due to underwater noise;

Toxicity or harm caused by the accidental release of contaminants;

Injury caused by collision with construction vessels; and

A reduction to foraging success caused by reduced visibility in the water.

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incorporating a pollution prevention plan is proposed to minimise potential impactsresulting from accidental spills.

9.7.4 No mitigation measures are suggested for operational impacts as all impacts andcumulative impacts assessed are considered to be of minor significance or notsignificant. Therefore, it is considered that any changes to the local and regional fishand shellfish species of the Firth of Forth will be within naturally occurring populationfluctuations and as such they will not be adversely affected by the proposed

development.

9.8 Benthic ecology

9.8.1 A number of groups of various different seabed species and habitats (also referredto as biotopes) are considered to be sensitive to potential changes caused by theproposed development. The potential impacts to benthic habitats and species thatwere assessed included the increased cloudiness of water caused by disturbing mudand sand; the re-settling of mud and sand on other areas of the seabed the loss of,and disturbance to, habitats and the introduction of new habitats; the release of

contaminants; and the potential introduction of non-native species.9.8.2 For the areas that may be affected by the development, no benthic species (those

living on, in or in close association with the seabed) were found to be of natureconservation importance. Sea grass was identified as an important habitat within theregion but was not found at the Port of Leith or Middle Bank,: the closest identifiedarea of sea grass is approximately 9 km from the proposed area of development.

9.8.3 All potential impacts during construction and operation were assessed as being notsignificant or of minor significance, and therefore are not considered to requiremitigation measures. However, the development and implementation of the

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9.9.5 No significant impacts have been identified, but appropriate mitigation is proposed tofurther reduce the likelihood of any impacts on otters and bats, full details of whichwill be provided in an Environmental Management Plan to be agreed prior to workscommencing. For bats, this will include further surveys of the Transformer Buildingto be undertaken prior to demolition of the adjacent Imperial Grain Silo, if demolitionis to occur during the bat active season (April to October). In the unlikely event thatbats are found to be roosting there, the need for a licence to temporarily disturb theroost will be determined through consultation with SNH.

9.10 Ornithology

9.10.1 The assessment of impacts on birds was based on a series of through the tide birdsurveys undertaken at the Port of Leith between October 2010 and October 2012. Inaddition, a wide range of detailed existing sources of survey data were also used toinform the assessment.

9.10.2 Potential impacts on birds considered include: permanent and temporary habitatloss; habitat change due to alterations to coastal processes; disturbance (visual,

noise and lighting); pollution; barrier effects; impacts due to proximity to tallbuildings; and mortality / damage to nests during construction.

9.10.3 The Firth of Forth Site of Special Scientific Interest (SSSI), Special Protection Area(SPA) and Ramsar site is located within and adjacent to the Port of Leith. The SPA /Ramsar site is primarily designated for its populations of non-breeding waterbirds.

9.10.4 In order to mitigate potential disturbance impacts on SPA waterbirds duringconstruction the provision of a new wader roost has been embedded within thedesign of the proposed development. This will also provide a long-term biodiversityenhancement. Following construction of the new wader roost and the

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and candidate Special Landscape Areas. Conservation Areas within 2km of thedevelopment are identified with Leith and Newhaven Conservation Areas fallingwithin this radius.

9.11.2 As a result of construction on site there will be direct changes to the existingtownscape resources. The proposed development will re-develop the outer northernedge of the Port of Leith. Whilst there will be a significant effect on this existingtownscape resource, the existing onsite features do not represent particularly rare or

valuable townscape elements. The proposed development will introduce a numberof new elements into the townscape of the port including new buildings, new accessroutes and the new Outer Berth for larger ships. Overall, the assessment hasconcluded that within the existing industrial setting of the port, the proposeddevelopment presents a positive restructuring of the townscape.

9.11.3 The assessment also concluded that there will be moderate effects upon theseascape around the Port of Leith and locally significant effects on the seascapearound Newhaven.

9.11.4 Effects on townscape character were assessed within a 2km study area. The overall

effects are moderated due to the siting of the proposed development within theexisting industrial setting of the Port of Leith which forms a backdrop to the adjacenttownscape character units. The assessment has concluded that there will be locallysignificant effects on the adjacent townscape character, reflecting the large scale ofthe proposed development visible over a short distance.

9.11.5 The assessment considered that there would be no significant effects on designatedlandscapes and townscapes including the Edinburgh World Heritage Site,Conservation Areas, candidate Special Landscape Areas and Gardens andDesigned Landscapes.

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and Trinity as well as the seascape at Newhaven in respect of the interaction of theproposed development with the remainder of the consented Western Harbourdevelopment. Local significant effects have also been identified on The Shore areaof Leith in respect of the combined influence of the proposed development and thePier One development. Generally however, the existing urban fabric providessignificant containment and reduces cumulative influence and cumulative visibility.There are no significant cumulative effects upon landscape/townscape designations.

9.12 Archaeology and cultural heritage

9.12.1 The archaeology and cultural heritage impact assessment for the proposeddevelopment incorporates the results of an archaeological desk-based assessment,together with an archaeological assessment of data collected from the seabed (inthe form of marine geophysical and geotechnical data). Four separate Study Areashave been defined, including three Onshore Study Areas consisting of an InnerStudy Area, a Middle Study Area and an Outer Study Area; and the Offshore StudyArea. Cultural heritage assets have been considered in terms of direct, indirect andcumulative impacts, while scheduled monuments, listed buildings and other selected

onshore cultural heritage assets have been examined for potential impacts on theirsetting.

9.12.2 The report has identified three scheduled monuments, five listed buildings and partof a Conservation Area within the Onshore Inner Study Area. There are also 31undesignated onshore assets within the Inner Study Area. There are four ScheduledMonuments, 249 listed buildings and one Conservation Area within the Middle StudyArea.

9.12.3 One Historic Marine Protected Area, currently a designated wreck has beenidentified in proximity to the Offshore Study Area. There are also nine Live wrecks,

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the exception of Edinburgh, which has an above average proportion of service sectorjobs.

9.13.2 It is estimated that approximately 800 employees currently work within the Port ofLeith, excluding the surrounding developed areas. Of those working in the Port ofLeith itself, it is estimated that 300 (37.5%) are in manufacturing, 200 (25%) inconstruction, a further 200 (25%) are in administration and support services, and 100(12.5%) are in transport and storage.

9.13.3 The principal socio-economic impacts, which would result from the proposeddevelopment comprise employment and economic output that are wholly or largelyrelated to the construction phase and the on-going operation of the project activitieswithin the Port of Leith (local study area) and employment and income generated inthe economy related to the wider role of the proposed development in influencingeconomic activities elsewhere within the wider study area.

9.13.4

9.13.5

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9.15.2 The access arrangements for the development will utilise the existing access pointsto the port.

9.15.3 Vehicular access to the site for construction vehicles during the construction phaseof development will primarily be provided via the existing accesses on Bath Roadand Marine Esplanade which currently cater for Heavy Goods Vehicle traffic.

9.15.4 The construction phase is expected to last for a total of 3 years with an estimateddaily vehicle trip generation of 474 two-way trips at its peak in 2018, including 450two-way daily staff trips, with the remainder consisting of two-way daily HeavyGoods Vehicles bringing materials to the site. Access to the construction site will becontrolled and will adhere to appropriate strategies for public safety.

9.15.5 It is predicted that the overall two-way daily vehicle trips to the site once operationalwill be 1955 into and out of the site over a 24 hour period and includes staff anddelivery vehicles, with Heavy Goods Vehicles accounting for approximately 166(8.5%) two-way daily trips.

9.15.6 The access routes for the proposed development were assessed for suitability for

both the construction and operational traffic. It is considered that all roads within thestudy area would be suitable to cater for the predicted volumes and type of vehiclesaccessing the development.

9.15.7 It is predicted that the traffic generated during the construction and operationalphase of the proposed development will have an overall negligible impact on theoperation of the surrounding road network as traffic generated by the proposeddevelopment will have an increase in two-way daily vehicle trips of less than 5% atall junctions on the surrounding road network. Furthermore, mitigation measures areproposed which include the introduction of a traffic management plan for theconstruction phase and staff travel plans for the operational phase which aim to

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options to reduce emissions of nitrogen dioxide within the Air Quality ManagementAreas. Within the Leith area, measurements of PM10 recorded close to theSalamander Street and Bath Road junction are above the annual mean PM 10 airquality objective although this is not thought to be related to emissions from roadtraffic.

9.16.5 A number of mitigation measures have been identified to reduce the potential impactof dust emissions during the construction phase to an impact of minor significance.

These measures will be agreed with the City of Edinburgh Council prior tocommencement of the development.

9.16.6 The assessment concluded that the potential impact of emissions of air pollution orodours during the construction phase will be of negligible significance.

9.16.7 The assessment of the operational phase, which includes assessment of emissionsfrom road traffic and shipping sources in 2019, concluded that the proposeddevelopment will not have a significant impact with respect to all pollutantsconsidered. The predicted concentrations are within the relevant air qualityobjectives for each pollutant considered, with the exception of nitrogen dioxide and

PM10 where the predicted concentration is above the air quality objective at onelocation on Bernard Street however the modelled concentrations are predicted tobe above the air quality objectives in 2019 at this location without the proposeddevelopment in operation. This is consistent with recent measurements of nitrogendioxide in Bernard Street as discussed above. To summarise, at most locationsacross the study area, the assessment shows there are no exceedences of the airquality objectives and that the operational developments contribution to air pollutionis negligible for all pollutants. For nitrogen dioxide, the proposed development ispredicted to lead to a slight adverse impact at a very small number of locations. heforecast increases in annual mean nitrogen dioxide concentrations in 2019 are very

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9.17.4 A number of mitigation measures have been identified to reduce the potential impactof noise during both the construction and operational phases.

9.17.5 The assessment concludes that many of the impacts considered will not besignificant. These include, noise from increased vehicle numbers on public roadsand also vibration during both the construction an operating phases. However, theimpact of noise during the construction phase is considered to be significant in thecase of the driven piling if the steel tubular piled wall option is selected. The impact

of construction noise is not significant should the caisson option be selected. Anyother driven piling also has the potential to have a significant impact including if usedon the development plots. The potential use of mitigation measures is proposed, butnoise reductions achievable are not possible to quantify.

9.17.6 The noise during operations is also considered to be potentially significant at onereceptor location close to the southernmost development plot. The existing portalready operates 24 hours each day, however the impact of normal 24 hour activityat this southernmost location could be significant without detailed and specialmeasures being incorporated into the detailed layout of this plot. It is consideredthat the detailed layout should be able to be developed to reduce noise at thisreceptor location, and this may involve a local acoustic barrier on this section of theplot boundary. It is expected that the detailed scheme will be able to show theoperating noise is then not significant.

9.17.7 The noise during operations is also considered to be potentially significant at thenorth eastern end of the Western Harbour Development closest to the proposeddevelopment. This is primarily due to noise from berthed vessels, both their powergenerators and noise from shipboard cranes loading/unloading. The vessels likely tobe using the facility will be modern, with effective noise control equipment. Theshipboard crane is electric, which is the quietest drive available. There will be a

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Vessel to vessel collision due to avoidance of the site during construction works,the presence of construction vessels or the presence of dredgers (and theconsequent alterations to vessel courses). This rerouting may then lead to anincreased number of vessels on routes around the development which couldsubsequently result in an increased risk of vessel to vessel collision. Theseimpacts were found to be of minor significance.

Impact on all port users due to the potential for port and/or channel access

restrictions during the construction phase of the development. Vessels may haveto alter their intended passage plan. This impact was assessed as notsignificant.

Displacement of recreational craft due to construction activities. Recreationalcraft, including local races may be rerouted around the site to avoid interferencewith construction activities and vessels. This impact was found to be of minorsignificance.

Disruption to Radar and navigation equipment due to the presence ofconstruction plant in front of the systems mast. Following mitigation to relocate

the mast, this impact will be eliminated.

Pilotage services may be affected during the construction phase of thedevelopment, but will be scheduled carefully by FTNS to avoid significantdisruptions. Affected vessels may experience longer transit times and increasedfuel usage. This impact was found to be not significant.

9.18.3 Additionally the presence of the outer berth during the lifetime of the port was initiallyassessed to have a moderate impact to vessels through blocking of the radarscanner. However, following the mitigation of re-locating the scanner to a betterviewpoint, this impact can be eliminated.


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CROWN COPYRIGHT AND DATABASE RIGHT 2010. ALLRIGHTS RESERVED. ORDNANCE SURVEY LICENCE NUMBER 100018398, 2013

KEY:

SCALE PROJECT NO.

CONTENT DRAWN

CHECKED DATE

@ A3 JE30615

FCMACE

NTS FIGURE 1

PORT OF LEITH: 21ST CENTURYGATEWAY PORT

PG

LOCATION OF THE PROPOSEDDEVELOPMENT

JANUARY 2014

Development Framework Study Boundary

Operational Port Boundary

0 200 400 600 Metres

1:250,000 & 1:12:000

CONTAINS ORDNANCE SURVEY DATA CROWN COPYRIGHT AND DATABASE RIGHT 2013


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Oxcars

Narrow Deep

Blae Rock

IMAGE (C) CROWN COPYRIGHT, 2013. ALL RIGHTS RESERVED. LICENCE NO. EMS-EK001. NOT TO BE USED FOR NAVIGATION.

KEY:

SCALE PROJECT NO.

CONTENT DRAWN

CHECKED DATE

@ A3 JE30615

FCARUP

NTS FIGURE 3

PORT OF LEITH: 21ST CENTURYGATEWAY PORT

PG

LICENSED DISPOSAL SITES ANDAREAS OF POTENTIAL MARINEAGGREGATE EXTRACTION

FEBRUARY 2014

1:40,000

Boundary for Marine Licenses

Harbour Revision Order

Licensed Disposal Sites

Areas of Potential Marine Aggregate Extraction

0 500 1,000 1,500 m


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environmental statement vol 1 non technical summary draft february 2014 redacted.pdf

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