Stratus House Exeter, Devon EX1 3QS United Kingdom · PDF fileStratus House Emperor Way...

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Document title Port of Poole Master Plan: Harbour and

Landside Works

Environmental Screening & Scoping Report

Document short title

Status Final Report

Date October 2011

Project name Poole Master Plan Scoping Study

Project number 9W4929

Client Poole Harbour Commissioners

Reference 9W4929/303311/Exet

Stratus House

Emperor Way

Exeter, Devon EX1 3QS

United Kingdom

+44 (0)1392 447999 Telephone

Fax

[email protected] E-mail

www.royalhaskoning.com Internet

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Drafted by Sarah Strong / Christa Page / Steve Challinor

Checked by Christa Page

Date/initials check …CP………………. ………06/10/11………….

Approved by Steve Challinor

Date/initials approval …SC………………. ……06/10/11………….…………

- i -

CONTENTS

Page

1 INTRODUCTION 1 1.1 Port of Poole 1 1.2 Draft Port of Poole Master Plan 1 1.3 Harbour and Landside Works 4 1.4 Consenting and EIA Requirements 4 1.5 EIA Screening and Scoping Report 5

2 DESCRIPTION OF THE PROPOSED DEVELOPMENT 7 2.1 Proposed Development 7 2.2 Proposed Development Options 19 2.3 Planning and Policy Context 25

3 CONSENTING AND EIA REQUIREMENTS 26 3.1 Introduction 26 3.2 Consenting Requirements 26 3.3 EIA Requirements 28 3.4 Consultation 32 3.5 HRA Requirements 34

4 ENVIRONMENTAL SCOPING 37 4.1 Introduction 37 4.2 Coastal Processes 38 4.3 Water and Sediment Quality 44 4.4 Marine Ecology 49 4.5 Marine and Coastal Ornithology 54 4.6 Terrestrial Ecology and Ornithology 58 4.7 Fisheries 61 4.8 Geology and Soils 63 4.9 Historic Environment 65 4.10 Landscape and Visual Amenity 67 4.11 Transport 69 4.12 Noise and Vibration 72 4.13 Air Quality 74 4.14 Navigation 77 4.15 Coastal Protection and Flood Defence 80 4.16 Recreation and Amenity 81 4.17 Socio-Economics 86 4.18 Cumulative Effects Assessment 87

5 PROPOSED SCOPE OF ENVIRONMENTAL IMPACT ASSESSMENT 88 5.1 EIA Methodology 88 5.2 Consultation 89 5.3 Investigations for the EIA 89 5.4 Content of the Environmental Statement 90

- ii -

6 HABITATS REGULATIONS ASSESSMENT: INFORMATION TO INFORM

SCREENING OF LIKELY SIGNIFICANT EFFECT ON A EUROPEAN SITE 91 6.1 Introduction 91 6.2 Habitats Regulations Assessment Process 91 6.3 Proposed Port Development and Other Plans and Projects 92 6.4 Information on the Poole Harbour SPA and Ramsar Site 92 6.5 Screening of Likely Significant Effect 93 6.6 Assessment of screened project activities on designated features

to determine potential likely significant effect 98

7 REFERENCES 99

Port of Poole Master Plan Poole Harbour Commissioners

Environmental Screening & Scoping Report 1 October 2011

1 INTRODUCTION

1.1 Port of Poole

1.1.1 The Port of Poole is situated in the northern part of Poole Harbour between the urban

areas of Hamworthy and Poole (see Figure 1.1 and Plate 1.1). The port comprises two

roll-on roll-off (Ro-Ro) ferry terminals, including 18 hectares of parking space and a

passenger terminal with parking for 650 cars, conventional cargo quays, and limited

covered storage space of 8,500m². The port has a modern fleet of cargo handling

equipment, including cranes, forklifts, tugmasters, pilot boats, tug and dredger, all of

which are on planned maintenance and replacement schedules. The port’s property

also includes the Poole Quay Boat Haven (110 visitor berths and 110 fishing vessels)

situated at the Town Quay, and the recently opened Port of Poole Marina (55 berths).

1.1.2 Unlike other ports along England’s south coast, access to the Port of Poole is limited to

7.5m draught and to vessels of approximately 175m length overall (LOA). Maintenance

dredging is an expensive activity for the port and the disposal of dredged material is

likely to become more problematic in future years.

1.1.3 Poole Harbour has extensive leisure and fishing boat activity and there is a speed

restricted approach to the port’s quays where the turning circle for larger commercial

shipping is about 175m in size. The port also operates a pilot service and towage

service in poor weather.

1.1.4 The Port of Poole is situated within a very large, relatively shallow, natural harbour

which has a narrow mouth through which strong tidal currents flow. The main approach

channel has a challenging kink along its length close to the harbour entrance and the

busy Sandbanks chain ferry. The draught and width restrictions of the approach

channel mean that the Port of Poole is likely to remain a short-sea shipping port and is

unlikely to be able to accommodate vessels in excess of 200m LOA.

1.2 Draft Port of Poole Master Plan

1.2.1 Port of Poole is a trust port established by parliamentary statute in 1895 and is managed

by Poole Harbour Commissioners (PHC) in line with Government’s broad policy aims in

relation to ports.

1.2.2 PHC have prepared and published a draft Port of Poole Master Plan (Ref.1). The draft

Master Plan identifies the port’s strategic planning for the medium to long term (i.e. the

next 20 to 30 years) by identifying the port activities necessary to support the growth

and development of business.

1.2.3 Following publication of the draft Master Plan, PHC are undertaking a series of

consultation events over a 20-week period. These will involve all major categories of

stakeholders, including local residents, shipping lines, hauliers, tenants, local amenity

groups, local business associations and community groups, national non-governmental

organisations (NGOs), regulators, transport network providers, and regional and local

planning bodies. After collating the various responses, PHC will publish the final Master

Plan in 2012, and thereafter it will be periodically reviewed.



Plate 1.1 Annotated photograph showing port areas

Little Channel

Poole Quay Boat Haven

Poole Yacht Club

Port of Poole Marina

New Quay: North and South

Oil Jetty

Ro-Ro Berth No 3

Turning Basin Area

Poole Bridge Ro-Ro Berth No 2

POOLE

PORT OF POOLE

Middle Ship Channel



1.3 Harbour and Landside Works

1.3.1 In essence, under the draft Master Plan, PHC are proposing port development in order

to provide the following new infrastructure at the Port of Poole:

• a windfarm base;

• at least one deep water quay;

• a marina including a Marine Centre;

• a cruise ship berth; and

• sufficient water depth for navigation and berthing of vessels using the proposed port

development.

1.3.2 At present, PHC are considering a range of options for the locations and/or layouts of

the proposed port development. The choice of the preferred option(s) will determine the

extent of harbour and landside works required to implement them. Further detail about

the proposed port development options and the anticipated works is provided in Section

2.

1.4 Consenting and EIA Requirements

1.4.1 Subject to the extent of harbour and landside works required, PHC will require a number

of consents prior to construction and operation of the proposed port development.

1.4.2 For those harbour works that PHC do not have sufficient powers to develop under their

current HRO, it is expected that the following consents would be required from the

Marine Management Organisation (MMO):

• a Harbour Revision Order (HRO) under the Harbours Act 1964 (as amended); and

• marine licences under the Marine & Coastal Access Act 2009.

1.4.3 In order to support the application processes for these consents, it is expected that

Environmental Impact Assessment (EIA) will be required, respectively, under:

• the Harbour Works (Environmental Impact Assessment) Regulations; and

• the Marine Works (Environmental Impact Assessment) Regulations 2007 (as

amended from April 2011).

1.4.4 PHC have general development powers for certain landside works on certain parts of

the port estate. For those landside works that PHC do not have general development

powers, it is expected that consent for landside works – where sufficiently associated

with the harbour works - would be applied for under the HRO and the Harbour Works

(Environmental Impact Assessment) Regulations would apply.

1.4.5 Should all harbour and landside works be such that they can be applied for under the

HRO and marine licences and, if necessary, be executed through PHC’s existing

powers, then the consenting requirements for the proposed port development will

consolidated into applications to the MMO, as illustrated in Plate 1.1.



Plate 1.1 Indicative Application ‘Route Map’ (source: Ref.8)

1.4.6 However, if the proposed port development includes landside works that PHC do not

have general development powers and are not sufficiently associated with the harbour

works to be covered under the HRO application, then it is expected that planning

permission under the Town & Country Planning Act 1990 and the Town and Country

Planning (Environmental Impact Assessment) (England and Wales) Regulations 1999

(as amended) would be required from the Borough of Poole Council.

1.4.7 Further information on the expected consenting and EIA requirements is provided in

Section 3.

1.5 EIA Screening and Scoping Report

1.5.1 To date, PHC have not sought screening opinions from either the Marine Management

Organisation (MMO) or the Borough of Poole Council. This process will establish

whether the proposed developments would be subject to EIA in accordance with the

Regulations identified in paragraph 1.4.2 above and whether the consent applications



would need to be accompanied by an Environmental Statement (ES).

1.5.2 This EIA Screening and Scoping Report presents the information required to inform

screening opinions and, assuming EIA to be required, scoping opinions from the MMO

and Borough of Poole Council. This report therefore provides a description of the

construction and operational phases of the proposed port developments, identifies the

environmental issues on which the subsequent EIA process should focus, and identifies

the information to be included within the resulting ES.

1.5.3 In order to present this information, this report comprises six sections. Section 1

provides an introduction to the draft Master Plan, the proposed port developments, and

key consenting and EIA requirements. Section 2 provides a description of the proposed

port developments and options being considered by PHC. Section 3 examines the

consenting and EIA requirements associated with the proposed port developments.

1.5.4 Section 4 details the potential environmental issues associated with the draft Master

Plan. The various environmental issues are considered separately as sub-sections

covering, for example, coastal processes, water and sediment quality, marine ecology,

etc.

1.5.5 For each of these environmental parameters, the following information is provided:

• Baseline environment and receptors – a description of the baseline environmental

conditions for the parameter under consideration, and a description of the data and

information available for impact assessment purposes;

• Identification of potential environmental issues – an identification of the potentially

significant environmental impacts (both adverse and beneficial) associated with the

construction and operation phases of the proposed port developments, taking into

account previous and ongoing activities and the environmental conditions in Poole

and Poole Harbour; and

• Methodology and approach to EIA – a proposed scope of work for the subsequent

EIA process; that is, a description of the subsequent studies and investigations to be

undertaken to inform the EIA process and the information to be included within the

resulting ES.

1.5.6 Section 5 summarises the proposed scope of the EIA and Section 6 provides

information to inform the competent authority’s determination on whether the proposed

port developments require appropriate assessment in accordance with the provisions of

the Habitats Directive and the related requirements for Habitats Regulations

Assessment.

1.5.7 This report will be submitted to the MMO and Borough of Poole Council as part of PHC’s

requests for screening and scoping opinions.



2 DESCRIPTION OF THE PROPOSED DEVELOPMENT

2.1 Proposed Development

2.1.1 In summary, the proposed development includes for various harbour and landside works

to provide the following:

• windfarm base;

• deep water quay;

• marina including a Marine Centre;

• cruise ship berth; and

• sufficient water depth for navigation and berthing of vessels using the proposed port

developments.

2.1.2 Context and likely operational activities for the proposed developments is provided in the

following sections.

Windfarm Base

2.1.3 As shown in Plate 2.1, the Port of Poole is the closest port facility to the West of Wight

offshore windfarm and is well placed to provide the developer with the port facilities

required to support construction and, subsequently, operate and maintain the windfarm.

Plate 2.1 West of Wight Offshore Windfarm Development Area



2.1.4 Generally, port facilities supporting the construction of offshore windfarms comprise the

following four areas:

• a quayside unloading area for receiving delivery vessels and unloading turbine

components;

• a storage area for storage of delivered turbine components located either adjacent

to or remotely from (but within 200m) the quayside unloading area;

• a transit area for movement of turbine components between the quayside area and

the storage area; and

• a quayside preparation and loading area for assembling turbine components and

loading assembled turbines onto installation vessels.

2.1.5 In addition, it is anticipated that the windfarm base will require office and car parking

facilities within the port estate.

2.1.6 In order to provide a windfarm base, PHC will develop the south-east part of the port

estate in the area occupied formerly Ro-Ro Berth No. 1 and currently by the Port of

Poole Marina. Works including quay construction, land reclamation and capital dredging

will be required (see Options 1 and 2 in Section 2.2 and Figures 2.1 and 2.2

respectively).

2.1.7 During the construction of the offshore windfarm (c. 1 to 10 years), the key activities at

the windfarm base will entail:

• unloading of in-bound turbine components from delivery vessels (e.g. towers, hubs,

blades, nacelles) using a vessel-mounted crane or quayside crane;

• transit, lay-down and storage of the turbine components (such that they are

available for offshore windfarm construction in relation to weather conditions and

availability of the installation vessel) using crawler cranes and/or transporters;

• preparation and assembly of the turbine components into tower sections and

nacelles with either two or three blades; and

• loading of tower sections, nacelles and, if relevant, the remaining blades onto

installation vessels via vessel-mounted cranes.

2.1.8 All hardstanding areas (i.e. quayside, storage and transit areas) will be lit appropriately

to allow for operation 24 hours a day.

2.1.9 During maintenance of the offshore windfarm (up to 50 years), activities at the windfarm

base will be less intensive and extensive. The windport facility will provide the facilities

necessary for the maintenance crew (i.e. offices) and vessels (i.e. berths), storage of

spare parts and repairs.



Deep Water Quay

2.1.10 With the recent downturn in Ro-Ro cross channel activity, including the suspended

service operated by Brittany Ferries, PHC recognise the need to develop other income

streams in order to secure the port’s future. PHC is experiencing increasing demand for

handling conventional cargoes, including the potential for acting as a feeder port

supplying and receiving containers from larger terminals (e.g. from the Port of

Southampton). Accordingly, PHC need to provide at least one deep water quay with a

berth dredged to 7.5m below Chart Datum (CD) specifically to deal with cargoes carried

by larger vessels.

2.1.11 In order to provide deep water quay facilities, PHC will develop a deep water quay as

part of the windfarm base (see Options 1 and 2 in Section 2.2 and Figures 2.1 and 2.2

respectively) and/or will develop at least one of the existing conventional quays along

the Little Channel (i.e. the Oil Jetty, New Quay South, New Quay North) through works

including quay construction and capital dredging (see Option 3 in Section 2.2 and

Figure 2.3). In addition, PHC need to provide additional covered storage facilities, such

as storage sheds.

2.1.12 The port already handles and stores conventional cargoes through the import and/or

export of steel commodities, timber, roadstone, animal feeds and grain, ball clay, bricks,

marine aggregates (sand and gravel), containers and general cargoes. PHC’s trade

data identify that the annual tonnage of conventional cargo passing through the Port of

Poole ranges from approximately 388,000 to 855,000 tonnes (see Plate 2.2). This trade

includes a tri-weekly service between Poole and the Channel Islands operated by

Channel Seaways. PHC operate a modern fleet of cargo handling equipment including

cranes and forklifts and has covered storage of 8,500m2.

Plate 2.2 Conventional Cargo Handled at the Port of Poole (1983-2010)

0

100000

200000

300000

400000

500000

600000

700000

800000

900000

1983/8

4

1984/8

5

1985/8

6

1986/8

7

1987/8

8

1988/8

9

1989/9

0

1990/9

1

1991/9

2

1992/9

3

1993/9

4

1994/9

5

1995/9

6

1996/9

7

1997/9

8

1991/9

2

1999/2

0

2000/0

1

2001/0

2

2002/0

3

2003/0

4

2004/0

5

2005/0

6

2006/0

7

2007/0

8

2008/0

9

2009/1

0

Year

To

nn

es



2.1.13 The current nature of port operations will not change significantly by the development of

at least one new deep water quay. However, the deep water quay will ensure that the

port can compete effectively for the handling and storage of conventional and bulk

cargoes by allowing the safe navigation and berthing of the larger vessels that are used

to transport these cargoes.

Poole Harbour Marine Centre, marina and facilities

2.1.14 The port has been involved in the marina/boat haven sector since 2001 with the

development of the Poole Quay Boat Haven and, much more recently, the Port of Poole

Marina. This part of PHC’s business has grown successfully but the restricted size of

Poole Quay Boat Haven (c.200 berths) and the Port of Poole Marina (c.55 berths)

means that both facilities are close to maximum occupancy, with the latter becoming

close to capacity within a month of completion.

2.1.15 The decision by BPC to move ahead with the Twin Sails Bridge has already resulted in

boats berthed in Holes Bay seeking alternative facilities either within Poole Harbour or

elsewhere along the south coast of England. It is proposed that the marina will require

an area large enough to accommodate 950 berths but be located close to the Port of

Poole.

2.1.16 A new marina could accommodate many of the boats that might otherwise move away

from Poole Harbour, attract new boats to Poole Harbour and attract major sailing events

and substantial revenue to the town. The creation of a Marine Business Park on the

port could result in the creation of new cluster of marine businesses in Poole, bringing

revenue to PHC as well as facilities and employment to the local marine sector.

2.1.17 In order to provide the new marina, PHC will develop either the water area extending

south-west from the existing Poole Yacht Club or the water area extending south from

the existing Poole Quay Boat Haven. The construction of breakwaters, deployment of

mooring systems and capital dredging will be required at both locations (see Options 4

and 5 in Section 2.2 and Figures 2.4 and 2.5 respectively).

2.1.18 Operation of the new marina is not expected to introduce 800 to 900 new boats to Poole

Harbour because it is anticipated that a number of these boats will relocate from existing

moorings within the Harbour. In particular, it is anticipated that boats will be relocated

from moorings in Holes Bay so that sailors can avoid the delays associated with waiting

for the opening of the lifting bridges so that they can pass in and out of the Harbour.

This expectation is based on berth uptake at the recently opened Port of Poole Marina

where approximately 50 per cent of the 55 berths were taken by boats relocating from

elsewhere within the Harbour.

2.1.19 Annual Watercraft Activity surveys are carried out by PHC to monitor the usage of the

Harbour and to identify trends in activity from year to year. The 2010 summer survey

indicates that the most popular types of vessels are cruisers, speed-boats and yachts,

with approximately 50,000 vessels counted travelling through the Harbour entrance

during June to August 2010. Other vessels, making up the remainder of the recreational

activities include fishing, RNLI and diving boats, as well as dinghies, canoes and RIBs.



2.1.20 In addition to the marina, the Marine Centre itself is proposed to provide and/or

stimulate:

• facilities for hosting major sailing events (e.g. regattas and races);

• clubhouse/bar/restaurant;

• a Marine Business Park to accommodate marine related commercial activity

including chandlery, riggers, sail-makers, etc; and

• a Poole Harbour Education Centre to provide local residents and stakeholders

(including schools) with a facility to learn about the Harbour.

Cruise Ship Berth

2.1.21 The Port of Poole annually handles two to three day calls a year from small cruise

vessels using the existing quays and onshore facilities for check-in, customs, baggage

handling, passenger handling and ship stores. The small cruise vessels are typically up

to 35,000 tonnes and carry up to 500 passengers. Previous cruise companies using the

port include Hapag Lloyd, Plantours, Saga, Hebridean Island Cruises and Waverley.

2.1.22 PHC are integrally involved in Destination South West, a marketing organisation for

cruise ships in the South West of England. As a result, PHC has received interest from

cruise companies interested in utilising the port, both for day calls and turnarounds.

PHC have been advised by experts within the industry that the port could handle 30-40

cruise calls (both day calls and turnarounds) per annum if new cruise ship berthing

facilities were provided.

2.1.23 In order to provide cruise ship facilities, PHC will develop a new berth either as part of

the windfarm base (see Options 1 and 2 in Section 2.2 and Figures 2.1 and 2.2

respectively), or as part of the deep water quay (see Option 3 in Section 2.2 and Figure

2.3), or as a dedicated berth connected to the new marina (see Options 4 and 5 in

Section 2.2 and Figures 2.4 and 2.5 respectively).

2.1.24 Day calls entail a visit to the port by a vessel as part of a cruise itinerary. Typically, a

cruise vessel arrives at port early in the morning (i.e. between 06:00 and 08:00),

remains on the berth throughout the day, and departs the port in the early evening (i.e.

between 18:00 and 20:00). This routine allows enough time for passengers to make

shore-side excursions during the day when the vessel is on the berth. Custom facilities

will therefore need to be made available.

2.1.25 During the operation of the proposed cruise ship berth, it is anticipated that day calls

could be made throughout the year but would tend to be more frequent during the period

April to September. It is also anticipated that 50% of the passengers coming ashore

would visit Poole by walking or shuttle bus, while the other 50% would participate in

shore-side excursions to places of interest typically within an hour coach journey of the

port. On the basis that up to 500 passengers could come ashore during a day call, it is

anticipated that 250 passengers would walk or take a shuttle bus into Poole and 250

passengers would take a coach to a place of interest. Allowing for 45 passengers per

coach, a day call could generate up to five or six coach loads departing from and

returning to the port.



2.1.27 Turnaround calls entail the port being the point of embarkation and/or disembarkation for

passengers starting and/or ending a cruise itinerary and passengers and their luggage

will need to pass through customs control. Typically, a cruise vessel arrives at port a

day or two before departing to begin another cruise. During this time the vessel is re-

stocked (e.g. with food, water and other supplies), re-fuelled and has its waste (e.g.

rubbish, sewage) collected and disposed of appropriately.

2.1.28 During operation of the proposed cruise ship berth, it is anticipated that turnarounds

would be made throughout the year. It is also anticipated that passengers would

arrive/depart the by a combination of coach (50%), car (45%) and public transport (5%).

Passengers arriving by car would park their car within the port estate during the cruise.

On the basis that up to 500 passengers could embark or disembark a turnaround call, it

is anticipated that 250 passengers would arrive/depart by coach, 225 passengers would

arrive/depart by car, and 25 passengers would arrive/depart by public transport.

Allowing for 45 passengers per coach and two passengers per car, a turnaround call

could generate up to five or six coach loads and 113 cars arriving at and departing from

the port.

2.1.29 If the road traffic figures are scaled up for 20 day calls per annum, the cruise ship berth

will generate approximately 110 coach loads or 220 movements per annum. If the road

traffic figures are scaled up for 20 turnaround calls per annum, the cruise ship berth will

generate approximately 110 coach loads or 220 coach movements per annum and

2,260 cars or 4,520 car movements per annum. Compared to the number of Heavy

Goods Vehicles (HGV) and car movements per annum associated with the port’s

existing Ro-Ro ferry operations (see Plates 2.3 and 2.4 respectively), the road traffic

generated by the cruise ship berth would be low.

Plate 2.3 HGVs Handled at the Port of Poole (1983-2010)

0

20,000

40,000

60,000

80,000

100,000

120,000

1983/8

4

1984/8

5

1985/8

6

1986/8

7

1987/8

8

1988/8

9

1989/9

0

1990/9

1

1991/9

2

1992/9

3

1993/9

4

1994/9

5

1995/9

6

1996/9

7

1997/9

8

1991/9

2

1999/2

0

2000/0

1

2001/0

2

2002/0

3

2003/0

4

2004/0

5

2005/0

6

2006/0

7

2007/0

8

2008/0

9

2009/1

0

Year

HG

Vs



Plate 2.4 Cars Handled at the Port of Poole (1983-2010)

0

50000

100000

150000

200000

2500001983/8

4

1984/8

5

1985/8

6

1986/8

7

1987/8

8

1988/8

9

1989/9

0

1990/9

1

1991/9

2

1992/9

3

1993/9

4

1994/9

5

1995/9

6

1996/9

7

1997/9

8

1991/9

2

1999/2

0

2000/0

1

2001/0

2

2002/0

3

2003/0

4

2004/0

5

2005/0

6

2006/0

7

2007/0

8

2008/0

9

2009/1

0

Year

Cars

Capital Dredging, Land Reclamation and the Disposal of Dredged Material at Sea

2.1.30 Access to the port is provided via the existing approach channel, which is regularly

dredged to maintain a water depth water depth to 7.5m below CD.

2.1.31 Additional capital dredging will be required to provide the water depths necessary to

accommodate the berthing and facilitate the manoeuvring of vessels using the proposed

windfarm base, deep water quay, marina and cruise ship berth. In essence, water

depths will be required up to 9m below CD at the windfarm base, deep water quay and

cruise ship berth, and up to 2.5m below CD at the marina.

Construction

2.1.32 For all of the proposed developments, capital dredging leading to the provision of

dredged materials to be used as fill for land reclamation is likely to involve the use of a

cutter suction dredger. In this case, the cutter suction dredger will pump the dredged

material directly into the land reclamation areas via a floating pipeline.

2.1.33 However, if the dredged material will not be suitable for use as fill for land reclamation,

capital dredging leading to the disposal of dredged material to the disposal site in Poole

Bay is likely to involve the use of a backhoe dredger. The backhoe dredger will place

the dredged material into a self-propelled barge. The self-propelled barge will sail out to

the Swanage disposal site where it will deposit the dredged material (see Plate 2.5).



Plate 2.5 Approximate location of Swanage licensed disposal site

Swanage Disposal Ground

Operation

2.1.34 Maintenance dredging is currently undertaken in line with the Poole Harbour Sediment

Management Plan (SedMP) (Ref.2). It is proposed that any maintenance dredging

required in relation to the proposed harbour works under the Master Plan will be

considered in line with the existing SedMP. Further detail on the current plan is

provided in Section 4.2.

2.2 Proposed Development Options

2.2.1 The port estate covers approximately 23 hectares. Given the port’s location extending

out into Poole Harbour, the only realistic option for creating new port land is to reclaim

part or all of the former Ro-Ro No.1 berth in the estate’s south-east corner, which is also

the location of the Port of Poole Marina (see Figure 1.1). In addition, the only realistic

option for creating a new marina is to extend from the port estate’s western boundary by

relocating Poole Yacht Club, or extend from Town Quay.

2.2.2 At present, PHC are considering five options to deliver the proposed developments.

Consent applications will be sought by PHC for one or a combination of two or more of

these options. These options and their potential construction methods are briefly

summarised below and shown on Figures 2.1 to 2.5.



Option 1 – Windfarm Base and New Deep Water Quay

2.2.3 Option 1 (see Figure 2.1) comprises a combined harbour works but separate landside

works for the windfarm base. Under this option harbour works in the form of land

reclamation will take approximately half of the water area currently allocated for the Port

of Poole Marina to provide the deep water berth and quayside area for the windfarm

base. The berthing pocket located to the south of the reclaimed land will be dredged to

9m below CD. The deep water quay could also provide for a cruise berth.

2.2.4 It is anticipated that the windfarm base’s landside storage area will be located within the

existing port estate but away from, rather than directly adjacent, to the new quay. The

scale of the storage area will depend on the turbine size and numbers to be stored, but

could be up to 10 hectares. Additional space would provide at least 15m wide access

corridors for cranes and transporters. It is anticipated that the combined quayside and

preparation area proposed under Option 1 would have approximate dimensions of 220m

by 75m.

2.2.5 Construction of Option 1 is most likely to comprise a sheet piled retaining wall with

concrete capping beams with the area contained within the new walls being backfilled

with suitable marine dredged granular material. This area is likely to be a paved hard

standing area. The piling work is likely to be carried out from marine plant although it

would be possible to work from the landside. Typically the piling will be installed using

either hammer or vibration depending on the geophysical nature of the seabed.

2.2.6 There is a relatively small dredged pocket on the south side of the new quay facility and

this is likely to be carried out by a cutter suction dredger or long-reach backhoe

excavator from the quayside subject to the potential use or disposal of the dredged

material. The use or disposal of the dredged material will be dependant upon its

properties but, if possible, will be used as part of the fill material for the construction of

this option or other components of the proposed development.

2.2.7 Site facilities for the construction could be based on the port estate. The materials such

as piles, fill material and some aggregates for the construction would most likely be

delivered to the port by marine plant or from local stone quarries.

Option 2 – Windfarm Base and New Deep Water Quays

2.2.8 Option 2 (see Figure 2.2) includes and extends the marine works proposed in Option 1

by infilling of the whole of the existing Port of Poole Marina and creating a new deep

water berth dredged to 7.5m below CD to the east of the site. This will accommodate

the storage areas and deep water quay activities. The windfarm base and new deep

water berth proposed in Option 1 at the south of the site is also proposed as part of

Option 2. One of the deep water quays could also provide for a cruise berth.

2.2.9 It is anticipated that a transit area for the windfarm base would be required under Option

2, which would be at least 25m wide to accommodate crane movements and turning.

As for Option 1, it is anticipated that the combined quayside and preparation area

proposed for the windfarm base would have approximate dimensions of 220m by 75m,

and the berthing pocket would be dredged to 9m below CD.

2.2.10 Construction of Option 2 will be similar to Option 1 with little change in the length of piled



structure but increased land reclamation. This option will require larger quantities of fill

material, hardstanding and dredging; however it allows for the provision of two versatile

quay lengths and a protected area for small commercial craft.

Option 3 – Deepening of Existing Conventional Quays

2.2.11 Option 3 (see Figure 2.3) considers the accommodation requirements of handling bulk

cargo and proposes dredging of the Little Channel to 7.5m below CD and the

reconstruction of the conventional quays to the east of the port estate (i.e. the New

Quay North, New Quay South and the Oil Jetty).

2.2.12 Construction of Option 3 comprises the dredging of the Little Channel and the formation

of a new deeper and longer quay structure along the eastern side of the port estate.

The construction of the northern section of this facility (i.e. New Quay North and New

Quay South) is likely to be that of a new piled wall formed in front of the existing quay

walls. This piled wall will be tied back using anchors located under the hardstanding in

the port estate and a new capping beam formed with suitable fill material placed in the

void between the old and new walls. This work would have to be undertaken prior to

any capital dredging in the Little Channel.

2.2.13 At the southern end of this facility (i.e. the Oil Jetty) a number of options exist for the

formation of the quay. The quay could be extended by the installation of a number of

dolphin structures formed from monopiles, cellular structures or tubular piles.

Alternatively the southern extension could be formed from a sheet piled finger jetty.

2.2.14 With all of the possibilities available for the construction of this option it is likely that the

construction would be carried out by a combination of marine and land based plant. The

piling will either be hammer or vibration driving method depending on the geophysical

nature of the seabed.

2.2.15 As with Options 1 and 2, it is likely that the majority of the construction materials will be

imported to site by sea using marine plant, and that construction site facilities would be

based on the port estate.

2.2.16 Capital dredging is likely to be carried out by a cutter suction dredger or long-reach

backhoe excavator subject to the potential use or disposal of the dredged material. The

use or disposal of the dredged material will be dependant upon its properties but, if

possible, will be used as part of the fill material for the construction of this option or other

components of the proposed development.

Option 4 – Marina (Western Option)

2.2.17 Option 4 (see Figure 2.4) provides the details of the location of the new marina to the

west of the port estate. This entails partial removal of the existing Poole Harbour Yacht

Club breakwater and the relocation of the Poole Yacht Club to the west of the new

marina. Option 4 also includes the proposals for a new cruise ship berth to be

constructed along the south side of the new marina. Capital dredging will be required to

2.5m below CD within the Poole Yacht Club and the new marina and to 7.5m below CD

within the new cruise ship berth. Capital dredging of areas of the Wareham Channel will

be kept to a minimum but will be needed to align and straighten the channel to provide a

consistent depth of 2.5m below CD. Provision for a Marine Centre is also made within



Option 4 and is likely to be located within the port estate on land adjacent to the new

marina.

2.2.18 The construction of Option 4 is likely to comprise the following key construction

activities. Partial demolition and removal of the existing breakwater will be required.

This activity is likely to be undertaken by land based plant with the resulting materials

being moved to partly form the creation of the new rubble mound breakwaters required

under Option 4.

2.2.19 Capital dredging of the marina areas and parts of the Wareham Channel will be required

for the reasons described above. Capital dredging is likely to be carried out by a cutter

suction dredger or long-reach backhoe excavator subject to the potential use or disposal

of the dredged material. The use or disposal of the dredged material will be dependant

upon its properties but, if possible, it could be used as part of the fill material for the

construction of this option or other components of the proposed development.

2.2.20 Rubble mound breakwaters will be constructed to form the perimeter of the marina

areas. The breakwaters will probably comprise core materials and armour materials,

and will be created by end-tipping of graded materials to form a causeway. The

protection of the core material will be with the use of rock armour. It is likely that the

breakwater’s construction materials will be imported to site by sea (i.e. on barges). As a

roadway will be required on top of the breakwater, it is likely that the crest width will be

wide enough for all construction plant to access and utilise it, thereby negating the

extensive use of marine-based construction plant for placing the core and armour

materials. The access road will be constructed using a series of precast concrete units

and a flexible pavement type.

2.2.21 A dividing structure between the new marina and the relocated Poole Yacht Club is

likely to be installed and probably aligned in a north-south direction. This structure could

be constructed from either a solid wall of sheet piles or pre-cast concrete gravity units or

a series of discrete piles interconnected by floating pontoons.

2.2.22 Land will be reclaimed within the marina area to provide landside facilities. The

reclamation material will be compounded by either a small piled retaining structure or a

revetment slope or a combination of the two. The area will require concrete slipways for

land to water access for the users.

2.2.23 Construction of the cruise berth is likely to be formed by a series of discrete

berthing/mooring dolphins interconnected by access walkways. The dolphin structures

are likely to be piled using a number of tubular piles with a concrete pile cap. The

walkways spanning between these dolphins are likely to comprise steel trusses offering

access for port and vessel personnel for berthing and mooring activities.

2.2.24 The cruise ship passengers will require access to and from the vessel and this may

need to be via a moveable passenger access walkway which would need to be located

somewhere along the berthing line indicated in Figure 2.4. In addition, vehicular access

to and from the vessel will be required for both passengers and supplies. It is likely that

this will be achieved using substantial floating pontoons capable of vehicular access.



Option 5 – Marina (Eastern Option)

2.2.25 Option 5 (see Figure 2.5) proposes a layout for a new marina on the eastern side of the

port estate at Town Quay. This will require extending the existing Poole Quay Boat

Haven with the location of the cruise berth on the Main Shipping Channel side of the

new marina. Capital dredging will be required to 2.5m below CD within the marina and

7.5m below CD for the cruise ship berth. Provision of a marine centre and business park

is still proposed as part of Option 5 (see Option 4) but will be on land which is currently

part of the port estate.

2.2.26 The construction of Option 5, although the location changes, comprises the same key

construction activities as highlighted for Option 4.

Combination of Options

2.2.27 Options 1 to 5 offer PHC various combinations of development to achieve the proposed

developments of the windport, deep water, marina and cruise facilities, as illustrated by

Table 2.1.

2.2.28 PHC will not develop all five options, but are likely to develop a combination of either

Option 1 or Option 2 along with either Option 4 or Option 5. Option 3 could be added to

any combination of the options. A cruise ship berth is shown under a number of options,

but would only be developed at one location.

Table 2.1 Potential Port Development under Options 1 to 5

Option Windfarm

Base

Deep Water

Quay

Marina Cruise Ship

Berth

Option 1 � � � �

Option 2 � � � �

Option 3 � � � �

Option 4 � � � �

Option 5 � � � �

2.2.29 Figure 2.6 summaries the options.

MP 117.5

1.8m

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1.6m

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MP 117.5

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Sand and Shingle

Wr T

1.8m

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Sand and ShingleSand and Shingle

Boat Pound

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1.8m

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Sand and Shingle

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BP Base

Jenkins Berth

Poole Yacht Club

PORT OF POOLE MASTERPLAN -

HARBOUR AND LANDSIDE WORKS

REPRODUCED FROM ORDNANCE SURVEY MAPS WITH PERMISSION

FROM THE CONTROLLER OF HM STATIONERY OFFICE. CROWN

COPYRIGHT RESERVED. LICENCE No. AL100017728

HASKONING UK LTD

www.royalhaskoning.com

Telephone

Fax

E-mail

Internet

OFFICE/DIVISIONAdreesLine1

AddressLine2

AddressLine3

Telephone No.

Fax No.E-Mail

Option 4

Option 1

Option 3

Option 2

Option 5



2.3 Planning and Policy Context

2.3.1 In 2009 the Department for Transport published a draft National Policy Statement for

Ports (Ref.3) which followed the introduction of the Planning Act 2008 and the Marine

and Coastal Access Act 2009. Although this document is yet to gain approval, it sets

out the need for new port infrastructure and the economic role ports in the UK undertake

in freight and bulk material movements, the supply of energy, tourism and leisure

(including passenger cruise liners) and general contributions to local and regional

economies.

2.3.2 Most importantly, the document seeks to encourage port development, particularly in

relation to long-term forecast growth in imports and exports whilst ensuring compliance

with legal, and environmental and social objectives and constraints.

2.3.3 In relation to the Port of Poole being a Trust Port, consideration of Government

guidance in relation to the operation of Trust Ports is relevant (Ref.4). This guidance

states that ‘Trust Port boards should transact business in the interests of the whole

community of stakeholders openly, accountably and with commercial prudence’.

2.3.4 The Poole Local Plan (Ref.5) and Bournemouth, Poole and Dorset Structure Plan (Ref.

6) both acknowledge the need to renew and develop the road and rail links for the

region for both the socio-economic benefit to the local population and specifically

acknowledges the port in its own right. Both these plans support the Government’s

strategy for sustainable transport development (Planning and Policy Guidance 13) which

considers the need for integration of different modes including the transport of freight

transport to shipping where possible. Local authorities are therefore encouraged to

promote the role of ports by encouraging access to them by road and rail.

2.3.5 Additionally, the Poole Local Plan identifies that there is sufficient deep water frontage

and infrastructure in place to allow for an increase in ferry services and coastal shipping

if required. This is re-iterated in the Poole Core Strategy (PCS) (Ref.7) with the creation

of policy PCS 3 which specifically addresses the Port of Poole.



3 CONSENTING AND EIA REQUIREMENTS

3.1 Introduction

3.1.1 The following paragraphs set out the principal consents required for the harbour and

landside works associated with the proposed development components of the draft Port

of Poole Master Plan that are likely to require EIA.

3.1.2 As identified in Section 1.3, PHC will be seeking a range of consents for the harbour and

landside works associated with the proposed port development, including a harbour

order in the form of a HRO under the Harbours Act 1964 (as amended), a marine

licence under the Marine & Coastal Access Act 2009 and, potentially, planning

permission under the Town & Country Planning Act 1990.

3.1.3 Plate 3.1 provides an overview of the key steps the EIA process in relation to marine

licensing.

3.2 Consenting Requirements

Harbour Revision Order

3.2.1 PHC’s statutory authority as harbour authority is established by the Poole Harbour Acts

and Orders 1756 to 2001. The latest order, the Poole Harbour Revision Order 2001,

does not provide PHC with sufficient powers to undertake the harbour works for the port

development proposed under the draft Master Plan.

3.2.2 A HRO is one of a number of orders that can be made under the Harbours Act 1964.

Schedule 2 to the Harbours Act sets out where Harbour Revision Orders may be

required and it has been determined that PHC require a new HRO for one or more of the

objects under this schedule. Accordingly, PHC are to apply for a new HRO under

Section 14 of the Harbours Act to amend the existing Poole Harbour Acts and Orders

1756 to 2001 such that it provides PHC with the statutory powers necessary to

undertake the harbour works proposed under the Master Plan.

Marine Licences

3.2.3 Part 4 of the Marine and Coastal Access Act defines the marine activities for which a

licence is required. Under section 66(1), these activities include the deposit and

removal of any substance or object in the sea or on or over the sea bed, construction of

any works and any form of dredging within the UK marine licensing area.

3.2.4 The port development proposed under the draft Master Plan requires a range of

licensable activities including construction works (e.g. quay works, land reclamation,

breakwater construction), dredging and disposal of dredged material.

3.2.5 Accordingly, the proposed port development is likely to fall under the categories listed in

MMO guidance; harbour and navigation works and land reclamation (Ref.8), both of

which require a marine licence.



Plate 3.1 Pre-application Route Map (source: Ref.8)



3.2.6 At the time of preparing this EIA Screening and Scoping Report, it is not known whether

PHC will need to deploy aids to navigation in relation to the proposed port development.

However, the MMO guidance states that a harbour authority wishing to undertake works

for an aid to navigation is exempt from requiring a marine licence (Ref.8).

3.2.7 The works for the proposed port development will potentially include the partial removal

of existing port infrastructure including, for example, partial removal of a breakwater and

various pontoons and marina infrastructure depending on which option the marina is

progressed. Accordingly, the proposed port development could also fall under one of

the types of removal projects identified in MMO guidance (Ref.8) under

decommissioning.

3.2.8 In terms of the proposed maintenance requirements of the proposed port development,

a marine licence is unlikely to be required as activities will only be carried out for the

purposes of maintaining the harbour works and will be within the existing footprint.

Planning Permission

3.2.9 PHC have some general development powers in relation to landside works on the port

estate. These powers do not extend across the whole of the port estate. To a certain

extent, the HRO will be able to provide PHC with powers to undertake landside works,

but these powers can only be applied for where the landside works are sufficiently

related to the harbour works proposed under the HRO application.

3.2.10 At the time of preparing this EIA Screening and Scoping Report it is not known whether

PHC will need to apply for planning permission for landside works. However, at present,

it is assumed that some elements of the landside works might require planning

permission in accordance with the Town & Country Planning Act 1990.

3.2.11 The Town & Country Planning Act gives the Borough of Poole Council powers to grant

planning permission for development in the area under their jurisdiction (i.e. the Borough

of Poole). Under the Act, development includes “carrying out of building, engineering,

mining or other operations in, on, over or under land, or the making of any material

change in the use of any buildings or other land”.

3.3 EIA Requirements

EIA Regulations

3.3.1 The consent applications for the development proposed under the Port of Poole Master

Plan are likely to be subject to EIA in accordance with the requirements of the Council

Directive 85/337/EEC (as amended by Directives 97/11/EC, 03/35/EC and 09/31/EC) on

The Assessment of the Effects of Certain Public and Private Projects on the

Environment (herein referred to as the ‘EIA Directive’). The EIA Directive contains a

number of annexes. Annex I to the EIA Directive provides a list of projects for which EIA

is mandatory. Annex II to the EIA Directive provides a list of projects for which EIA may

be required. If a project falls under Annex II, then the requirement for EIA is based on

the selection criteria identified in Annex III (e.g. the characteristics and location of a

project, and the characteristics of the potential environment impact of a project).



3.3.2 The EIA Directive is transposed into national law by:

• Harbour Works (EIA) Regulations 1999;

• Marine Works (EIA) Regulations 2007 as due to be amended by the Marine Works

(EIA) (Amendment) Regulations 2011 (in April 2011); and

• Town and Country Planning (Environmental Impact Assessment) (England and

Wales) Regulations 1999 (as amended).

Harbour Revision Order

3.3.3 Schedule 3 of the Harbours Act has been substituted by the provisions of the Harbour

Works (EIA) Regulations 1999 and, in its amended form, sets out the procedure for

making harbour orders (including HROs) in accordance with the provisions of the EIA

Directive. Under Schedule 3, EIA may be required for a ‘project’ to which a HRO

application relates; where a ‘project’ can be defined as “(a) execution of construction

works or other installations or schemes, and (b) other interventions in the natural

surroundings and landscape”. According to the Harbour Works (EIA) Regulations a

project requires EIA if it falls within Annex I or II of the EIA Directive.

Marine Licence

3.3.4 The Marine Works (EIA) (Amendment) Regulations 2011 make provision for EIA in

accordance with the provisions of the EIA Directive for licensable marine activities under

the Marine Act. EIA is therefore required where a regulated activity relates to the

projects listed under Annex I of the EIA Directive and may be required where a

licensable marine activity relates to the projects listed under Annex II of the EIA

Directive. The MMO states that, ‘EIA consent’ must be granted before a regulator (i.e.

the MMO for the Port of Poole Master Plan) can grant a marine licence (Ref.9).

Planning Permission

3.3.5 The Town and Country Planning (Environmental Impact Assessment) (England and

Wales) Regulations 1999 (as amended) make provision for EIA in accordance with the

provisions of the EIA Directive. Development listed in Schedule 1 of these Regulations

requires EIA in all cases, whereas development listed in Schedule 2 requires EIA if it is

likely to have significant effects on the environment by virtue of factors such as its size,

nature or location.

3.3.6 Port development is defined under Schedule 1, 8(b) as “Trading ports, piers for loading

and unloading connected to land and outside ports (excluding ferry piers) which can

take vessels of over 1,350 tonnes”.

3.3.7 Marina development is defined under Schedule 2, 12(b) as “Marinas”. Marina

development is likely to require EIA if “The area of the enclosed water surface exceeds

1,000 square metres”.

EIA Screening

3.3.8 The EIA Directive and Regulations establish a number of stages to the EIA process.

The first stage is termed ‘screening’ and this is the process by which a regulator

determines whether EIA is required for a proposed development i.e. the regulator



provides a Screening Opinion. This EIA Screening and Scoping Report forms part of

PHC’s request to the MMO and the Borough of Poole Council for a Screening Opinion.

3.3.9 Regulators typically make reference to Annexes I, II and III within the EIA Directive, or

the relevant EIA Regulations, in order to provide a Screening Opinion.

Information to Inform a Screening Opinion: HRO and Marine Licences

3.3.10 The MMO’s guidance (Ref. 9) identifies that certain information should be provided to

inform a request to the MMO for a screening opinion in relation to a marine licence

application. PHC assume that this information is sufficient to inform a request to the

MMO for a screening opinion in relation to a HRO application. Table 3.1 identifies the

information required and the sections at which the required information can be found in

this Environmental Screening and Scoping Report.

Table 3.1 Required Information to be provided for a Screening Opinion (Ref.9)

Information to be Provided Chapter

Reference

A brief description of the project 3

A statement of the working methods to be used in the course of the

project

3

Size / scale of the project 3

Area(s) under consideration for development and the wider

development (offshore and onshore requirements / terrestrial and

marine footprints)

3 & 4

Relevant maps, plans, charts or site drawings 1 & 3

An idea of timescale and duration of the development 3

A summary of all discussions already held with primary advisors and

consultees

1

A statement of any navigational issues envisaged 4

3.3.11 Based on the above assumptions and at the current stage of the project, it is anticipated

that port development proposed under the draft Master Plan could qualify for EIA under

the following development descriptions included under Annex I to the EIA Directive:

• Annex I 8 (b) “Trading ports, piers for loading and unloading connected to land and

outside ports (excluding ferry piers) which can take vessels of over 1 350 tonnes”.

3.3.12 Alternatively, the proposed port development could qualify for EIA under the following

development descriptions included under Annex II to the EIA Directive:

• Annex II 10 (e): “Construction of roads, harbours and port installations, including

fishing harbours (projects not included in Annex I)”;

• Annex II 10 (k): “Coastal work to combat erosion and maritime works capable of

altering the coast through the construction, for example, of dykes, moles, jetties and

other sea defence works, excluding the maintenance and reconstruction of such

work”; and/or

• Annex II 12 (b) “Marinas”.



3.3.13 Given the requirements of the EIA Directive, as transposed into the Harbour Works

(EIA) Regulations and the Marine Works (EIA) Regulations, PHC expect the MMO to

decide that the proposed port development includes a project (or a relevant project) that

requires EIA.

Information to Inform a Screening Opinion: Planning Permission

3.3.14 The Town and Country Planning (Environmental Impact Assessment) (England and

Wales) Regulations 1999 (as amended) states that a request for a screening opinion

shall be accompanied by:

• A plan sufficient to identify the land;

• A brief description of the nature and purpose of the development and of its possible

effects on the environment; and

• Such other information or representations as the person making the request may

wish to provide or make.

3.3.15 This EIA Screening and Scoping Report provides this information.

3.3.16 Given that the proposed port development is likely to qualify as Schedule 1 development

(and that the marina alone is likely to qualify as Schedule 2 development exceeding the

applicable threshold for requiring EIA) under the EIA Regulations, PHC expect the

Borough of Poole Council to decide that it requires EIA.

EIA Scoping

3.3.17 In addition to screening, the EIA Directive and Regulations establish a second stage to

the EIA process that is termed ‘scoping’. Scoping is the process by which a regulator

considers what the main effects of the development are likely to be and, therefore, the

topics on which the EIA should focus and the information to be included within an ES

(Ref.9). The resulting determination is called a ‘Scoping Opinion’. In addition to

providing the information for a Screening determination, this EIA Screening and Scoping

Report therefore also forms part of PHC’s request to the MMO for a Scoping Opinion.

Information to Inform a Scoping Opinion

3.3.18 The MMO’s guidance identifies that certain information is required to inform a request to

the MMO for a scoping opinion in relation to a marine licence application (Ref.9). It is

therefore also assumed that this information is sufficient to inform a request to the MMO

for a scoping opinion in relation to a HRO application. Table 3.2 identifies the required

and recommended information. In order to demonstrate that this report contains this

information, the table also identifies the relevant chapters of this report where the

information can be found.



Table 3.2 Required and recommended Information to be provided in a request for a

Scoping Opinion (Ref.9)

Required information to be provided Chapter Reference

Description of the project, providing further detail to

that provided at screening

3

Summary of the installation and decommissioning

methods, including removal or leaving in situ

3

Project location, including a location map, for all

aspects of the project

1 & 3

List of the receptors likely to be affected by different

stages or activities of the project

4

Identification of the potential environmental issues with

a estimation of the likelihood and potential severity

4

Details / plan for conducting technical studies,

methodologies and resource to be used

4

Address any comments received as feedback from the

screening stage

N/A as screening and scoping

being undertaken together

Recommended information to be provided

Suggested alternatives to the development 3

Details of the baseline surveys and monitoring being

proposed

4

Proposed stakeholder consultation strategy, including

a proposed list of consultees

5

Suggested structure, content and length of the ES 5

List of the key regulators, their roles and relevant

legislation

5

Known data gaps 4

3.3.19 Scoping therefore comprised a series of tasks:

• Site visit to gain an overview of the development’s location and the study area’s

principal environmental features;

• Collation of existing environmental information by searching of relevant databases

and literature;

• Identification of the potential environmental issues arising as a result of the

proposed development;

• Consultation with key consultees; and

• Preparation of this EIA Screening and Scoping Report.

3.4 Consultation

3.4.1 As part of the EIA screening and scoping study, informal consultation was carried out

with three key consultees for the following purposes:

• To determine the particular concerns of consultees about the proposed

development;

• To obtain existing information and data about the site; and



• To discuss the scope of the work required during the EIA to investigate the potential

significant impacts.

3.4.2 A list of these consultees and their response is summarised below. It should be noted

that consultation will not be limited to these organisations during the EIA process (see

Section 5 for further detail).

Natural England

3.4.3 In addition to a letter provided by Natural England in June 2011, further advice was

sought following publication of the draft Master Plan by telephone on 7 September 2011.

The following bullet points summarise Natural England’s areas of concern:

• Loss of inter-tidal and sub-tidal habitat (both directly within the footprint of the

proposed harbour works and indirectly as a result of hydrodynamic changes);

• Value of habitat to feeding and roosting waterbirds in the vicinity of the port that may

be impacted by the proposed harbour works both during construction and operation.

A specific concern was raised regarding wildfowl and diving birds feeding in the area

(grebes and red breasted merganser);

• Loss of potentially important sub-tidal habitat provided by the existing breakwater

located within the Site of Special Scientific Interest (specific concern regarding sub-

tidal species listed in SSSI citation);

• Concerns regarding any proposals for beach replenishment along Hamworthy Park

frontage;

• General concerns regarding the disturbance of breeding, overwintering and

migratory birds using the Harbour by any increase in watercraft numbers. EIA to

consider potential management options should an increased impact be determined;

• General concerns regarding the increased disturbance of sites of conservation

interest (such as proposed Marine Conservation Zone at Studland) outside of the

Harbour that may be impacted with increased watercraft numbers;

• The EIA should make use/reference to the Green Blue project in order to address

potential water quality interests (specifically nutrients);

• Concern regarding the potential increase of cruise vessels using the Harbour

specifically in relation to disturbance of waterbirds and the potential for ship wash

erosion; and

• Concerns regarding any proposed structures such as walkways in areas which

would impact on the natural environment.

Environment Agency

3.4.4 Advice from the Environment Agency was sought via a meeting on the 14 September

2011 in order to highlight overarching general concerns. The Environment Agency’s

concerns can be summarised as follows:

• Sediment management within the Harbour will need to be carefully considered and

the SedMP will need to be revised accordingly;

• Concerns regarding disposal and that consideration will need to be given to the

results of the disposal monitoring programme instigated as part of the Channel

Deepening EIA;



• Sediment contamination in areas to be dredged was a concern and it is considered

necessary that depth sampling should be undertaken, particularly in deep water

berth areas;

• Consideration of the potential for impacts of suspended sediment resulting from the

dredging plume on shellfish waters. It is likely that turbidity monitoring during

dredging will be required in order to protect the beds. Existing analysis and studies

undertaken in order to assess impacts on shellfish beds must be considered;

• Consideration of requirements of the Water Framework Directive must be

undertaken.

• General concerns regarding nutrient levels within the Harbour and macroalgae cover

in Holes Bay, specifically in relation to any changes in hydrodynamic parameters

that could reduce flushing of Holes Bay.

• Consideration of Coastal Defences Strategy in Poole Harbour;

• Consultation with Wessex Water will need to be undertaken in relation to any

sewage discharges that may potentially be impacted by the proposals, specific

mention was made of the Town Quay Combined Sewer Overflow;

• Fisheries issues will need to be considered;

• Any changes to Flood Risk must be considered;

• Highlighted that an indication of timescales be included within any future

consultation; and

• The hydrodynamic assessment should assist in determining sampling programmes

in relation to ecology and sediment assessments.

Royal Society for the Protection of Birds (RSPB)

3.4.5 Following publication of the draft Master Plan, initial advice was sought from the RSPB

regarding their general concerns via email (dated 13 September 2011). These can be

summarised as follows:

• Disturbance to birds (during the construction and operational phases);

• Changes to the hydrodynamics within the Harbour (as a result of construction and

dredging) which may increase the risk of erosion to RSPB Arne Nature Reserve and

lead to the loss of feeding areas and high tide roosts within the SPA; and

• Pollution issues.

3.5 HRA Requirements

3.5.1 The Habitats Directive protects habitats and species of European nature conservation

importance together with Council Directive (2009/147/EC) on The Conservation of Wild

Birds (the ‘Birds Directive’). The Habitats Directive establishes a network of

internationally important sites designated for their ecological status. Special Areas of

Conservation (SACs) and Sites of Community Importance (SCIs) are designated under

the Habitats Directive and promote the protection of flora, fauna and habitats. Special

Protection Areas (SPAs) are designated under the Birds Directive in order to protect

rare, vulnerable and migratory birds. These sites combine to create a Europe-wide

‘Natura 2000’ network of designated sites, which are hereafter referred to as ‘European

sites’.

3.5.2 The Conservation of Habitats and Species Regulations 2010 incorporate all SPAs into

the definition of ‘European sites’ and, consequently, the protections afforded to



European sites under the Habitats Directive apply to SPAs designated under the Birds

Directive.

3.5.3 In addition to sites designated under European nature conservation legislation, UK

Government policy (Ref.10) states that internationally important wetlands designated

under the Ramsar Convention 1971 (Ramsar sites) are afforded the same protection as

SACs and SPAs for the purpose of considering development proposals that may affect

them.

3.5.4 The proposed Master Plan although not directly sited within any designated European

Sites, is located in close proximity to marine areas recognised for their nature

conservation importance in relation to waterbirds by the following international and

national designations:

• Poole Harbour Ramsar site – designated under The Convention on Wetlands of

International Importance especially as Waterfowl Habitat (Ramsar Convention or

Wetlands Convention); and

• Poole Harbour Special Protection Areas (SPA) – designated under the European

Community Council Directive 79/409/EEC on the Conservation of Wild Birds (Birds

Directive).

3.5.5 The boundary of the Poole Harbour SPA and Ramsar site is presented in Figure 3.1

and is located close to the proposed development area. Poole Harbour SPA includes

both marine areas and land which is not subject to tidal influence. The marine part of the

SPA, the inter-tidal zone, between mean low water and highest astronomical tide, is

termed the European Marine Site (EMS).

3.5.6 Regulation 61 of the Habitats Regulations defines the procedure for the assessment of

the implications of plans or projects on European sites. Under this Regulation, if a

proposed development is unconnected with site management (i.e. of the SPA) and is

likely to significantly affect a designated site, the statutory regulator of the proposed

development (e.g. the MMO in relation to the Marine Licence) must undertake an

‘appropriate assessment’ (Regulation 61(1)).

3.5.7 Given the location, nature and scale of the proposed harbour works under the Master

Plan, particularly in relation to the Poole Harbour SPA and Ramsar site, Natural England

has informally advised PHC (meeting dated 14 March 2011) that the proposed

development will need to comply with the measures set out in Council Directive

(92/43/EC) on The Conservation of Natural Habitats and Wild Flora and Fauna (herein

referred to as the ‘Habitats Directive’). Further information is provided in Chapter 6.



4 ENVIRONMENTAL SCOPING

4.1 Introduction

4.1.1 This section scopes the potential impacts of the proposed harbour works on a range of

environmental parameters.

4.1.2 For each environmental parameter, the existing environmental baseline conditions are

described, followed by an identification of potentially significant environmental effects.

Where an effect is considered to be potentially significant, an additional section is

included. This section describes work that will need to be undertaken during the

subsequent stages of the EIA process to ensure that a sufficiently detailed ES is

produced.

Study Area

4.1.3 The study area is defined as the area over which the potential direct and indirect

impacts of the proposed development under the Master Plan are predicted to be

detectable offshore and onshore.

Offshore Study Area

4.1.4 Direct impacts offshore are defined as physical effects in the marine environment (i.e.

beyond MHWS) arising from the development. Therefore, the study area for direct

impacts includes the footprints and immediate vicinities of the harbour works and capital

dredging areas in Poole Harbour and offshore disposal of dredged material in Poole

Bay.

4.1.5 Indirect impacts offshore may arise as a consequence of the development’s effect on,

for example, hydrodynamic and sediment transport processes (e.g. erosion and

accretion of inter-tidal sediments), noise disturbance (e.g. to birds using the foreshore)

or changes to the seascape (e.g. presence of new infrastructure in the water).

Therefore, the study area for indirect impacts extends beyond the study area for direct

impacts and, for the purposes of this Screening and Scoping Study, is taken to include

all of Poole Harbour and Poole Bay. By taking this approach, the offshore study area

encompasses the area covered by the existing numerical model of Poole Harbour and

Poole Bay (HR Wallingford; see Plate 4.1) and the areas covered by a number of

management plans including:

• Poole Harbour Aquatic Management Plan (Ref.11);

• Poole Harbour Sediment Management Plan (Ref.2); and

• Poole and Christchurch Bays Shoreline Management Plan 2 (Ref.12).

4.1.6 The coverage of the regional and local models is shown on Plate 4.1. It can be seen

from the figure that the numerical modelling included complete coverage of Poole Bay

and Poole Harbour.



Plate 4.1 Area covered by numerical modelling which defines the extent of the study

area for the EIA (source: HR Wallingford)

Onshore Study Area

4.1.7 Direct impacts onshore are defined as physical effects in the terrestrial environment (i.e.

above MLWS) arising from the development. Therefore, the study area for direct

impacts includes the footprints and immediate vicinities of the harbour works within the

existing land holding at the Port of Poole.

4.1.8 Indirect impacts onshore may arise as a consequence of the development’s effect on,

for example, road transportation (e.g. traffic on the local highway network), noise

disturbance (e.g. to local residents) or changes to the landscape (e.g. presence of new

infrastructure on land). Therefore, the study area for indirect impacts extends beyond

the study area for direct impacts and, for the purposes of this Screening and Scoping

Study, is taken to include the properties neighbouring the Port of Poole, the main road

corridors providing access to the port (e.g. B3068 and A350) and the settlements around

Poole Harbour with views of the port (e.g. Hamworthy and Poole).

4.2 Coastal Processes

Baseline Environment and Receptors

4.2.1 Poole Harbour is a bar-built estuary of nearly 4,000 ha which was formed along with

Poole Bay around 7000 years ago, when the rising sea broke through the chalk ridge

which had connected Old Harry Rocks in Studland Bay with the Needles in the Isle of



Wight.

4.2.2 The Harbour consists of a main basin containing several small islands and two

subsidiary basins, Holes Bay and Lytchett Bay. It is dominated by inter-tidal sedimentary

flats and shallow sub-tidal shoals. Muddy shores are most prevalent within the relatively

wave-sheltered south-western quadrant of the main basin, and the recesses of Holes

Bay and Lytchett Bay, where the upper levels of muddy shores are typically colonised by

saltmarsh.

Hydrodynamic Regime

4.2.3 The tides in Poole Harbour have a range of approximately 1.7m on mean spring tides

and 0.6m on mean neap tides (Ref.12). The highest astronomical tide is 2.6m above CD

and the lowest astronomical tide is at the level of CD (Ref. 12). The complex tidal

constituents in Poole Bay result in a double high water during spring tides within Poole

Harbour and a very variable tidal shape at tides with smaller range. This means that the

water is often above mean tide level in the harbour for 16 out of 24 hours resulting in the

lagoon-like nature of the harbour. In addition the nature of the tidal regime has

implications during tidal flood events as the floodwaters can stay high for long periods.

That is, the relatively long period of high water is more likely to coincide with a surge

events. High water levels in the sea also impede the draining of landside flood events

(Ref.12)

4.2.4 The wave environment in Poole Bay is limited by the very little offshore wave action

which is able to propagate into the Harbour. Over most of the harbour area waves are

locally generated by wind with relatively small wave height and short period. This

results in low wave energies within the Harbour, with the exception of the southern

shoreline of Brownsea Island and the Harbour entrance itself which are exposed to the

influence of some direct offshore wave energy. At Brownsea, sea defence structures

were installed 30-40 years ago (Ref. 12).

Sediment Transport

4.2.5 Poole Harbour overlies soft, readily erodible tertiary strata, the Bagshot Beds; these

poorly consolidated sands, gravels and clays are exposed within cliffs at various

localities around the harbour. Hard bedrock is scarce, except for localised exposures of

ironstone within the outer Harbour.

4.2.6 Generally, the Harbour bed comprises sandy material outside of the Harbour entrance

and in the eastern part of the Middle Ship Channel. Further into the Harbour towards the

port, the bed sediments contain an increasing proportion of fine sediment. In the area

around the port and in Little Channel, the sediments are dominated by fine grained

material.

4.2.7 Supply of sediment in the Harbour is from a number of sources including; offshore, cliff

erosion, saltmarsh erosion, beach erosion, channel erosion and river flows. Sediments

(primarily gravel and sand) are transported in and out of the harbour entrance through

tidal processes (Ref. 12). There are limited supplies of fine silty material into Poole

Harbour and therefore the main process of fine sediment transport within the harbour is

the combined actions of waves, rainfall and the tides redistributing the material. Some of

this fine material naturally leaves the harbour as a result of an ebb dominant sediment



regime at the Harbour entrance and some as a result of offshore disposal of material

from maintenance dredging (Ref.2). It is believed that over the long term the Harbour is

losing fine sediment at an average rate of between 56,000 and 76,000m3/year (Ref.2).

Sediment Management

4.2.8 Maintenance dredging is carried out routinely by PHC to maintain depths in existing

shipping channels and also by third party dredging operators, boatyards, marinas and

yacht clubs, to maintain access to their sites. Four main types of maintenance dredging

are undertaken in Poole Harbour:

• dredging in the main Approach Channel and the Turning Basin;

• independent dredging by small-scale operators;

• small-scale dredging undertaken by PHC; and

• dredging within Holes Bay.

4.2.9 Regular maintenance dredging occurs in the main channel and port areas. The last

capital dredging took place between November 2005 and March 2006. The work

involved dredging of approximately 2.12 million cubic metres of material to deepen the

channels to a navigation depth of 7.5m below CD, and widen the Middle Ship Channel

to 100m (Ref.13). Much of the material arising from these works was sandy and this

material was used for nourishment of the beaches at Bournemouth, Poole and

Swanage. The remainder was placed at the licensed offshore disposal site.

4.2.10 The majority of the dredging with mechanical plant yields silty material. However, some

locations, particularly those closest to the Harbour mouth, generate sandy material.

Studies during the Poole Harbour Channel Deepening EIA indicated that the losses of

silty sediment within Poole Harbour would be enhanced (by 9%) by the channel

deepening over the long term (Ref.13).

4.2.11 Conditions of the licence required for the capital dredge included the requirement to

carry out monitoring and reporting, and the implementation of the SedMP (Ref.2). The

primary aims of the SedMP are to mitigate the predicted impact of the Poole Harbour

Approach Channel Deepening and to put in place an approach to the management of

sediment in Poole Harbour. Increased retention of fine material within the Harbour is

therefore an important issue. PHC’s proposals for the sediment management under the

SedMP are summarised below.

Main maintenance dredging and dredging in the Turning Basin

4.2.12 The SedMP included for opening a new disposal site for maintenance dredged material

off Brownsea Island. Fine material placed here can disperse within the harbour

although a proportion of it will be transported out through the harbour entrance. Trials of

this methodology have been undertaken since 2006. Dredged sand will continue to be

used beneficially on beaches within Poole Bay, and silty material will be placed offshore

at the licensed disposal site. It is expected that the total mass of silty material placed

offshore will be reduced compared to present levels and as techniques improve to

decrease the silt content during dredging, more material could be retained for use in

beach nourishment schemes in the future.



Dredging by small operators

4.2.13 The small operators in Poole Harbour that require routine maintenance dredging will be

actively encouraged to consider the practicality of agitation methods for removal of this

material and that methods will be site dependent. Any significant build up of material that

occurs in the navigation channels is removed by PHC’s dredger and deposited in

naturally scouring areas of the Harbour

PHC dredging

4.2.14 PHC undertake small-scale maintenance dredging of some of the marinas, boatyards

and navigation channels within Poole Harbour on a contract basis. It is proposed that,

where practical, agitation methods will be employed to redistribute fine sediment within

the Harbour. However, in some locations this will not be possible. As described above

dredged material has been placed in locations within the Harbour rather than being

deposited offshore. For all locations prediction of the predicted dispersion of material

has been carried out and is detailed in the SedMP (Ref. 2).

Maintenance dredging within Holes Bay

4.2.15 Presently about 9,000m3 per year of maintenance dredging is undertaken within Holes

Bay (Ref. 2) and there is no strong evidence to suggest that the removal of muddy

material in the Bay has an impact on the sediment budget or regime of Poole Harbour.

PHC promote options for the retention of material arising from maintenance dredging

within Holes Bay, within the Bay itself.

4.2.16 Overall, the required target for sediment retention, in order to offset the predicted year-

on-year loss of inter-tidal area attributed to the proposed channel deepening, is to

achieve about 15% efficiency in terms of the retention of maintenance dredged silts

within the inter-tidal areas of the Harbour. The predictions indicate that placement in the

vicinity of Brownsea Island leads to a return of in excess of 30% of the material dredged

to the inter-tidal areas of the Harbour. With the volumes of material involved and the

year to year variability in inter-tidal processes in the Harbour, it is not practical, in the

short term, to determine whether this is actually occurring. Therefore, as outlined in the

SedMP, practical methods exist for retaining at least the target figure within the inter-

tidal areas of Poole Harbour through a programme of sediment management. Moreover,

greater volumes of fine sediment retention are likely to be achievable to increase the

benefit of the methodology without further adverse effects.

Receptors Likely to be affected by Development

4.2.17 The effects on the sedimentary and hydrodynamic regime are described in relation to

potential changes in the processes, rather than defining an impact. This is because the

significance in a change to processes of this kind have no intrinsic values (i.e. are not

considered to be a resource sensitive to change). The consequences and significance

of this change can be assessed with respect to those environmental resources which

are influenced by such a process. These are discussed in the relevant sections, i.e. on

marine water quality and marine ecology for example.



Identification of Potential Environmental Issues

4.2.18 In general, the effects of the proposed development on the hydrodynamic and

sedimentary regime arise on completion of the development. However, there are also

potential effects that could occur during the construction phase but it should be noted

that these are generally short term and localised in nature.

4.2.19 One particular aspect of the development is the potential for the capital dredging

required for the marina and alongside the proposed cruise terminal and deepwater

berths. Dredging at these locations would release a small proportion of the overall

volume dredged as fine sediments into the water column which would eventually be

dispersed before depositing either temporarily or permanently on the sea bed.

4.2.20 It is proposed that the dredged material from the capital dredge will be re-used where

possible during the construction works, for example as infill behind the proposed quay

walls. Where material is deemed to be unsuitable for re-use, the material will be

transported to the licensed disposal site in Poole Bay. Since the offshore disposal is

likely to be within the scale of the impacts recently assessed during the Approach

Channel Deepening (Ref.13) i.e. the material has similar properties, is likely to be

significantly less in terms of volume and the timescale involved, additional impacts are

not anticipated.

4.2.21 Depending on the construction methodology used, there may be stages during the

construction sequence in which the partially completed development causes local

hydrodynamic impacts. The potential for this will therefore be considered.

4.2.22 During the construction phase, the following impacts may arise:

• Release and fate of fine sediment during construction activities - this has the

potential to increase suspended sediment concentration and deposit material on

sensitive receptors such as inter-tidal areas or shell fish beds.

4.2.23 During the operational phase, the following impacts may arise:

• Change to tidal propagation/range within the Harbour particularly into Holes Bay.

• Change to tidal current speeds with implications for navigation around Poole Town

Quay.

• Redistribution of wave energy with some areas of increased and decreased wave

energy

• Potential for localised erosion and accretion of inter-tidal areas due to changes in

flow/waves.

• Potential for siltation within any enclosed water bodies leading to increased

maintenance dredging requirements and reduction in supply of fines to other

locations.

• Reduced flushing within enclosed water bodies.

Methodology and Approach to EIA

4.2.24 A description of the potential effects of the proposed development during its construction

and operational phases on the hydraulic and sedimentary regime is a fundamental part



of the EIA process. This is because a wide range of other potential impacts such as

impacts on water quality and marine ecology may arise as a consequence of any

changes to these parameters.

4.2.25 In order to undertake EIA, a full review and collation of existing data for the area will be

undertaken. There is a large amount of information available from previous EIA studies

such as those undertaken in order to inform the proposals for the Channel Deepening

(Ref.13) which assessed the potential impacts of dredging the turning basin located

close to the area proposed for development.

4.2.26 An important component of the assessment will be undertaking of numerical modelling

studies to build on the data collection and numerical modelling already undertaken for

previous projects (Poole Quay Boat Haven and Poole Harbour Approach Channel

Deepening). Any additional baseline information will also be used to improve model

accuracy, such as the information collected as part of the Twin Sail Bridge study

(Ref.14).

4.2.27 The following physical processes will be considered:

• Flow modelling using the existing Telemac-2D model over spring-neap tidal cycles.

The existing model will be refined around the area of interest and into Holes Bay;

• Wave modelling using SWAN (Simulating WAves Nearshore) is proposed should

initial studies indicate impacts on nearshore waves within the local area.

• Sediment transport modelling to consider the potential movement of sand and mud

and any resulting impacts on the inter-tidal area and on infill in areas currently

subject to maintenance dredging.

• Modelling of the tidal exchange (flushing) is of particular relevance to these harbour

works as the ability of semi-enclosed waters created as part of the development to

naturally flush will be an important water quality issue.

• Sediment dispersion modelling in order to assess the potential impact of fine

suspended solids released by dredging.

4.2.28 The baseline once established will be discussed with the regulators and relevant

statutory bodies to ensure agreement on the current situation is reached. The models

will then be used to simulate the conditions during the phases of the development and

the results compared to baseline conditions. This will be undertaken for a variety of

scenarios to establish a thorough understanding of the effects of the development on the

physical processes of the area. This information will then be used to inform potential

impacts on parameters such as marine ecology, water quality and sediment quality for

example.

4.2.29 As discussed above, offshore disposal of any material is assumed to be within the scale

of the impact recently assessed and exhibited during the Approach Channel Deepening

(Pers comm. 2011 HR Wallingford). Information in relation to the Approach Channel

Deepening EIA will therefore be considered and post disposal monitoring results

discussed in order to assess the potential impact for disposal of sediments required

under the Master Plan. The requirement for further hydrodynamic modelling at the

disposal site is not anticipated.



4.3 Water and Sediment Quality


Water Quality

4.3.1 The environmental quality of the Poole Harbour estuary is generally thought to be good,

but it is also considered to be very vulnerable to pollution. Specifically, there is

continuing concern over the high levels of nitrates in Poole Harbour (Ref.15). As a

result the area has been designated as a Sensitive Area (Eutrophic) under the Waste

Water Treatment Directive and a Polluted Water (Eutrophic) under the Nitrates Directive

(Ref.14).

4.3.2 A network of Sewage Treatment Works (STWs) serves the communities of Poole,

Lytchett Minster, and Wareham. These sites have all provided at least secondary

treatment for many years. Apart from Swanage, where treated water from the Sewage

Treatment Works discharges to the sea, all the STWs in Purbeck discharge into rivers

which enter the Harbour or into the Harbour itself.

4.3.3 Four rivers, the Frome, the Piddle (also known as the Trent), the Corfe and the Sherford,

drain into Poole Harbour from the west. The Frome and the Piddle Rivers flow into the

Wareham Channel, the Sherford River flows into Lytchett Bay and the Corfe River flows

into Wych Lake. Of the annual dissolved available inorganic nitrogen loads into the

Harbour from freshwater inputs and direct discharges, the majority comes from the

Frome, Piddle, Sherford and Corfe Rivers, with less than a quarter coming from the

STWs (Ref.15).

4.3.4 Monitoring of rivers is carried out by the Environment Agency. Where the Sherford,

Piddle and Corfe enter Poole Harbour, results for 2009 indicate good to very good for

biological standards, and moderate to high nutrient levels (Ref.16).

4.3.5 One of the most significant sources of diffuse pollution in Poole Harbour results from

nutrient run-off from the agricultural land which surrounds the Harbour. Most of the

nitrogen inputs from the Frome and Piddle are due to agricultural sources with only

some 6% of the discharges from the Frome and 2% from the Piddle due to point sources

(Ref.15).

4.3.6 One of the consequences of the high nutrient levels in the Harbour is the proliferation of

opportunistic green seaweeds (macro-algae), which form mats over the substrates in the

inter-tidal zones of the Harbour. The presence of algal mats in the Harbour is an

indication of high nutrient levels, as it has been found that nutrient concentrations are

the main factor in driving algal mat biomass where sufficient light is available (Ref.11).

4.3.7 Pollution as a result of recreational activities may not have the potential to be as great

as from other sources but the number of recreational users in the Harbour mean that

cumulative effects may be significant (Ref.11). Sources include antifouling paints,

discharge of untreated sewage from marine toilets and marine litter.

Bathing Waters

4.3.8 The quality of bathing waters in England and Wales is monitored against standards laid



down in the Bathing Water Regulations 1991, which give effect to the EC Bathing

Waters Directive (76/160/EEC). Compliance with the Directive is monitored against

microbiological standards. Bathing waters are monitored by the Environment Agency,

and within Poole Harbour both monitoring points (Poole Harbour Lake and Rockley

Sands) have been classified as “excellent” over recent years (Ref.16). Bathing waters

classified as “excellent” or “good” comply with the mandatory water quality criteria of the

Directive and, in the case of an “excellent” classification, the more stringent guideline

criteria.

Shellfish Waters

4.3.9 Shellfish waters are monitored for various parameters based on water quality standards

established by the Shellfish Waters Directive (79/923/EEC). Bivalve production areas

are classified according to the level of treatment they require prior to their sale from A to

C grade, where grade A sites require no pre-treatment and grade C sites require

intensive purification. Of the five designated shellfish waters in Poole Harbour, the

majority were classified as Class B in 2010 (the exception being the Manila clam bed in

the Wareham Channel West), in which shellfish must undergo moderate purification by

relaying in cleaner water for varying lengths of time before marketing (Ref.17).

Sediment Quality

4.3.10 As one of the major estuaries in the region, Poole Harbour has a diverse history of

industrial and recreational activities, many of which have influenced the sediment quality

in the area. Industrial impacts are the dominating factor and discharges and activities

associated with industrial activities in the twentieth century have contributed to

significant contamination of the sediments in the harbour (Ref.18). Contaminant sources

have included antifouling paints, discharge from an Atomic Energy Establishment,

emissions from railway lines and chemical industry works, and sewage treatment works

(Ref.18).

4.3.11 On the north shore of Poole Harbour toxic discharges of industrial waste have left much

of Holes Bay contaminated with heavy metals, which have accumulated in the bed

sediment. These metals can then accumulate in the organisms that live within the

sediment and may be passed up the food chain, a process known as bioaccumulation.

Many different metals have been identified, but those of particular concern are cadmium,

mercury, copper and zinc (Ref.18).

4.3.12 A study by Huber (Ref.18) investigated metal distribution within the Poole Harbour

estuary and concluded that contamination redistribution throughout the Harbour is not

uniform. In the Southern Bights comparably low concentrations and the low mobility of

the elements results in a low potential for contamination. In Wareham Channel the total

concentrations are higher, but mobility of sediment is comparably low, resulting in a

slightly higher risk potential. In Holes Bay, especially in the topmost part of the sediment,

both the concentrations and sediment mobility are high and therefore subsequently the

risk of contamination is much greater. Sediments were tested at one location on the

west side of the proposed development, and metal concentrations were lower than

those identified in Holes Bay.

4.3.13 Gifford and Partners Ltd (Ref.14) extracted core samples in Holes Bay during the EIA for

a second bridge across the Backwater Channel and concluded that dredging would not



pose a risk to marine water quality. However, Huber (Ref.18) reports that other studies

suggest that metals and metalloids could be remobilised when the sediment is

disturbed.

4.3.14 There is some sediment quality information available which was collected as part of the

EIA for the Channel Deepening (Ref.13). Vibrocore sampling was undertaken in and

around the proposed dredging area and some samples were collected around the Port

of Poole and are therefore relevant to this work (see Plate 4.2). The type of sediment

present in the areas likely to be disturbed or dredged is particularly important as

sediments containing high proportions of silt are at risk of containing higher

concentrations of contaminants.

4.3.15 In summary, sediments around the port in the turning basin exhibited variable

components of sand, silt and gravel depending on the location of the sample with silty

sediments tending to be located in southern part of the tidal basin. The majority of the

Little Channel comprised of varying layers of sand and silt with silty sediments tending to

be located to the eastern side of the Channel. It would therefore appear that sandier

sediments are located in the near vicinity of the port.

4.3.16 In terms of contamination, analysis both at surface and depth indicated generally low

levels of contamination in both Little Channel and the Turning Basin (Ref.13). This is

supported by information collected in relation to licences granted by Cefas for dredging

within the Harbour.

Plate 4.2 Sediment Quality Sampling Locations for the Approach Channel Deepening

EIA

Receptors likely to be affected by development

4.3.17 The following receptors are likely to be affected by the proposed development:

• Marine water quality (including designated bathing waters/shellfish waters).

• Areas where sediment may be deposited.




4.3.18 During construction, any disturbance of sediments either through working in the marine

environment or via dredging could potentially give rise to impacts on water quality both

in terms of increased concentrations of suspended solids within the water column and

increased concentrations of contaminants associated with the disturbed sediment.

Should significant deposition be identified during the hydrodynamic modelling then

impacts on receiving sediments will also need to be considered.

4.3.19 Impacts on concentrations of suspended solids associated with the dredging will largely

be informed by sediment plume modelling undertaken in order to assess the potential

impacts on hydrodynamic parameters.

4.3.20 In terms of sediment contaminants, contamination is widespread in Poole Harbour,

although as detailed above, some areas are more heavily contaminated than others.

Information is available for sediment quality within the Turning Basin and Little Channel

as a result of the EIA undertaken to inform the Channel Deepening Studies.

4.3.21 The potential for accidental spillage and pollution incidents during the construction

phase is also a risk and must be addressed within the EIA.

4.3.22 During operation, impacts on water quality are more likely to relate to any dredging that

is required in order to maintain the berths and marina. Current proposals for

maintenance dredging are not yet available but will be assessed and addressed as part

of the EIA. As discussed in Section 4.2, there is also the potential for water quality

impacts associated with enclosed waters not being able to self flush as a result of the

harbour works. This part of the assessment will largely be based on the results of the

modelling detailed in Section 4.2. Within this assessment, impacts on any existing

sewage discharges which discharge to areas currently not enclosed would need to be

considered.

4.3.23 Natural England have advised that extensive algal mats covering large areas of the

harbour have resulted in the SSSI being assessed as being in unfavourable condition.

These are considered to have arisen as a result of nutrient inputs. As a consequence, a

reduction in nutrients is desirable in order to return the SSSI to favourable condition.

4.3.24 Due to the sensitivity of Poole Harbour to nutrients, any potential impacts associated

with sewage disposal from the marina and boats using the area will be considered. It is

a requirement of local byelaw that the emptying of marine toilets and holding tanks

should not be discharged within the Harbour and it is a requirement of the Aquatic

Management Plan (Ref.11) that marinas and boat yard operators provide facilities for

sewage disposal. The EIA will have to assess any potential nutrient inputs to the

harbour resulting from the proposed Master Plan, however due to the above

requirement, harbour works of this nature tend to have little, if any, adverse impact on

water quality.


4.3.25 Depending on the final location of the marina, there may be the requirement to gather

further sediment information via sampling as data collected as part of the Channel



Deepening EIA does not cover the entire area in which sediment disturbance could or

will occur.

4.3.26 Consequently, it is proposed that sediment sampling both at the surface and at depth is

undertaken and sample locations will cover all elements of the proposed Master Plan

that require dredging or could lead to sediment disturbance. These sites will be

discussed and agreed with the regulators.

4.3.27 Should the initial findings of the hydrodynamic modelling demonstrate the potential for

significant deposition from the dredging, the assessment of surface sediment quality at

receptor sites will also be undertaken. Again there is information available in the

Channel Deepening EIA at a variety of potential receptor sites and these will be

reviewed as the project progresses. Should further sites require characterisation then

these will be added to the sampling programme as appropriate.

4.3.28 It is proposed that the sediment samples will be analysed for the following parameters:

• Organic matter content;

• Particle size distribution

• Metals;

• Polychlorinated Biphenyls (ICES7);

• Polyaromatic Hydrocarbons;

• Total Petroleum Hydrocarbons;

• Tributyl Tin and Dibutyl Tin;

• Organochlorine Pesticides;

• Sulphide;

• Ammonia;

• Bacteria (faecal coliforms and faecal streptococci – in relation to bathing waters);

and

• Algal cysts (in relation to shellfish hygiene).

4.3.29 The data will then be compared against two separate sets of standards that are

available to inform the impact assessment:

• Cefas Guideline Action Levels for the disposal of dredged material - these are used

as part of a ‘weight of evidence’ approach to assessing material suitability for

disposal at sea, but are not themselves statutory standards (Ref.19).

• Canadian Sediment Quality Guidelines for the Protection of Aquatic Life– these

standards were developed for evaluating the potential for adverse biological effects

in aquatic systems (Ref. 20).

4.3.30 Consideration of the results in relation to potential impacts on shellfish and bathing

waters will also be undertaken.

4.3.31 In addition to the sediment quality information, statutory monitoring data collected by the

EA will be used to update water quality information already available in previous studies.

The potential impacts of the development both during the construction and operational

phase will then be assessed in relation to the existing background environment and the

potential for exceeding Environmental Quality Standards (EQS). The numerical flow

modelling that will be undertaken to assess the hydrodynamic parameters will be used

to form this assessment in addition to the results of the marine sediment quality survey.



4.3.32 There will also be the need to ensure that the proposed Master Plan complies with the

requirements of the Water Framework Directive (WFD). Unlike the EU Birds and

Habitats Directives, which apply only to designated sites, the WFD applies to all water

bodies including those that are man-made. The consideration of the proposed Master

Plan under the WFD will, therefore, apply not only to the immediate vicinity of the port

but also to other waterbodies that have the potential to be impacted by the proposed

Master Plan.

4.3.33 It is likely that a WFD assessment would be necessary to inform the EIA and clarification

will be sought from the MMO, who in turn will consult the Environment Agency on this

matter.

4.4 Marine Ecology


4.4.1 Poole Harbour is recognised under numerous national and international designations for

its ecological importance. The nature of the Harbour has resulted in a high proportion of

inter-tidal saltmarsh and mudflats, which support rich populations of invertebrate species

and are vital in supporting the wildlife for which the area has been designated.

4.4.2 The extent of the inter-tidal zone in Poole Harbour is difficult to measure as the

boundary between inter-tidal and sub-tidal is constantly changing on a yearly, seasonal

and even daily basis. It is known that saltmarsh areas, previously colonised and

accreted by Spartina anglica have been steadily eroding for some time. Such areas will

therefore have added to the top of inter-tidal zone. However data indicates that the inter-

tidal zone does not seem to be increasing which suggests a loss at the lower edge to

the sub-tidal zone (Ref.15).

Designated Sites

4.4.3 As discussed in Section 4.5 Coastal and Marine Ornithology, the interest features of

Poole Harbour SPA and Ramsar site are primarily ornithological in their nature.

However, the marine ecological receptors of the harbour outlined in the following

paragraphs, are vital in terms of supporting these features. Additionally, the Poole

Harbour SSSI citation includes reference to the importance of inter-tidal and sub-tidal

habitats such as mudflats and saltmarsh, as well as noting the presence of several rare

marine invertebrates.

4.4.4 Within Poole Bay, there are currently two proposed Marine Conservation Zones (pMCZ);

Studland and Poole Rocks. MCZs are a new national designation which has been

introduced through the Marine and Coastal Access Act. The wider network of Marine

Protected Areas (MPAs) will therefore be made up of new MCZs as well as other

existing designations such as European Marine Sites (SACs and SPAs) and SSSIs.

Sub-tidal Ecology

4.4.5 Associated with the sub-tidal mudflats of the central Harbour are species-rich

communities dominated by beds of the tube worm Sabella pavonina. While species

diversity is generally low across the whole Harbour it is notable in that it supports



several rare and restricted marine invertebrates. The sponge Suberites massa which is

rarely recorded in British waters is locally abundant on suitable substrates. The Starlet

Sea Anemone has been recorded in the Blue Lagoon and is a rare species found only in

a few similar lagoonal situations, while the mollusc Aeolidiella sanguinea is only

recorded in within the Harbour and western Ireland (Ref.15).

4.4.6 During the EIA for Channel Deepening (Ref.13), surveys were used to characterise the

benthic infaunal and epifaunal communities of the channel deepening dredge area. Of

relevance to the proposed development at the Port of Poole, the sediment in the Turning

Basin and Little Channel is dominated by the oligochaete worm Tubificoides

pseudogaster and the polychaete Nephtys hombergii. A number of other polychaete

worms characterise the group which are commonly associated with areas containing

high proportions of fine sediment (Ref.13). The communities in this area therefore

appear to be of relatively low value and are dominated by rapidly colonising species,

typical of areas impacted by periodic maintenance dredging.

4.4.7 Poole Harbour and Studland pMCZ both support eelgrass beds (Zostera marina) which

within the harbour, are restricted to two areas in the vicinity of Whitley Lake, although

anecdotal evidence suggests that other areas may have been colonised in the past

(Ref.15).

4.4.8 Z. marina is a grass-like flowering plant with dark green, long, narrow, ribbon shaped

leaves. Leaves shoot from a creeping rhizome that binds the sediment and numerous

flowers occur on a reproductive shoot similar to those of terrestrial grasses. Eelgrass

forms dense swards in the sub-tidal environment, supporting a diverse fauna and flora

as well as being used as nursery areas for spawning and juvenile fish and shellfish.

They also provide a valuable food resource for grazing invertebrates and wildfowl such

as Brent Geese which overwinter in the Harbour.

4.4.9 Eelgrass is also an important habitat for seahorses which have been recorded at several

sites around the Harbour. Both species of seahorse found in the UK, (spiny seahorse

Hippocampus guttulatus and the short snouted seahorse Hippocampus hippocampus)

are protected under the Wildlife and Countryside act 1981. Evidence also suggests that

the populations are stable and possibly breeding (Ref.15). The pMCZ at Studland is

also specifically recognised for the presence of short snouted seahorses.

4.4.10 Eel grass beds are fragile and are susceptible to environmental change. Within Poole

Harbour the main threat is from physical disturbance, with potential damage occurring

from anchoring by vessels, wash from vessels travelling at high speeds and by shellfish

fishermen dredging. The Aquatic Management Plan for Poole Harbour (Ref. 11)

employs a zoning method to manage recreational activities and reduce disturbance to

environmentally sensitive areas within the harbour.

4.4.11 Anchorage Sensitive Zones have been put in place where the eelgrass beds are

present, and although there is a public right of navigation in these areas, initiatives and

education raise the awareness of the environmental importance of the habitats and aid

in their long term protection. A leaflet highlighting the existence and importance of the

beds within the Harbour has recently been published in 2009 (Ref.21), encouraging

Harbour users to help protect the beds by adhering to the following guidelines such as

reducing pressures from anchoring, dredging and high speed vessels. Similar

pressures are also of concern within Poole Bay.



4.4.12 Post-dredging monitoring studies of the eelgrass beds were undertaken in Poole

Harbour in 2006-7 as part of the work to inform the EIA for the Channel Deepening

(Ref.22). There was concern that the increased sedimentation and deposition caused

by the capital dredge would adversely affect the beds, however the study concluded that

no significant changes post-dredging were detected in the seagrass areas.

4.4.13 The two existing areas of seagrass within the harbour are located over 3km from the

proposed development. Although evidence exists for the presence of other beds in the

past (Ref.15) and there are records of detached Zostera in much closer proximity to the

port (Ref. 13).

Inter-tidal Ecology

4.4.14 Over 65% of Poole Harbour is inter-tidal habitat, mostly comprised of mudflats and

saltmarsh (Ref.15). Most marine invertebrate species are of widespread distribution but,

especially in the case of the sheltered inter-tidal bays, are often in very large numbers

(Ref.23). As a result, these areas provide a valuable food source for the abundant

waders and wildfowl and are therefore important in that they support the interest

features of the various nature conservation designations within the Harbour.

4.4.15 High nutrient levels in the Harbour as a result of pollution (see Section 4.3), can result

in the proliferation of opportunistic green seaweeds (macro-algae) which form mats over

the substrates in the inter-tidal zones of the Harbour (Ref.15). These can produce

anoxic conditions which can affect the benthic invertebrate communities.

4.4.16 Saltmarsh currently covers around 300ha within the Harbour, providing important

nesting habitats for many species of bird. The extent of this habitat has been in decline

for several years, although this trend is not unique to Poole Harbour. The retreat has

been linked to sea level rise where excessive inundation of the marsh and loss of the

habitat may be further exacerbated by invasion of other species from the land. Rates of

natural decline may also be accelerated by increased wash from passing vessels,

eroding the substrate. In addition there is also evidence that Sika deer are causing

considerable damage through over grazing and trampling which can have a severe

detrimental effect on the marsh habitat and the other fauna and flora it supports

(Ref.15).

4.4.17 Monitoring of the saltmarsh in Poole Harbour was undertaken in 2005 and areas of

saltmarsh are shown in Plate 4.3 (Ref.24). Areas where loss of saltmarsh are most

evident are within Holes Bay, Brands Bay and Shores Road. The losses identified in the

study are relatively small (approximately 2.3ha between 2001 and 2006) and in areas

where there has been a long term decline in the Spartina marsh, particularly Brand’s

Bay and Holes Bay.

4.4.18 With regards to the inter-tidal areas adjacent to the proposed development, it is unlikely

that the habitats support significant numbers of invertebrates as the majority of the sites

which feature high species numbers, abundance and biomass in relation to inter-tidal

species are around Brownsea Island, Holes Bay, Wareham Channel and Lytchett Bay

(Ref.13). No areas of saltmarsh are present in the immediate vicinity due to the built up

nature of this part of the Harbour.



Plate 4.3 Saltmarsh coverage in 2005 (Ref.24 )

Marine Mammals

4.4.19 The coastal waters of Dorset are uniformly shallow and are favoured primarily by

cetacean species that are frequently associated with relatively shallow continental seas.

Cetacean species diversity and abundance in this region is low (Ref.25). However, the

majority of sightings in nearshore waters are of the bottlenose dolphin and the

remainder of sightings comprising the long-finned pilot whale Globicephala melas,

harbour porpoise and common dolphin Delphinus delphis (Ref. 13).

4.4.20 Grey Seals are occasionally observed in the Harbour; however sightings of both

cetaceans and seals are infrequent. Sightings recorded through the Seawatch

Foundation website show no recent sightings of cetaceans or pinnipeds in Poole

Harbour.

4.4.21 Otters were once a common sight in the Harbour, however sightings now are rare due to

pressures including pollution, loss of habitat and increased boat traffic. Although there is

some evidence to suggest that numbers are increasing (Ref.13), it is considered unlikely

that otters would be present in the area around the proposed development, being more

likely to occur in the quieter less developed parts of the Harbour. Otters are protected

under the Wildlife and Countryside Act 1981.

4.4.22 The Basking Shark is a seasonal visitor to British waters and is protected under the

Wildlife and Countryside Act and the Countryside and Rights of Way Act as well as

being listed on Appendix II of the Convention on International Trade in Endangered

Species. Some marine areas attract more sharks than others, such as the Lands End

and Lizard Peninsula's. Basking Sharks are present on the south coast, however no



sightings were recorded in, or near Poole Harbour in 2010 (Ref.26) and it is unlikely that

they are regular visitors to this area.

4.4.23 All cetaceans in the UK are protected under a variety of national and international

designations, and strict regulations exist in regards to disturbing these mammals.


4.4.24 The following receptors could be directly affected by the proposed development:

• Sub-tidal habitats in the direct footprint of additional structures, and in areas

where dredging is proposed;

• Habitats on existing structures that may be removed as part of the Master Plan

improvements;

• Inter-tidal areas where hydrodynamic modelling indicates impacts; and

• Marine mammals.

4.4.25 Indirect effects due to disturbance associated with potential increases in vessel

movements (noise, vessel wash and anchoring) and recreational activities as a result of

the development could impact the following receptors:

• Marine mammals, specifically otter;

• Eelgrass beds (both within the Harbour and Studland Bay pMCZ for example);

and

• Saltmarsh.


4.4.26 Direct impacts on the marine ecological resource relate to the loss of habitat as a result

of the proposed development. However inter-tidal communities are not considered to be

of a high value in this area and the sub-tidal communities are not expected to be

sensitive to the localised and short term impacts.

4.4.27 Indirect impacts on the marine ecological resource may arise if the Harbour

improvements were to significantly increase vessel numbers (both cruise ships and

watercraft) which could lead to further disturbance within and outside of the Harbour.

Receptors susceptible to increases in disturbance include sub-tidal (such as eelgrass

beds) and inter-tidal habitats (such as saltmarsh). If otters are present in the quieter

areas of the Harbour or in Poole Bay, they would also be susceptible to increased

disturbance.

4.4.28 Further indirect effects may arise as a result of both capital and maintenance dredging

and disposal which could include the potential for smothering and impacts on water

quality as a result of an increase in suspended solid and contaminant concentrations.

Permanent changes to the hydrodynamics of the area may also over time, cause

changes to habitats. For example, changes in the rate of erosion or accretion of the

inter-tidal area can ultimately result in an impact on the community structure of inter-tidal

areas.




4.4.29 To assist in determining the potential impacts associated with direct loss of habitat, it is

proposed that a survey of the infaunal communities will be undertaken in the footprint of

each of the elements of the development that either will give rise to a direct loss or that

will require sediment removal. Additionally, discussions with Natural England have

highlighted a requirement to assess the sub-tidal habitat of the wall of the breakwater

encircling the Poole Yacht Club to assess its contribution to nature conservation. A

literature review will also be undertaken to update the information already available from

other studies.

4.4.30 The assessment of the potential indirect impacts on marine ecology will draw on the

findings of the hydrodynamic and sedimentary studies and the conclusions from the

impacts on water and sediment quality assessments. Specifically, concerns have been

raised by Natural England regarding indirect losses to inter-tidal habitats within the SPA,

particularly the area fronting the eastern end of Hamworthy Park.

4.4.31 It is therefore proposed that the results from the hydrodynamic assessment are used to

determine potential areas at risk. Should the area be potentially important to say

feeding water birds for example, then sampling to determine the communities within the

inter-tidal sediment may be required in order to assist in assessing its value as a food

resource. Potential impacts on saltmarsh and eel grass will also be informed by the

hydrodynamic assessment however work undertaken to inform the Channel Deepening

EIA (Ref.13) and additional modelling at the disposal site in relation to the potential for

further disturbance to the maerl beds.

4.4.32 There is, however, the potential for indirect effects associated with increased vessel

movements within and outside of the Harbour. Initial indications from PHC however do

not anticipate a significant increase in vessel numbers as potentially up to 50% of

vessels using the marina will be displaced vessels from other sites within the Harbour

(see Section 2.1). The increase in vessel numbers will be further considered as part of

the EIA process and compared to the data already gathered as part work undertaken in

2010 regarding use of the harbour and Poole Bay by watercraft.

4.4.33 The information contained within the ES will be prepared with a view to providing the

information necessary to allow the competent authority to undertake an Appropriate

Assessment. See Chapter 6 for further details.

4.5 Marine and Coastal Ornithology


Designated Sites

4.5.1 Annually, the Harbour supports over 20,000 wildfowl and waders of around 60 different

species, 17 of which are considered to be of national or international importance.

4.5.2 Populations of birds species within the harbour are closely monitored, every month from

September to March Wetland Birds Survey (Ref.27) counts are carried out at several

locations around the Harbour. Reserves at Arne and Brownsea Island are closely



monitored by the RSPB and the Dorset Wildlife Trust.

4.5.3 The condition of the Harbour for the national and international designated features

(SSSI, SPA and Ramsar) has recently been assessed and published (Ref.15). The

assessment considers the condition of the available inter-tidal mudflat estuary, and

lagoon habitats for featured non breeding and breeding birds. The findings of this report

are summarised below.

Non-breeding birds

4.5.4 Poole Harbour is overall in favourable condition for non-breeding birds despite peak

counts between 1991-1998 and 2005/06-2008/09 showing apparent declines in the

following six species:

• shelduck - decline of 28.5%

• goldeneye - decline of 7.4%

• red-breasted Merganser - decline of 5.4%

• grey plover - decline of 41.1%

• redshank - decline of 28%

4.5.5 Additionally there appears to be a decline in the overall assemblage from much higher

levels during the 1980s and 1990s. This results in part from a considerable decline in

lapwing numbers, in common with much of the UK, and also a shortage of WeBS

counters in recent years resulting in incomplete counts. Despite these declines and

similarities in trends for the five species both regionally and nationally, species affected

have not been assessed as being in unfavourable condition. It is however suggested

that both redshank and grey plover require careful monitoring.

4.5.6 Poole Harbour is an active area in regards to recreational water crafts, which include

yachts, jet skis, windsurfers, RNLI vessels and speedboats. These activities could, at

least in part, have attributed to the decline and changes in distribution within the harbour

of red-breasted merganser and goldeneye. Given the increasing year-round levels of

disturbance and the growing popularity of a range of more recent water based sports,

potential disturbances from human recreational and other activities in the Harbour are

considered to require further study (Ref.15).

4.5.7 Assessments of bird distribution in the Harbour in relation to prey availability in both

Autumn 2002 and 2009 found areas of Brands Bay and Bramble Bush Bay were under-

utilised by feeding birds in relation to the high biomass of prey items found in these

areas. As discussed in Section 4.3, high nutrient levels have resulted in areas

becoming colonised by green macro-algal mats, which may deter birds from feeding.

Breeding birds

4.5.8 Generally the breeding bird community in the Harbour is considered to be in favourable

condition both for sand dunes and salt marshes, and for lowland open water and

margins. There is some concern at the apparent decline in common tern numbers and it

is suggested that this species should also be closely monitored in the future (Ref.15).

Reasons for decline have been given as predation by herons, crows, gulls and rats, poor

weather and trampling by roosting cormorants and sika deer. It is also considered

probable that the decline in redshank is continuing (Ref.15).



4.5.9 The 2010 report suggests that management could be used to reduce some of these

impacts and that further surveys are required in order to fully understand the nature of

existing populations.

4.5.10 Poole Harbour remains nationally important for its breeding populations of common and

Sandwich terns and Mediterranean and black-headed gulls. In a local context, the

breeding population of the amber-listed redshank is also important.



• Water birds - (i.e. loss of habitat, feeding resource, disturbance in terms of noise and visual disturbance)

4.5.12 Indirect effects on ornithological receptors could occur if the proposed development

increases recreational/commercial activities within the Harbour.


4.5.13 Many of the designations covering Poole Harbour are primarily concerned with its

internationally important bird populations, and for this reason any development must

investigate the potential impacts on this receptor thoroughly.

4.5.14 Although declines in some species are likely to be part of a more widespread national

and regional decline, activities associated with the Master Plan may have the potential

to impact upon bird populations in the Harbour. Construction activities such as noise

may have direct impacts on birds using areas close to the port for example.

Operational effects may include:

• Disturbance by recreational activities such as windsurfing, water-skiing, wildfowling,

personal watercraft and wider access to the foreshore from the land especially if

carried out during the winter months;

• Disturbance in relation to the requirement for 24hour lighting at both the marina and

the windfarm base;

• The use of the personal watercraft zone to the north of Brownsea Island may be

disturbing birds feeding and nesting on the lagoon and beach;

• Entanglement of water birds in litter or fishing gear; and

• Hydrodynamic impacts such as increased erosion or sedimentation in areas used by

feeding waterbirds.

4.5.15 Bird Sensitive Areas and Anchorage Sensitive Zones have already been set up as a

result of the Aquatic Management Plan (Ref.11) but these will need to be considered

and reviewed in light of the proposed Master Plan. Although it should be noted that Bird

Sensitive Areas are located at the northern tip of Holes Bay, and at Arne Bay,

approximately 3km from the Port of Poole.

4.5.16 Milder winters due to climate change may also have the effect of attracting different

species to the Harbour. Rising sea levels can result in changes or loss of the habitat that

the birds use to feed and roost. Any increase in nutrients resulting from the

development could result in the proliferation of opportunistic green seaweeds (macro-



algae), which form mats over the substrates in the inter-tidal zones of the Harbour (see

Section 4.3). The effects from the algal mats can be a reduction in feeding areas for

waterbirds, and the production of anoxic conditions which can affect the benthic

invertebrate communities.


4.5.17 There are two potential aspects to the assessment of the development on waterbirds.

The first is associated with the construction period and the EIA will need to consider the

potential for noise and disturbance impacts on waterbirds likely to be present in the

area. This will require an assessment of the use of the areas potentially impacted by the

development.

4.5.18 Since data available for low tide counts is only available up to 2004/2005 (Ref.27), it is

proposed that a low tide count over the winter months for the sectors in close proximity

to the port is undertaken. A survey will also be undertaken to assess the importance of

the development area in relation to roosting and feeding, particularly for the two key

species of particular of concern to Natural England (i.e. goldeneye and merganser). It

should be noted, however, that key roosts for goldeneye are some distance from the

port and any activities associated with it, although occasionally a small roosting flock

use Poole Park Lake. Merganser tend to roost around Round Island and have been

observed flying off to roost in the direction of Studland Bay and Bournemouth. There is

also a small flock that roost in Poole Park.

4.5.19 The second aspect is associated with more wider impacts associated with the Harbour

works. The potential impact on waterbirds associated with changes to hydrodynamics

and therefore waterbird habitats will be considered, in addition to the potential for

general disturbance associated with an increase in recreational watercraft using the

harbour.

4.5.20 Impacts associated with hydrodynamic changes will largely rely on information provided

by the hydrodynamic modelling. Should this indicate significant changes to foreshore

areas, the proposed waterbird survey that will be undertaken to assess the potential for

noise disturbance could be extended to cover additional areas. This will be discussed

with conservation bodies following initial results of the hydrodynamic modelling.

4.5.21 In terms of the potential disturbance in relation to increased use of recreational

watercraft, it is important to note that the recent report written for Natural England

highlights the potential for significant disturbance to be caused as a result of recreational

activities in the harbour (Ref.15). It also recommends that a study of the recreational and

commercial activities and impacts in Poole harbour is initiated.

4.5.22 A watercraft survey was carried out during February and March which demonstrated that

there was minimal boat use of the Harbour and no indication of disturbance on the

sensitive areas. The birds seemed to be unaffected by the survey boat and other

nearby watercraft (within Holes Bay and Lychett Bay). Data available for the winter

period is of particular interest in that this is the period important for overwintering waders

and wildfowl. Migratory birds may however arrive in the Harbour earlier and therefore

information available as part of the 2010 survey during July and August is also relevant.

This indicates significantly higher use of the Harbour by watercraft but disturbance to

birds was not assessed.



4.5.23 As part of the EIA the existing 2010 watercraft survey data will be considered and

discussed with Natural England to determine whether information available constitutes

an acceptable baseline. It should also be noted that initial indications from PHC do not

anticipate a significant increase in vessel numbers as potentially up to 50% of vessels

using the marina will be displaced vessels from other sites within the Harbour (see

Section 2.1). Impacts in terms of migratory bird disturbance are therefore not

anticipated to be significant.

4.5.24 Of relevance to this project will be the recent proposals by Natural England to undertake

a study to evaluate the frequency with which different disturbance events take place in

different parts of the Harbour over the winter at low and high tides. In order to inform the

EIA for the Port of Poole Master Plan, this study will be extended to cover Studland.

4.6 Terrestrial Ecology and Ornithology


4.6.1 Owing to the nature of the environment surrounding Poole Harbour, there exists

numerous statutory and non-statutory terrestrial designations. International designations

consist of SPAs and SACs, designated under the EC Birds and Habitats Directives, and

Ramsar sites, designated under the Ramsar Convention (The Convention on Wetlands

of International Importance, especially as Waterfowl Habitat).

4.6.2 Boundaries of some of these sites extend below the mean high water mark, but effects

on these sites are assessed in this section because the designated interest features of

the site are considered to be predominantly ‘coastal’ (e.g. dunes) rather than ‘marine’.

4.6.3 Statutory national designations include SSSIs and National Nature Reserves (NNR).

NNRs are declared by Natural England under the National Parks and Access to the

Countryside Act 1949 or the Wildlife and Countryside Act 1981. In addition they are

often a selection of the very best parts of England’s SSSIs.

4.6.4 The international and national designations are briefly described below.

Poole Harbour SPA and Ramsar

4.6.5 Part of the SPA and Ramsar lies 80m to the west of the breakwater surrounding the

Yacht Club. Here extensive mudflats are located which are of international importance

providing breeding habitat for common tern Sterna hirundo and Mediterranean gull

Larus melanocephalus and passage habitat for Aquatic Warbler Acrocephalus

paludicola and Little Egret Egretta garzetta. Over winter the site supports populations of

Avocet Recurvirostra avosetta, Little Egret Egretta garzetta, Black-tailed Godwit Limosa

limosa islandica and Shelduck Tadorna tadorna.

Dorset Heathlands SPA

4.6.6 Parts of the Dorset Heathlands SPA are located approximately 1.9km west and also

1.9km south east of Poole Harbour. It is particularly important for breeding birds.

Specific species mentioned in the designation include the Dartford Warbler Sylvia,

Nightjar Caprimulgus europaeus and the Woodlark Lullula arborea. Habitat for



overwintering birds is also important to the Hen Harrier Circus cyaneus and the Merlin

Falco columbarius.

Dorset Heaths Ramsar Site and SAC

4.6.7 Part of the Dorset Heaths Ramsar Site and SAC is located 2.4km south east of Poole

Harbour on Brownsea Island. It contains high species richness and ecological diversity

with good examples of European dry heaths, north Atlantic wet heaths with Erica tetralix

and acid mire with Rhynchosporion. The heaths also support one nationally rare and 13

nationally scarce wetland plants and at least 28 nationally rare wetland invertebrate

species. The southern damselfly Coenagrion mercuriale is considered to be particularly

important in terms of the SAC designation criteria. Other important habitats and species

include:

• Molinea meadows on calcareous, peaty or clayey silt-laden soils.

• Calcareous fens with Cladium mariscus and species of the Caricion davallianae.

• Alkaline fens.

• Old acidophilous oak woods with Quercus robur on sandy plains.

• Great crested newt Triturus cristatus.

Dorset Heaths (Purbeck & Wareham) & Studland Dunes SAC

4.6.8 The Dorset Heaths (Purbeck & Wareham) & Studland Dunes SAC is located 6.5km

south of the Harbour. The site is designated for the same features as the Dorset

Heaths SAC and Ramsar with additional habitats; embryonic shifting dunes, shifting

dunes along the shoreline with Ammophila arenaria (`white dunes`), Atlantic decalcified

fixed dunes (Calluno-Ulicetea), humid dune slacks, oligotrophic waters containing very

few minerals of sandy plains (Littorelletalia uniflorae) and bog woodland. The Southern

damselfly Coenagrion mercuriale, Molinea meadows, Calcareous fens with Cladium

mariscus and species of Caricion davallianae, alkaline fens, old acidophilous oak woods

with Quercus robur on sandy plains and great crested newts Triturus cristatus are also

listed.

Poole Harbour SSSI

4.6.9 The western breakwater and a small area of foreshore within the harbour lie within

Poole Harbour SSSI. The SSSI is designated for its inter-tidal marshes and mudflats.

These, together with the permanent channels, support large numbers of wintering

wildfowl and waders, for which Poole Harbour has national and international

significance. Fringing habitats of heathland, grassland and the islands provide additional

interests, in turn supporting further scarce and restricted flora and fauna. Several rare

marine invertebrates also occur within the Harbour.

Luscombe Valley SSSI

4.6.10 Luscombe Valley SSSI lies 4.4km east of the Harbour. It is part of the complex of

heathland sites which together comprise the Dorset Heathlands. This is one of the major

lowland heathland areas in Britain, with the sites showing a high degree of ecological

cohesion and clear ecological trends and patterns. The heathlands are important in a

European and international context for their plant and animal communities.



Ham Common SSSI

4.6.11 Ham Common SSSI lies 2.5km to the north west of the Harbour. It consists of dry and

wet heath designated for its rich associated flora.

Arne SSSI

4.6.12 Arne Peninsula lies on the southern shore of Poole Harbour (1.5km south west of the

port) and consists of an extensive area of lowland heathland on the Bagshot Beds.

Diverse plant and animal communities of dry heath, wet heath and bog, which show

many characteristics typical of Purbeck heaths are present.

National Nature Reserves (NNR)

4.6.13 Arne Reedbeds NNR is a small area of reedbed situated on the inner fringe of Poole

Harbour near to the mouth of the river Frome (approximately 6km south west of the

Harbour). Breeding birds such as reed warbler, reed bunting and bearded tit add

interest to this site. This site is managed by the RSPB.

4.6.14 Studland and Godlingston Heaths NNR is located on the Isle of Purbeck (4km south

east of the Harbour) and includes 5km of sandy beaches. It is recognised for its

outstanding wildlife and variety of habitats: heathland, woodland, scrub, bogs,

freshwater and sand dunes. All six British reptile species are found here and large

wildfowl populations use the site.

4.6.15 Situated to the west of Hamworthy is Holton Heath NNR (located approximately 5km

west of the Harbour) which is recognised for its woodland and lowland heath.

Non-statutory Local Nature Reserves (LNR)

4.6.16 Non statutory Local Nature Reserves (LNR) in the vicinity of the development are

located on the northern side of Poole Harbour, the closest being approximately 2.5km to

the west of the port. They comprise (approximate distances from the port in brackets):

• Luscombe Valley LNR (>4 km to the south east).

• Ham Common, Dorset LNR (2.5 km to the north west).

• Turlin Moor LNR (>3km to the north west).

Receptors likely to be affected by the development

4.6.17 In terms of the potential receptors, most of the designated sites are located at some

distance to the development and therefore significant direct effects are not anticipated.

There is however, the potential for habitats and species within Poole Harbour SPA and

Ramsar to be indirectly affected by any increase in numbers of watercraft. There will

also be a direct loss of habitat in Poole Harbour SSSI arising from the demolition of the

breakwater should the option to develop the western side of the port for the marine be

taken forward. Furthermore there is the potential for impacts on any birds using the port

and associated infrastructure for breeding and roosting (such as the existing

breakwater).

4.6.18 It is not anticipated that bats or invertebrates will be impacted as supporting habitat for



these species is either not present or will not be impacted by the Harbour works.


4.6.19 Potential environmental issues generally relate to the potential of the proposed

development to remove any habitat that may currently be being used by feeding,

roosting or breeding birds. Noise associated with the construction and operation of the

Harbour Works could also potentially disturb birds using the area.


4.6.20 In order to determine the potential for terrestrial features to be impacted, it is proposed

that a Phase 1 habitat survey of the site will be carried out to characterise the type of

terrestrial and inter-tidal habitats present using Standard Phase 1 Habitat Survey

methodology (Ref.28). This involves walking the study area and surrounds and noting

each habitat type and will include searching for habitats that may support fauna species

of nature conservation interest. The findings of the survey will be illustrated on a Phase

1 Habitat Map. Habitats of interest will be described in the accompanying target notes

and all species names are taken from Stace 1997 (Ref.29). The results of the survey

will then be discussed with Natural England in order to determine whether further work

would be required.

4.6.21 In terms of indirect effects in relation to designated sites such as the potential for

disturbance and noise associated with any potential increases in watercraft, information

collated in order to inform potential impacts in relation to marine ornithology and noise

assessment will be used to inform the assessment of impacts on terrestrial birds

4.7 Fisheries


4.7.1 Most of the commercial fishing in the vicinity of Poole Harbour is carried out at sea.

Within the Harbour, around 35 species of adult finfish, 17 species of bivalve shellfish,

and 11 species of decapod crustaceans have been recorded (Ref.13). The conditions

and productivity of Poole Harbour are such that shellfish, eels and some fish species are

found in much greater quantities within the Harbour than on the open coast. Wet fish

such as mullet, bass, flounder, sole and plaice are caught commercially using fixed, drift,

seine, and trawl nets, and hand lines, whilst eels are trapped using fyke nets (Ref.13).

Shellfish

4.7.2 The beds of Poole Harbour are leased to grow stocks of mussels, clams, oysters and

cockles. There is a major licensed fishery for wild stocks of Manila clams and a major

unlicensed fishery for cockles inside Poole Harbour, both of which use mechanical

means to harvest the shellfish.

4.7.3 The Shellfish Leasebeds within the Harbour cover a large area and are concentrated in

the areas to the west and south of Brownsea Island. The nearest leasebed boundary to

the proposed development site is 0.6km to the south of the proposed development.



4.7.4 Designated Shellfish waters, such as those within Poole Harbour are required to meet

the standards set in the EC Shellfish Waters Directive and Shellfish Hygiene Directive.

Bivalve production areas are classified according to the level of treatment they require

prior to their sale from A to C grade, where grade A sites require no pre-treatment and

grade C sites require intensive purification. Of the five designated shellfish waters

around Poole Bay, the majority were classified as Class B in 2010 (the exception being

the Manila clam bed in the Wareham Channel West), in which shellfish must undergo

moderate purification by relaying in cleaner water for varying lengths of time before

marketing (Ref. 17).

Finfish

4.7.5 The harbour waters are believed to have significant breeding and nursery areas for fish,

such as bass Dicentrarchus labrax, thicklipped mullet Mugil labrosus, thin-lipped mullet

Mugil capito, and pollack Pollachius pollachius. The harbours are also important for

other fish species including bullhead, roach, dace, carp and bream (Ref.13).

4.7.6 There is one designated nursery area within the Harbour which is for bass. This comes

under the Bass (Specified Areas) (Prohibition of Fishing) (Variation) Order 1999.

However other fish species such as cockle Cerastoderma edule, eel Anguilla anguilla

and clam Mya arenaria are also protected throughout the Harbour by closed seasons.

Migratory fish

4.7.7 The rivers Frome and Piddle are known for salmon Salmo salar, migratory trout and

brown trout Salmo trutta fisheries (Ref.16) but are located 6km from the proposed

development. Eels also run through the harbour as juveniles to reach freshwater, where

they mature before returning to the sea as adults (Ref.13).

Bait Collection

4.7.8 Poole Harbour supports substantial populations of bait species, which form a valuable

economic and ecological resource. The main species that are targeted for collection by

both anglers and commercial fishermen, are lugworm Arenicola marina, catworm

Nephtys hombergiand and king-ragworm Nereis virens with the majority of the activity

taking place on the more accessible North shore. Depending on the location and

intensity of the activities, disturbance of birds and bird prey availability can be a concern.



• Fish breeding and nursery grounds;

• Shellfish leasebeds; and

• Migratory fish.


4.7.10 Direct impacts as a result of disturbance caused during construction activities have the

potential to affect fish species in the area. However, those species present are likely to

be widespread elsewhere within the Harbour. There is no shellfish activity adjacent to



the proposed development and due to the localised nature of the proposed works it is

unlikely that direct impacts would occur.

4.7.11 Indirect impacts as a result of increases in suspended sediment concentrations and

sediment deposition have the potential to affect the fish and shellfish resource. For

finfish this could result in physiological effects and reduced foraging and feeding ability

due to a reduced visual range, however species living in estuarine areas are likely to

have adapted physiologically to such conditions. Of the fish species that are known to

occur within the Harbour, salmonids (salmon and sea trout) are likely to be the most

susceptible to increases in suspended solid concentrations above background.

4.7.12 Smothering of shellfish can result in reduced feeding ability and growth, restricted

respiratory functioning and, in extreme cases, mortality, therefore the activities

associated with the development could have an affect on the nearby leasebeds.

4.7.13 Increases in recreational and commercial activities as a result of the Harbour

improvements could result in increased disturbance related impacts for fish and

shellfish, specifically if migration routes are interrupted.


4.7.14 The fish populations and shellfish beds will be described in detail within the EIA on the

basis of existing literature and through consultation with key regulators (e.g.

Environment Agency and Southern Sea Fisheries Committee).

4.7.15 In terms of assessing the potential impacts, the information will largely be derived from

the hydrodynamic and sediment transport modelling (see Section 4.2) and associated

assessments on sediment and water quality (see Section 4.3). This will enable an

assessment to be made as to the likely areas any disturbed or dredged material will

deposit and where the sediment plume associated with the dredging will occur.

Consequently, impacts on shellfish beds and migratory pathways can be assessed.

4.8 Geology and Soils


4.8.1 The geology underlying Poole Harbour and the surrounding area is dominated by

Bracklesham and Bagshot Beds, with some additional areas of alluvium, plateau gravels

and valley gravels (Plate 4.4).

4.8.2 Several geological statutory and non-statutory geological designations are present

although none are within the port boundary. SSSIs are designated under the Wildlife

and Countryside Act and Regionally Important Geological/geomorphological Sites

(RIGS) which are non-statutory Local Sites are designated by local authorities.

4.8.3 Designations with indicative distances from the port to the site are:

• Arne SSSI (1.6km south west).

• Ham Common SSSI (2.5km north west).

• Whitecliff RIGS (2km east).



• Shipstal Point RIGS (1.6km south west).

• Brownsea Island RIGS (1.5km south).

Plate 4.4 Geology of Poole Harbour (Ref.30)

4.8.4 The western part of Poole Bay lies within the Dorset and East Devon World Heritage

Site (The Jurassic Coast). It is one of 28 sites of this kind in the UK and is designated

under the United Nations Educational, Scientific and Cultural Organisation’s (UNESCO)

World Heritage Convention. This site is designated for the outstanding range of

geological and geomorphological interests. The eastern boundary of the World Heritage

Site is Old Harry Rocks, near Studland which is located 8.3km south east of the

proposed development.

4.8.5 There is no baseline information about the nature and/or quality of the soils at the Port of

Poole. However, it is known that some of the port estate comprises reclaimed land and,

therefore, some of the soils will comprise made ground.


4.8.6 The proposals are not located within or immediately adjacent to any site designated for

its geological interest.

4.8.7 It is expected that the land-side elements of the new port development Master Plan will

be constructed within the port estate but such works will only cause minimal disturbance

to the upper layers of soils and/or made ground.


4.8.8 Geological receptors are distant to the port estate and unlikely to be affected by the

proposals. Accordingly, it is suggested that impacts on geology can be scoped out of



the EIA and no further work is proposed.

4.8.9 Given that little disturbance to soils and ground is expected to occur, a standard Phase

1 Desk Study and site walkover are proposed to inform the EIA process. This work will

include the following tasks:

• Review of historical maps to determine potential sources of historical contamination;

• Site walkover to determine potential sources of current contamination;

• Review of licensed activities and recorded pollution events;

• Review of previous construction, infill and reclamation events;

• Review of any technical reports; and

• Preparation of a conceptual model and conclusions relating to potential

contamination.

4.8.10 The desk study will identify the potential for the presence of contaminated land and for

the proposed new port development to affect it. While this is currently considered to be

unlikely, further work in the form of an intrusive site investigation works might be

required to complete the impact assessment.

4.9 Historic Environment


4.9.1 A desk study (including a search of archaeological records), walkover survey, diving

survey and an assessment of geotechnical data (including borehole logs) were

undertaken to inform the Channel Deepening EIA (Ref.13). This study considered the

potential for finding issues of archaeological interest in the marine environment likely to

be impacted by the proposed dredging.

4.9.2 The following text summarises the findings of this study which may be relevant to the

proposed development.

Lower, Middle and Early Upper Palaeolithic Sites

4.9.3 Artefacts of Lower Palaeolithic, or Palaeolithic date have been recovered in the area

studied as part of the Channel Deepening EIA, although none were discovered within

the proposed dredging or disposal area. It was concluded that the potential for

archaeological remains dating to this period within the proposed disposal area could not

be quantified, and any stratigraphy (layers) of archaeological interest are likely to be

buried beneath modern sediment.

Late Upper Palaeolithic and Mesolithic Sites

4.9.4 The study concluded that archaeological potential of the proposed dredging area is high

within Poole Harbour, due to the survival of remains from peat deposits at similar

waterlogged sites. This conclusion was mirrored in the Twin Sails Bridge EIA (Ref.14).

Late Prehistoric and Roman Terrestrial Sites

4.9.5 The area contains a wealth of evidence for the exploitation of the area around Poole



Harbour by later prehistoric and Roman communities, including settlements, ritual and

industrial sites. There has been other maritime related sites and finds elsewhere in the

harbour, including two Iron Age jetties, which demonstrate the growing importance of

Poole Harbour as a port.

4.9.6 There is some potential for submerged terrestrial or foreshore archaeological sites or

finds dating to this period, however within Poole Harbour sites or finds from this date are

likely to be of marine origin.

Marine Archaeology

4.9.7 A total of 332 known post-Roman maritime remains were recorded within the area to be

dredged for the Channel Deepening (Ref.13) and the earliest archaeological evidence

for maritime activity within the Harbour occurs in the form of an Iron Age logboat and two

Iron Age jetty structures.

4.9.8 Archaeological and documentary sources indicate that shipping activity within Poole

Harbour increased throughout the Roman and Saxon period. By the early Medieval

period, the Port of Poole had been established and the potential for shipwrecks within

the study area as a whole increases with the associated increase in levels of shipping in

the area through time.

4.9.9 The geophysical survey carried out for the Channel Deepening EIA identified five sites

as shipwrecks and associated features, 28 sites with medium archaeological potential

and 202 of low archaeological potential.

4.9.10 Previous surveys undertaken in Poole Harbour minimise the chance of unknown wrecks

being present within the area associated with the proposed development; however it is

possible that if further anomalies were identified they could be of archaeological

importance.

4.9.11 The Swash Channel Wreck was identified as a result of a geophysical survey for the

channel deepening, and is located in 7m of water adjacent to the eastern edge of the

dredged section of the Poole Harbour approach channel (Ref.31). It was designated as

a Historic Wreck under the Protection of Wrecks Act 1973 in 2004 and is thought to

have dated from the first half of the 17th century.

Terrestrial Archaeology

4.9.12 The Twin Sails Bridge EIA (Ref.14) identified a number of archaeological finds and

features on the Hamworthy and Poole side of the proposed bridge, however it was

concluded that due to the late reclamation of these areas and the results of the site

investigation works, the potential for the recovery of archaeological sites and artefacts,

is regarded as low.



• Archaeological remains present in the footprint of the development area;

• Archaeological remains present within the area requiring dredging; and



• Archaeological remains present in an area predicted to be impacted by changes to

hydrodynamics of the area.


4.9.14 During construction there is the potential that the dredging could disturb or damage in-

situ archaeological sites, particularly associated with the capital dredging and during

intrusive works associated with construction of marine infrastructure.

4.9.15 In terms of the operational phase, impacts are deemed unlikely and could only

potentially arise as a result of significant changes to the hydrodynamics and

sedimentary processes within the Harbour. For example if significant areas of erosion

are predicted, there is the potential for an indirect effect to arise on a potential

archaeological resource.

4.9.16 In terms of terrestrial archaeological impacts, as stated above, due to the late

reclamation of these areas and the results of the site investigation works undertaken for

the Twin Sails Bridge, the potential for the recovery of archaeological sites and artefacts

is regarded as low. This element has therefore been scoped out of the EIA.


4.9.17 In the first instance, a desk study will be undertaken in order to determine whether there

are any known areas of archaeological interest within the footprint of the proposed

development. In addition, the risk of potentially disturbing any unknown sites will be

evaluated. This will be undertaken in accordance with the standards and guidance of

the Institute of Field Archaeologists and agreed with the local authority archaeologist

and English Heritage. It is envisaged that the assessment will require the following

elements of work:

• Identify the known and potential archaeological heritage using existing information

available;

• Identity in detail past impacts on the study area; and

• Undertake a detailed assessment of the potential impacts of the proposed

development on the archaeological heritage.

4.9.18 The desk study will then identify the nature of any further work should it be required.

This may include the requirement to undertake intrusive site investigation.

4.10 Landscape and Visual Amenity


4.10.1 The landscape of Poole Harbour is essentially maritime in character. The northern

shore is mostly developed, with the majority of the shoreline being built-up between

Hamworthy and Sandbanks. Much of the shore is backed by residential properties but

between Poole Quay and the port, industrial and commercial uses are evident.

4.10.2 Views of the Harbour from the northern shore and Hamworthy Park are dominated by

Brownsea Island, which is low-lying and largely wooded. In contrast to the north and



east, the southern and western shores of the Harbour are relatively undeveloped. They

are also relatively inaccessible, meaning that fewer people visit these areas of the

Harbour.

4.10.3 Poole Harbour, and the surrounding area have been designated for their landscape

value and Dorset AONB covers over half of Poole Harbour which includes Brownsea

and the smaller islands. The designation does not however, include the development

area, Lychett Bay, Holes Bay, or the shipping channels to the north of Brownsea Island.

4.10.4 The AONB is specifically designated for its complex chalk, limestone and sandstone

geology, rich ecology and for its scenery. The rare remaining downland and heathlands

are also highly important conservation habitats supporting a wide range of flora and

fauna. The Purbeck Heritage Coast is encompassed within the AONB and runs from

Arne, in Poole Harbour, along the southern shore of the Isle of Purbeck to Weymouth

Bay.

4.10.5 Poole Harbour falls within Landscape Character Area 135 - Dorset Heaths. This area

has the following characteristics (Ref.32):

• An exposed, open, broad-scale landscape forming a strong contrast with the

adjacent character areas;

• Undulating lowland heath with tracts of heather, stunted pines and gorse scrub;

• Blocks of conifers forming locally-prominent landmarks;

• Mosaics of heathland, farmland, woodland and scrub;

• Much is sparsely populated with scattered settlements and a few small villages and

towns but the extensive conurbation of Poole-Bournemouth forms a major influence

in the south and east;

• Flat-bottomed, open valleys with floodplain pastures and willows; and

• An outer edge of low, rolling hills with an irregular patchwork of pasture, woodland

and dense hedges marking the transition to the chalk.



• Areas used by feeding and roosting waterbirds (in relation to 24hour lighting);

• Views from Hamworthy Park

• Views from Poole

• Views from Brownsea Island

• Views from the AONB


4.10.7 It is likely that the construction phase will impact on the visual setting of the area due to

the temporary presence of dredgers, construction plant and associated lighting that

would be required should work be required outside of normal daylight hours. The impact

would however be temporary.

4.10.8 In terms of the operational phase, elements of the Master Plan will impact on the visual

setting, particularly in relation to the marina. There may also be visual impacts in

relation to the offshore windfarm working area (such as during assembly of turbine



components that require structures to be upright and presence of cranes) however these

will be temporary until such time as the offshore windfarm is completed. Impacts

associated with the visual appearance of the marina will be permanent.


4.10.9 Due to the potential impacts on the visual landscape, it is proposed that a landscape

and visual impact assessment is undertaken by a Chartered Landscape Consultant in

accordance with the ‘Guidelines for Landscape and Visual Assessment’ (Ref.33).

Reference should also be made to the Countryside Agency’s (2003) Landscape

Character Assessment. Particular consideration will be given to:

• the potential extension of the Marine Centre into the harbour and the overall larger

scale of the port facilities;

• the proximity of the Port of Poole to residential areas (e.g. within Hamworthy and

Poole);

• the potential viewpoints of the new works across the harbour (e.g. from Poole’s

waterfront);

• the potential areas used by feeding and roosting waterbirds (in relation to 24 hour

lighting); and

• the nearby location of the AONB.

The assessment will address the various distinct components of the new port

development, and will assess the impacts of the individual and combined components of

the various options against the landscape character of the Harbour and the surrounding

areas including Town Quay and Hamworthy, the surrounding countryside, and the

changes to views from the land and sea.

The LVIA will be informed by consultation with the Borough of Poole Council and other

stakeholders. The assessment work will include a site visit, review of baseline

information, analysis of landscape character, identification of the zone of visual influence

(ZVI) and principal and secondary viewpoints, detailed landscape and visual

assessment work, preparation of maps and plans, and a mitigations strategy.

4.11 Transport


4.11.1 A detailed assessment of traffic in the environs of Poole Harbour was made in the EIA

for the Twin Sails Bridge (Ref.14). This has been reviewed and updated with

information obtained from the Borough of Poole website (Ref.34) to provide this baseline

transport section.

Roads

4.11.2 The Port of Poole is situated in the Hamworthy area of Poole, at the southern end of

Holes Bay and on the opposite side of the Little Channel to the main area of Poole

including the town centre. The port’s location strongly influences its accessibility by

road.



4.11.3 The port is situated along New Quay Road. This road is connected to at a mini-

roundabout off which spur two main routes into the local road network. Heading north-

west from the mini-roundabout, the B3068 Blandford Road is single carriageway passing

through Hamworthy. It is subject to a 30 mph speed restriction, with footways to both

sides and street lighting. At its northern end, the Blandford Road passes through Upton

and connects into the primary highway network at the A35. At its southern end, near the

mini-roundabout by the port, Blandford Road currently carries about 16,000 vehicles two

way per day (Ref.14).

4.11.4 Heading north-east from the mini-roundabout, the Bridge Approach (A350) connects to

the existing lifting bridge, West Quay Road (B3068) through Poole and then heads north

along Holes Bay Road (A350) and connects into primary highway network at the A35.

West Quay Road has a 30 mph speed restriction, footways to both sides and street

lighting. West Street (A350) has to be used instead of using West Quay Road if heading

in the direction of the port. West Quay Road and West Street operate as a one way

system (with Bay Hog Lane completing the loop) between the existing lifting bridge and

Holes Bay Road (A350). North of this one-way system, West Quay Road carries in the

order of 5,300 vehicles on the average day with 550 vehicles in the morning peak hour.

West Street carries some 18,900 vehicles on an average day with some 1,280 during

the morning peak hour. Because of the one-way system to the south, flows on these

two roads are tidal (Ref.14).

Road Bridges

4.11.5 Road access between Poole and Hamworthy (i.e. across the Little Channel) is currently

provided by the lifting bridge that forms parts of the A350. A new bridge, the Twin Sails

Bridge, is being constructed upstream of the existing bridge and is due to open in

December 2011. The purpose of this bridge is to improve connectivity between Poole

and Hamworthy and to facilitate economic growth through the regeneration of brownfield

land in Lower Hamworthy.

4.11.6 Gifford & Partners Ltd (Ref.14) predicted that the second bridge would improve the road

network capacity in the vicinity of the two bridges and thereby reduce congestion, delay

and journey times throughout the day. They also note that the operational management

of the second bridge will address the use of the road network by HGVs accessing the

Port of Poole by endeavouring to avoid the bridge being lifted at times when a Ro-Ro

ferry is being unloaded.

Rail

4.11.7 The area is served by two railway stations, Poole and Hamworthy. These are located

1.8km north east and 1.9km northwest respectively of the commercial port. Both

Stations are connected to Poole Harbour by a network of footways which have the

benefit of street lighting. Cycling is possible to both locations, primarily on carriageway.

Regular bus services also connect directly or run close to the stations.

4.11.8 Poole is on the main line between Weymouth and London Waterloo and has three

eastbound trains per hour on weekdays. Hamworthy station has two eastbound trains

per hour, but has limited passenger facilities in comparison to Poole. Journey times to

London are about two hours. The line also serves Bournemouth, Southampton,

Winchester and Basingstoke.



Bus

4.11.9 Bus services along Blandford Road via Bridge Approach provide 10 buses per hour,

each way, between Hamworthy and Poole Town Centre (Ref.14).

Cycling

4.11.10 Poole and Hamworthy areas have a number of designated cycle routes. Whilst a

network of on carriageway and segregated cycle routes exist, there is no continuous

route currently identified linking Poole to Hamworthy other than the long route around

Holes Bay. Cycle parking is provided at numerous locations throughout Poole Quay, the

Old Town, the Town Centre and the two railway stations (Ref.14).

Walking

4.11.11 In addition to the pavements, there are a number of footpaths in Hamworthy and Poole.

The most notable is a spur of the South West Coast Path, a National Trail which runs

from the harbour, around Parkstone Bay and around to Sandbanks to join the main path

(Ref.14).


• Local road network, particularly the A350 and B3068.


4.11.12 During the construction phase associated with all options for the proposed

developments, there is the potential for deliveries of construction materials and plant

and commuting by workers to increase traffic on local roads to and from the port.

However, it is anticipated that most construction materials will be either delivered by sea

and offloaded onto one of the port’s quays (e.g. piles for the quays), or will be delivered

by sea and placed directly as part of the construction process (e.g. rock for the rubble

breakwaters or pontoons for the marina), or will be directly derived and delivered from

marine sources (e.g. fill material for land reclamation derived from capital and/or

maintenance dredging in Poole Harbour and/or Poole Bay). In addition, it is anticipated

that key construction plant, including large marine plant (e.g. jack-up platforms, piling

rigs and dredgers) will be mobilised to and demobilised from site by sea. Accordingly,

the potential impact of construction on road traffic is expected to be limited, in general,

to occasional deliveries of construction materials and plant, and regular commuting by

workers.

4.11.13 In terms of the operational phase, the largest source of road traffic will be associated

with the cruise ship berth and the number of day call passengers and turnaround

passengers. As identified in Section 2, the coach and car movements associated with

the cruise ship berth are likely to be low in relation to ongoing Ro-Ro ferry operations at

the port. However, it is acknowledged that road traffic associated with day calls to the

cruise ship berth can coincide with peak traffic times and that baseline traffic conditions

associated with Ro-Ro ferry operations can exhibit strong seasonal variations.




4.11.14 The County Council hold highways data for primary transport routes in and around

Poole and this data will be requested to inform the baseline flows for road traffic for the

purposes of the EIA. It is not anticipated that additional traffic counts will be needed to

inform the baseline road traffic conditions. However, if more detailed impact

assessment is required (e.g. to inform modelling), then it is possible that traffic counts

might be required to identify the baseline flows associated with the operation of the new

Twin Sails Bridge that is due to open in December 2011.

4.11.15 The extent of the impact assessment for road traffic will be based on the following rules

in line with current guidance (Ref.35):

• Rule 1: include highway links where traffic flows are predicated to increase by more

than 30% (or where the number of HGV is predicted to increase by more than 30%);

and

• Rule 2: include any other specifically sensitive areas where traffic flows are

predicted to increase by 10% or more.

4.11.16 Increases in traffic flows below 10% are generally considered to be insignificant given

that daily variations in background traffic flow may vary by this amount. Therefore:

• changes in traffic flows below this threshold will be assumed to result in no

discernable or significant environmental effects and will not be assessed in more

detail to inform the EIA process; and

• changes in traffic flows below this threshold will be assumed to result in discernable

or significant environmental effects and will be assessed in more detail for sensitive

receptors in the vicinity of highway links where flows have increased by greater than

10%.

4.11.17 It is anticipated that a Transportation Assessment will not be required to inform the EIA

process and to support consent applications. However, potentially discernible and

significant effects, should they be predicted, will be discussed with the relevant

highways authority (i.e. the Highways Agency or Dorset County Council) such that more

detailed assessment methods (such as modelling and the undertaking of a

Transportation Assessment) and/or mitigation measures can be agreed.

4.12 Noise and Vibration


4.12.1 The noise environment within Poole Harbour is generally characterised by low to

medium noise levels depending on location. For example, certain areas of the Harbour,

particularly in the south and west, are remote from human influence and have low levels

of background noise. Background noise levels are higher in the northern and eastern

areas of the Harbour as such areas are more influenced by human activity. That is, most

of the eastern shore of the Harbour is highly populated, with roads running alongside the

Harbour in places (e.g. in the Whitley Lake area)

4.12.2 The Port of Poole, nearby industries (e.g. yacht building at Sunseeker) and the local



road network are existing sources of noise at the northern part of Poole Harbour.

4.12.3 The Port of Poole is on the opposite bank of the Little Channel to the Quay and there

are a number of noise sources at the various quays and wharves, including noise

generated from shipping activity.

4.12.4 Poole Town Quay, on the opposite bank of the Little Channel to the port, is dominated

by marine-related activity such as charter boat hire, passenger vessel operations,

commercial fishing activity, marina facilities and road traffic.

4.12.5 A main road runs around the perimeter of Holes Bay and traffic noise dominates the

background noise environment in this area.

4.12.6 There are no significant sources of vibration in and around Poole Harbour, although

localised vibration is likely to occur around railway lines, road links and, potentially,

during the loading and unloading of certain cargoes within the port (e.g. aggregates).

4.12.7 Noise sensitive receptors can be divided into four areas: humans (i.e. residents and

visitors) and properties in Hamworthy, humans and properties in Town Quay, humans

and properties along the roads leading to and from the port (e.g. B3068), and the

humans and properties in the wider area of Poole Harbour.

Receptors Likely to be Affected by the Proposed Development


• noise sensitive receptors (humans and properties, birds) around the harbour during

construction; and

• noise sensitive receptors (humans and properties, birds) around Port of Poole during

operation (to include receptors on the approach roads to the port).


4.12.9 Noise could potentially be generated during dredging and civil engineering works, in

particular activities such as piling, cutting of concrete and hammering can be significant

sources of sound.

4.12.10 Movement of mobile plant on the construction site can give rise to low frequency noise

which can be audible at considerable distances away from the site. Increased noise and

vibration from movements of construction-related vehicles on roads leading to the port

may also be an issue, but is not anticipated to be significant because most of the

construction plant and materials will be delivered / imported to site by sea

4.12.11 Piling during construction may potentially give rise to perceptible vibration at nearly

potentially sensitive properties, causing damage.

4.12.12 During the operational phase, noise impacts may be associated with use of the marina

(engine noise for example), construction of the wind turbine components, noise

associated with the berthing and passenger movements using the cruise terminal and

offloading and loading at the deep water quay. It is believed that peak noise levels

associated with the windfarm base could be as high as 120dB(A), although mean noise



levels would be lower. It is also possible that operations at the windfarm base could

occur 24 hours a day, which means noise could be generated during the night. Noise

associated with operations at the deep water quays are not expected to change

significantly given that the same handling and storage operations are likely to take

place. The cruise ship berth could introduce new intermittent noise sources at the port

such as the use of tannoy systems.


4.12.13 It is proposed that a noise survey will be carried out to obtain baseline data and inform

the EIA process. This will be focussed on the port and receptors around the port where

the majority of construction and operational activity will take place. The noise surveys

will measure existing ambient and background noise levels and will be based on

consultation with PBC’s Environmental Health Officer and initial desk-based studies of

noise impacts.

4.12.14 It is not proposed to undertake underwater noise surveys or vibration surveys to inform

the EIA process.

4.12.15 It is suggested that noise calculations will be made to determine whether any of the

receptors are likely to be at risk of increased noise levels during construction and

operation of the new port facilitates. Impact assessments will be made in accordance

with guidance contained in relevant British Standards.

4.12.16 Vibration from construction will be assessed in relation to the extent and duration of

construction works likely to cause ground-borne vibration (i.e. piling) in relation to the

proximity of sensitive receptors (i.e. buildings susceptible to damage). The assessment

of the likelihood of building damage will be assessed against criteria for vibration levels

in relevant British Standards.

4.12.17 Vibration from on-site construction may affect the listed/heritage buildings on, or close to

the site. The assessment will examine the extent, duration and proximity of those works

likely to create significant levels of ground borne vibration (i.e. piling). Assessment of

the likelihood of building damage will be assessed against relevant criterion vibration

levels provided in appropriate British Standards and other information, as appropriate.

4.13 Air Quality


4.13.1 At a UK level, the UK Air Quality Strategy establishes a number of air quality standards

(i.e. required pollutant concentrations) and objectives (i.e. policy targets) towards the

improvement of air quality. At a local level, the Borough of Poole Council has a statutory

duty for managing local air quality under Part IV of the Environment Act 1995 and

carries out regular reviews and assessments of air quality against national air quality

objectives for the purpose of local air quality management (LAQM). Therefore, the

Borough of Poole Council monitors the air quality at 18 locations across its district.

Monitoring stations record the concentrations of pollutants including nitrogen dioxide,

benzene, sulphur dioxide and ozone. Whilst most areas within the borough are showing

a downward trend in pollutant concentrations mainly due to advances in vehicle engines



and fuels, the concentrations in some areas have yet to decrease to below that required

of the Air Quality (England) (Amendment) Regulations 2002 within the required time

frame (Ref.36).

4.13.2 Section 83 (1) of the Environment Act 1995 states that a local authority must designate

an Air Quality Management Area (AQMA) for those parts of its area where air quality

objectives are unlikely to be met. Monitoring of air pollutants led to the Borough of Poole

Council declaring an AQMA along part of Commercial Road (A35) due to nitrogen

dioxide exceeding 40µg/m3: the maximum levels of nitrogen dioxide in this area were

recorded at approximately 45µg/m3. The AQMA was declared and came into force in

2010. A subsequent assessment for the AQMA (Ref.36) concluded that the original

findings of the assessment were correct (i.e. there is a requirement for an AQMA) and

that the boundaries should be moved to include further properties within Commercial

Road. The AQMA encompasses a short section of Commercial Road between its

junctions with Station Road and Curzon Road. At this location, the AQMA is

approximately 2.8km from the Port of Poole.

4.13.3 The Port of Poole’s current operations could contribute to local air quality conditions due

to the following activities:

• fugitive dust emissions due to the storage and handling of dry bulks such as sands

and gravel;

• exhaust emissions from cargo handling vehicles and plant (e.g. cranes) as part of

cargo handling operations;

• exhaust emissions from road vehicles passing through the port as part of Ro-Ro

ferry operations; and

• exhaust emissions from ships using the port, including those ships with idling

engines when berthed at the port.

4.13.4 PHC monitor carbon dioxide emissions as part of their environmental policy. The

2009/2010 levels were recorded at 1,600 tonnes; a 10% decrease since 2008/2009.

This is mainly thought to be due to a reduction in the use of marine gas oil.

Receptors Likely to be affected by the Proposed Development

• air quality objectives sensitive to increases in local concentrations of air quality

pollutants as a result of construction and operational activities; and

• residential and commercial receptors sensitive to nuisance effects that could arise

as a result of fugitive dust emissions generated during construction and operational

activities;


4.13.5 Fugitive dust emissions can cause nuisance effects to nearby residents and properties

and can increase local concentrations of fine particulate matter (i.e. PM10). Exhaust

emissions from construction plant and port operations can increase air pollutant

concentrations.

4.13.6 Construction activities that often result in dust emissions include site preparation and

earth moving, stockpiling and handling of loose materials, and the movement of vehicles

causing re-suspension of road dust, particularly on unmade roads. It is anticipated that



construction activities of this nature will be small in scale and duration given that the

majority of the construction work is expected to take place within the water. Accordingly,

it is anticipated that potential construction impacts will comprise fugitive dust emissions

from site activities and exhaust emissions from construction traffic, non-road mobile

machinery (NRMM) and marine vessels, particularly dredgers.

4.13.7 During the operational phase, increases to road traffic and the movement and idling of

vessels will give rise to exhaust emissions and could affect local air quality conditions.


4.13.8 Baseline air quality conditions will be established using data from the UK Air Quality

Archive (UKAQA) and BPC. No baseline air quality monitoring is proposed to inform the

EIA process on the basis that it is assumed that sufficient baseline data will be available

from these sources.

4.13.9 Impacts will be assessed for relevant pollutants in relation to air quality objectives for the

protection of human health. A significant adverse effect would be concluded if

construction and/or operational activities were predicted to increase baseline

concentrations such that the maximum pollutant concentrations established by the

objectives were to be exceeded.

4.13.10 It is expected that most construction and/or operational activities are unlikely to generate

significant emissions of fugitive dust and/or pollutants because they will be small in scale

compared to those activities that contribute to baseline conditions; notably road traffic.

Construction dust and exhaust emissions are generally addressed (e.g. mitigated)

through a properly managed Code of Construction Practice, which can be built into a

contract specification or obligations. It is suggested that air quality modelling will not be

required to inform the EIA process in relation to construction phase impacts.

Nevertheless, recommendations for dust and exhaust emission control - as good

practice measures - will be discussed with BPC and identified in the ES.

4.13.11 Given the amount of marine activity at the Port of Poole and around Poole Harbour,

locally elevated concentrations of sulphur dioxide might be expected due to marine

exhaust emissions. However, with the implementation of the European Directive on the

Sulphur Content of Marine Fuels, the sulphur content of marine fuels for ships in the

English Channel was reduced from 4.5% to 1.5% in 2007 and restricted to 0.1% for

ships on berth in 2010. In addition, Defra guidance (Ref.37) suggests that ports with

fewer than 5000 calls per annum do not require detailed air quality assessment as they

are unlikely to lead to exceedances of air quality objectives. While, it is possible that

some construction and/or operational activities could temporarily affect air quality

conditions in relation to sulphur dioxide due to exhaust emissions (e.g. from dredgers

during capital dredging and land reclamation works or berthed cruise vessels), it is

anticipated that numerical modelling of air quality impacts will not be required to inform

the EIA process.

4.13.12 If modelling is required, it is expected that the model would be sufficiently detailed to

calculate pollutant increases at in relation to baseline data taking into account local

meteorological conditions.



4.14 Navigation


Commercial Vessels

4.14.1 Brittany Ferries operate a regular cross-Channel service between Poole and Cherbourg;

the Barfleur is a passenger and freight ferry and the Coutances is a freight ferry. During

the summer, Brittany Ferries typically make four sailings a day from Poole to Cherbourg

and during the winter three sailings a day.

4.14.2 From April to October, Condor Ferries also operate a fast ferry service which connects

Poole with the Channel Islands of Guernsey and Jersey, and from May to September

this service runs to St. Malo. Condor Ferries also operate a seasonal service to

Cherbourg in conjunction with Brittany Ferries.

4.14.3 As a major destination for bulk cargo imports, the port receives imports of steel, timber,

bricks, fertiliser, grain, aggregates and palletised traffic. Export cargoes include clay,

sand, fragmented steel and grain. Aggregate dredgers are also regular visitors and

discharge their cargoes of sand and gravel. In 2009/2010, the conventional cargo quays

handled a total of 300,000 tonnes.

4.14.4 Poole Harbour is also used by a number of other commercial craft, including sightseeing

and fishing vessels. During the tourist season a number of sightseeing craft operate

from Poole Quay to Brownsea Island and around the Harbour. The Furzey Island supply

vessel operates from the BP base at Hamworthy.

4.14.5 At the Harbour entrance, the chain ferry operates a regular, all-year car ferry service to

connect Sandbanks with the Studland peninsula. This service is operated by the

Bournemouth-Swanage Motor Road and Ferry Company. By law, all vessels must give

way to the chain ferry, unless under pilotage.

Recreational Vessels

4.14.6 According to the South West Regional Ports Association (Ref.38), there are

approximately 3,500 wet berths in Poole Harbour for recreational craft, club and

commercial, as well as a dedicated visitor boat haven.

4.14.7 More information about recreational navigation is provided in Section 4.16.

Navigation

4.14.8 The main navigation channels include:

• Swash Channel from the Bar Buoy to the Chain Ferry (in Poole Bay);

• Haven Channel from the Chain Ferry to 16 buoy;

• Middle Ship Channel, from 16 buoy to Stakes;

• Turning Basin, off the Ferry Port; and

• Little Channel from Stakes to Poole Bridge.

4.14.9 Poole Harbour entrance is approached via the Swash Channel. The Swash Channel



runs generally north-west/south-east and is identified on either side by port and

starboard buoys. The Swash Channel currently has a declared depth of 6m below CD

and is 150m wide.

4.14.10 Within the Harbour entrance, tidal flows can be significant with a tidal race in the vicinity

of the chain ferry. A dog-leg in the channel is created at this point, due to the presence

of a small bank to the south of the channel at buoy No. 14 and Chapman’s Peak (a

shoal off Sandbanks) to the north.

4.14.11 The entrance can be very congested, especially in fine weather during the summer

weekends. The tidal stream is strong, especially on spring tides, and conditions can be

exacerbated in situations where the wind is against the tide, which creates a steep chop.

4.14.12 When past the Harbour entrance, large vessels are required to make an 80º turn to

starboard to proceed northwards through Brownsea Roads towards the Middle Ship

Channel. The channel widths in this area vary between 300m and 275m. Due to tidal

streams, vessels normally maintain about 10 knots in order to maintain steerage way.

4.14.13 The Middle Ship Channel runs in a direction 293°/113° from Aunt Betty (50 buoy) to

Diver (51 buoy). The channel is 80m wide. At the port, Middle Ship Channel opens out

into the Turning Basin. The basin is approximately 250m wide and vessels normally turn

to port when swinging.

4.14.14 The North Channel is not maintained by dredging and is used by commercial shipping

only in an emergency.

4.14.15 PHC recommend that recreational craft take particular care when navigating within and

close to the main navigation channels and avoid impeding larger vessels that can

navigate only within these channels.

4.14.16 All navigational marks in Poole Harbour conform to International Association of Marine

Aids to Navigation and Lighthouse Authorities (IALA) Region 'A' System of Buoyage and

are positioned as shown in the latest editions of Admiralty Charts.

4.14.17 The speed limit in the main navigation channels is 10 knots between 1 April and 30

September. The speed limit is relaxed in the Middle Ship Channel and Wareham

Channel outside these dates but not relaxed through the harbour entrance where the

speed limit remains at 10 knots all year. The speed limit in the Little Channel, Holes Bay

and South Deep Quiet Area is 6 knots all year. Some vessels are exempt from the

speed limits (e.g. vessels operated by the harbour patrol, police, RNLI and coastguard).

4.14.18 In addition to the speed limits, Poole Harbour Byelaw 2(a) requires: “every vessel shall

be navigated with care and caution and at such speed and in such a manner as not to

endanger the lives of or cause injury or be a nuisance to persons or endanger the safety

of or cause damage to other vessels, moorings, buoys, beacons or other property”.

4.14.19 Vessel movements within Poole Harbour are controlled by a Vessel Traffic Services

(VTS) operated by PHC. The VTS station is manned on a 24 hour basis with a

continuous watch on VHF channel 14. Vessels underway within the Harbour and

approaches are required to maintain a continuous VHF radio listening watch on channel

14.



4.14.20 The following categories of vessel are subject to compulsory pilotage:

• all vessels of 50m or more in overall length;

• all vessels of 30m or more in overall length, or 10m overall beam, carrying more

than 12 passengers;

• commercial vessels with an overall length of between 30mtrs and 50mtrs, carrying

or likely to carry, dangerous goods or hazardous substances; and

• dredgers / hoppers barges of 50mts or more in overall length.


• navigation of vessels, particularly where navigation entails passage along or

crossing of the harbour entrance, Middle Ship Channel, Little Channel and port

berths and manoeuvring areas; and

• indirect effects on Poole Harbour in general due to increase in use of Harbour by

watercraft.


4.14.21 A recent study by the Department for Transport (Ref.39) considered marine incidents

(i.e. collisions, contacts, near misses, capsizes, groundings, pollution, mechanical

failures and persons overboard) in harbour waters between 2005 and 2009. PHC, along

with 11 other ports, contributed to this study and identified that few incidents (slightly

above 10%) occurred within the port’s berthing area and most incidents (almost 90%)

occurred in Poole Harbour. The study found that primary factors leading to incidents

were found to be poor vessel navigation and equipment failure. It was also found that

the density of recreational traffic is greatly increased in the summer months, which is a

likely contributing factor to the number of incidents in good conditions.

4.14.22 In relation to the proposals for the Port of Poole, this study suggests that incidents are

more likely to be associated with the navigation of recreational vessels than commercial

vessels, and are more likely to occur in the Harbour than in and around the port itself.

4.14.23 During construction there is the potential for incidents to occur as a result of the

presence of ongoing harbour works and dredging and other construction plant in the

water. As with all construction works taking place in the marine environment, standard

measures will be in place to reduce the navigation risk to other vessels; for example, the

construction works will be appropriately marked, construction plant will be appropriately

lit, Notices to Mariners will be issued, etc.

4.14.24 During the operational phase, the potential for navigation incidents will be associated

with the increase in commercial vessel traffic generated by the new port facilities (e.g.

cruise ships, wind turbine delivery and installation vessels, etc) and the recreational

vessel traffic and events generated by the new marina facilities (e.g. more sailing and

cruising boats, more regattas and races). For all new port features including the quays,

breakwaters, dredged channels, etc, PHC will install appropriate navigation marks in

accordance with advice from Trinity House and IALA requirements. New features and

marked will be updated on Admiralty Charts and advised via Notices to Mariners.

4.14.25 PHC, as the harbour authority and harbour control, will be responsible for ensuring that

all standard navigation requirements are in place, maintained and enforced. If



necessary, PHC might have to update the Port’s Safety Management System (SMS)

and VTS. It is PHC’s policy to educate mariners in relation to the safe management of

activities in the harbour but, if necessary, PHC has powers to make byelaws. As part of

the EIA process, the Harbour Master will be consulted and new aids to navigation, PHC

policies, etc will be documented.


4.14.26 The approach to assessment of the potential impacts on navigation will be to discuss the

key navigation issues with the Harbour Master and PHC’s pilots. This consultation

process will establish the level of concern over the potential impacts and reveal any

measures, in addition to those measures that are already in place, that are considered

necessary in order to ensure the safe navigation of both commercial and recreational

vessels.

4.14.27 It is anticipated that a navigation risk assessment (NRA) will not be required to inform

the EIA process.

4.15 Coastal Protection and Flood Defence


4.15.1 The Coast Protection Act 1949 provides Maritime District Councils such as BPC with

permissive powers to carry out coastal protection works. Both the Maritime District

Councils and the Environment Agency have powers to carry out defence works.

Protection works are promoted by the operating authorities where there is a community

benefit.

4.15.2 The main coastal and flood defences within Poole Harbour are made up of

embankments. The exceptions are the small amount of rock armour with steel piled

defences fronting the buildings on the eastern end of Brownsea Island and a defence

structure around the south shore of Brownsea Island (built 30 to 40 years ago) which is

to be removed (Ref.12).

4.15.3 In general, the number of community assets and properties affected by river and tidal

floods varies between years. There is significant fluvial and tidal flood risk in Poole with

up to 2000 properties at risk of flooding (Ref.12). The influence of a coastal flood event

on the communities of Poole Harbour was highlighted in March 2008 when peak tides

caused water levels to rise in Holes Bay which threatened new developments and

electricity substations, water levels increasing to flood defence levels at Hamworthy

Park and flooding at Brownsea Quay (Ref. 12). Flood incident management is provided

in the form of tidal flood warnings to properties.

4.15.4 Perhaps the most significant long term issue which will affect the future of shoreline

management in Poole Harbour will be climate change. Climate change is now an

accepted phenomenon and is predicted to result in significant changes to following the

UK in the 21st century. This is due to changes in rainfall patterns and increased in sea

levels. Changes in rainfall patterns could result in changes in the intensity and

frequency of storm events and the depth and duration of seasonal rainfall.



4.15.5 The possible impacts of climate change are still being investigated but recent research

completed by Defra and the Environment Agency has indicated that the increase in daily

precipitation for the South West Region is likely to be of the order of 10% to 25% during

the winter season (Ref. 40). During the summer, indications are that a reduction in

daily rainfall of 10 to 50% combined with more intense stormier rainfall events could

potentially exacerbate existing flooding issues.

4.15.6 In terms of sea level rise, the latest information recommends adopting 6mm per year for

scheme appraisal (Ref.41).


• Hamworthy Park;

• Holes Bay; and

• Area around the Port of Poole.


4.15.7 During the construction phase the existing embankments located around the study area

could be affected thereby increasing the risk of flooding to the area.

4.15.8 During the operational phase as a result of the dredging and new marine infrastructure,

there is the potential for changes to the hydrodynamic and sedimentary regime of the

Harbour to occur. These changes could potentially alter flood risk and impact on the

standard of defence currently offered.


4.15.9 It is anticipated that the proposed Master Plan will require a Flood Risk Assessment

(FRA). Therefore as part of the EIA, an FRA will be undertaken in line with guidance

provided in the Planning Policy Statement Note 25 (PPS25): Development and Flood

Risk (2006). The study will include an assessment of the potential flood risk associated

with the development in the immediate area but will also consider the potential impact

on flood risk in surrounding areas. The assessment of these potential impacts will be

informed by the findings of the hydrodynamic studies described in Section 4.1. In

addition, shoreline management plans available for the area will be consulted.

4.16 Recreation and Amenity


4.16.1 Tourism to Poole is estimated to bring in £170 million a year to the local economy, with

Poole Harbour and the bay being popular destinations for tourists and recreational water

activities. These include:

• Yachting – It is estimated that approximately 5000 yachts visit the Harbour every

year and eight yacht clubs are present within the Harbour with over 7500 members.

• Moorings – There are approximately 2,300 swinging moorings within the Harbour as

well as around 2,300 sheltered marina and pontoon berths. In addition, there are

360 moorings along the River Frome, downstream of South Bridge at Wareham,



which are managed independently of those that fall within the jurisdiction of PHC.

• Windsurfing – This is predominantly undertaken in Whitley Lake but more

experienced windsurfers launch from Hamworthy and enjoy the open waters of the

western Harbour.

• Kitesurfing – This activity is generally centred around the windsurfing area.

• Waterskiing and wakeboarding - The designated water ski area is in the Wareham

Channel and boats are encouraged to launch from the public slipway at Baiter.

• Personal watercraft – This includes jet skis or water bikes and is undertaken in a

designated area to the north of Brownsea Island. Again launching is encouraged

from the public slipway at Baiter.

• Swimming – swimming is more common at the large sandy beaches outside of the

Harbour but some swimming although not recommended has been observed from

the smaller sandy beaches (notably Hamworthy).

• Other water based activities - Rowers and canoeists also use the Harbour and there

are several clubs, particularly around the Hamworthy area. Recreational diving also

takes place within the Harbour.

• Wildfowling - The Dorset Wildfowlers’ Association for Shooting and Conservation

(DWASC) undertake their activities in the south and west of the Harbour. Generally

only about 40-50 permits are issued to members each year and the numbers of such

permits can be restricted if necessary.

4.16.2 As a result, a large number of slipways, marinas, boatyards and yacht clubs are active

within the Harbour. The main public Harbour access is via the public slipway at Baiter

but other small craft such as water ski boats can also be launched from Lake Road at

Hamworthy. Many boatyards also offer launch sites and facilities that can be used by

members of the public for the payment of a fee. As part of the Poole Bridge

Regeneration project improvements are planned for Slipway and Whittles Way. The

improvements to Slipway will be undertaken ahead of the construction of Twin Sails

Bridge providing racks for tenders and replacement of the current steps with a slip into

the Back Water Channel.

4.16.3 Of relevance to the proposed development is the Poole Yacht Club which is on the

western side of the port, the Port of Poole Marina, on the eastern side of the port and

the Poole Quay Boat Haven, on the northern side of the Little Channel. On the western

side of Holes Bay are Cobbs Quay and Davis’ Boatyard.

4.16.4 Management of recreational activities is undertaken using a zoning scheme first

introduced by the Poole Harbour Aquatic Management Plan (Ref.11). The use of these

zones assists in the reduction of disturbance to environmentally sensitive areas and in

the dangers associated with the mixing of powered and non-powered craft. Zones are

identified for water-skiing, personal watercraft and windsurfing, with the south of the

Harbour being designated as a quiet zone (See Figure 4.5). As well as zoning, the use

of personal watercraft and water-ski boats are also regulated through a permit scheme

and access is restricted to specific launch points around the Harbour (Ref.11).

4.16.5 A chain ferry operates daily across the harbour entrance, between South and North

Haven Point, and water taxis also operate in the Harbour.

4.16.6 Annual Watercraft Activity surveys are carried out to monitor the usage of the Harbour

and to identify trends in activity from year to year. The 2010 summer survey indicates

that the most popular types of vessels are cruisers, speed-boats and yachts, with



approximately 50,000 vessels counted during June to August 2010. Other vessels,

making up the remainder of the recreational activities include fishing, RNLI and diving

boats, as well as dinghies, canoes and RIBs.



Plate 4.5 Vessel and recreation zones identified within Poole Harbour



4.16.7 In respect to usage of the Harbour, the areas that were visited most by watercraft were

Sandbanks Studland and Brownsea Island (the south side). Questionnaires indicate

that people visit the Harbour due to locality to home, visual amenity, launching facilities

and the sheltered water within the Harbour as well as the clean beaches and the size of

the harbour enabling minimal conflicts between users. In addition, the study indicates

that most people are aware of the wildlife in the harbour and are keen to learn more

about this aspect. Most people were aware of the zoning in the harbour, but some

thought that it should be promoted more in the busier summer months.

4.16.8 During the winter, data collected from Holes Bay and Lytchett Bay indicates that

watercraft activity is mostly recorded in Lytchett Bay, with the majority of vessels likely to

be clam fishing. The study also highlighted that watercraft speeds vary across the

Harbour, with higher speeds apparent in the North and Middle Ship Channels and much

lower speeds behind the islands and around Wareham Channel.

4.16.9 Visitors are also attracted to the area by the natural coastal scenery and beaches. The

beaches within Poole Harbour and Poole Bay are particularly popular and form a major

attraction for both residents and visitors. The nearest beach used by the public is

located at Hamworthy however this area is not designated under the Bathing Waters

Directive. The nearest designated bathing water is Poole Harbour Lake located

approximately 1.5km from the proposed development.



• Disruption to recreational vessels and activities during construction;

• Moorings displaced and/or lost at the Port of Poole Marina, Poole Yacht Club and/or

Poole Quay Boat Haven;

• Increase in recreational activities and commercial operations due to improved

facilities; and

• Potential hydrodynamic impacts on erosion and siltation, particularly in relation to

beach use at Hamworthy and on the north of Brownsea Island.


4.16.11 During the construction period, there is the potential for marine plant to be present in

areas currently used by recreational craft and in areas currently used by recreational

craft as access (for example in the Little Channel used to provide access to Holes Bay).

There may also be noise associated with construction plant that may increase noise

levels at Hamworthy beach.

4.16.12 Depending on the development options taken forward by PHC, existing moorings at the

Port of Poole Marina, Poole Yacht Club and/or Poole Quay Boat Haven could be

displaced and/or lost. The creation of new marina facilities will mean that there will be a

net increase in moorings available for recreational vessels such that existing holders of

moorings should only have the inconvenience of moorings being displaced rather than

lost.



4.16.13 During the operational phase, there could potentially be impacts associated with siltation

of areas currently used for recreational activity. This will be informed by the

hydrodynamic modelling that will be undertaken in order to inform potential impacts on

coastal processes. There will however be some benefits to recreational activity as

significant improvements in facilities will be made available through construction of the

marine centre and marina. Any increase in numbers of craft using the marina could

however, cause conflict with existing users.


4.16.14 The effects due to the presence of marine plant (including dredgers) will be investigated

by identifying the number and type of vessels and equipment that will be required during

the works, the duration for which they will be required and their location. This

information will be used to determine any restrictions that will be required during the

proposed works. The information undertaken in order to inform the noise assessment

will also inform potential impacts on areas currently used for recreational activities such

as Hamworthy Beach.

4.16.15 Although it is anticipated that moorings will be displaced rather than lost, consultation

will take place with PHC (as owners and operators of the Port of Poole Marina and

Poole Quay Boat Haven) and other stakeholders to assess the impact (e.g.

inconvenience) of displacement and how best this can be managed.

4.16.16 The effects of any hydrodynamic changes associated with operation of the proposed

Master Plan will be investigated as part of the hydrodynamic assessment and the results

used to inform potential impacts on recreation and amenity. The increase in watercraft

numbers will also be assessed and compared to the current use of the area although as

detailed in Section 2, significant increases in vessel numbers are not anticipated.

4.17 Socio-Economics


4.17.1 The port is an important local and regional asset which supports direct and indirect

employment of over 600 people. The port directly employs 90 individuals and there are

a further 450 people employed on the port estate. It also makes a significant

contribution to the economy of the area by indirectly supporting many thousands of

additional jobs within Poole, Dorset and the South-West as well as providing an

essential link to industrial markets in other regions of the UK, such as the manufacturing

sector in the West Midlands.

4.17.2 In addition, the Harbour and its shores also support many other industries of differing

scales. A number of local companies, boatyards, marinas and sail lofts are located

around the Harbour and offer services to both commercial and recreational mariners.

As discussed in Section 4.7 above, the Harbour is also home to a large commercial

fishing fleet. Other users include Sun seeker which operate from deepwater frontages,

the Royal Marines which carry out much of their assault craft training in and around the

area and the RNLI which operate their headquarters and training college at a water front

in Holes Bay. Europe’s largest onshore oil field is also situated within the Harbour

which area used to exploit oil deposits under Poole Bay.



4.17.3 It is therefore important that existing water front sites are available for marine related

industries as these industries contribute towards the economic and social health of the

Harbour. The Harbour and its hinterland also support an important tourism industry

which brings substantial revenue to the region.

4.17.4 Currently work is being carried out on the economic impact of the various projects

however it is estimated that all of the Master Plan projects combined could potentially

deliver 300/400 full time jobs (through direct and indirect employment) within Poole and

Dorset. Additionally, the combined projects have the potential of injecting up to £25

million annually into the local economy.



• employment, potentially through the potential creation of temporary and permanent

jobs;

• local economy, potentially positively and negatively during construction; and

• local economy, potentially positively as workers and visitors will spend within the

local area.


4.17.6 During the construction phase temporary jobs will be created within the port in order to

complete the works. This will have a knock-on effect within the local area as workers

will provide a source of income to local businesses.

4.17.7 During the operational phase, there is the potential for a beneficial impact in relation to

the creation of more permanent jobs in addition to the maintenance of existing jobs

within the port. The port’s role in contributing the local economy will also be

strengthened. Indirectly, there will also be a beneficial effect on tourism and related

industries through increased revenue


4.17.8 The implications of the proposed Master Plan on the local socio-economic situation will

be calculated and assessed as part of the EIA process.

4.18 Cumulative Effects Assessment

4.18.1 The ES will also consider the cumulative implications of the proposed port development

cumulatively with other relevant and reasonably foreseeable plans or projects. Initial

guidance was sought from consultees regarding the scope of the cumulative

assessment and it is proposed that the assessment should include the following plans or

projects:

• Twin Sails Bridge;

• Options being considered under local plans (such as the proposal for housing

development);

• Options being considered under the Shoreline Management Plan 2; and

• Other ongoing maintenance dredging activities throughout Poole Harbour.



5 PROPOSED SCOPE OF ENVIRONMENTAL IMPACT ASSESSMENT

5.1 EIA Methodology

5.1.1 The proposed methodology for carrying out the EIA is illustrated in Table 5.1.

Table 5.1 Methodology for EIA

Stage Task Aim/Objective Work / Output (Examples)

Scoping study Scoping To identify the potentially significant

effects of the new lifeboat station

proposals (off and on-site)

Preliminary consultation with key

consultees

Targets for specialist studies (e.g.

landscape and archaeology)

Consultation Consult with statutory and non-

statutory organisations with an interest

in the area and scheme

Local knowledge and information

Primary Data

Collection

To identify the

baseline/ambient/background/ existing

environment

Background data including existing

literature and specialist studies

Specialist studies To further investigate those

environmental parameters which may

be subject to potentially significant

effects

Specialist reports (e.g. landscape

and archaeology)

Impact

Assessment

To evaluate the Baseline Conditions in

terms of sensitivity

To evaluate and predict the impact

(i.e. magnitude) upon the baseline

To assess the resultant effects of the

above impacts (i.e. determine

significance)

Series of significant adverse and

beneficial impacts

Mitigation

measures

To identify appropriate and practicable

mitigation measures and enhancement

measures

The provision of solutions to adverse

impacts (e.g. sensitive scheduling to

avoid noise and traffic impacts)

Feedback into the design process,

as applicable

EIA

Environmental

Statement

Production of the Environmental

Statement in accordance with EIA

Guidance

Environmental Statement



5.2 Consultation

5.2.1 Consultation plays a pivotal role in the developer’s EIA process between scoping and

preparing the ES. Without a comprehensive approach towards consultation it is not

possible to integrate information and views which are vital to the sustainable

development of the proposed lifeboat station.

5.2.2 Although some consultation has already been carried out, consultation will be continued

during the EIA process, principally to inform additional consultees of the proposal, to

identify available information and to identify issues and concerns. Consultees will

include, but not be limited to:

• Borough of Poole Council;

• Cefas;

• Chamber of Shipping;

• Crown Estate;

• Dorset County Council;

• Dorset Wildlife Trust;

• English Heritage;

• Environment Agency;

• Highways Agency;

• Maritime and Coastguard Agency;

• National Trust;

• Natural England;

• Network Rail;

• Poole and District Fishermen’s Association;

• Poole Harbour Commissioners (Harbour Master);

• Poole Passenger Boat Operators;

• Poole Yacht Club;

• Poole Yachting Association;

• RSPB;

• Royal Yachting Association (RYA);

• Southern Sea Fisheries Committee;

• Trinity House.

5.2.3 On-going consultation will be carried out with consultees to discuss results of initial

findings, agree survey methodology where necessary and discuss mitigation proposals.

5.3 Investigations for the EIA

5.3.1 In summary, the following specialist studies are planned as part of the EIA:

• Hydrodynamic and coastal process modelling;

• Sediment sampling;

• Marine ecology sampling;

• Marine waterbird surveys;

• Phase 1 habitat survey;

• Phase 1 contaminated land desk-based study;

• Baseline noise survey; and

• Landscape and visual impact assessment.



5.4 Content of the Environmental Statement

5.4.1 The ES is a formal report that documents the findings of the EIA process. The ES is

likely to take the form of:

• A non-technical summary;

• Project introduction, including a statement of need and a description of the EIA

process, with details on screening, scoping, consultation and impact assessment;

• Detailed description of the proposed works, including the alternative

options/locations considered, and reasons for selecting the preferred option;

• Detailed description of the baseline environment;

• Detailed description of the potential impacts and mitigation measures identified

during the EIA process for each of the environmental issues under consideration.

This part of the ES will cover both the construction and operational phases of the

scheme and both beneficial and adverse impacts;

• Description of implications of the scheme for the European sites and any effects in-

combination with other plans or projects;

• Summary of findings, including a table showing predicted impacts and residual

impacts following mitigation;

• A list of references of information and publications cited in the ES; and

• Appendices, containing all survey information and reports that may be produced

during the undertaking of the EIA process.



6 HABITATS REGULATIONS ASSESSMENT: INFORMATION TO INFORM SCREENING OF LIKELY SIGNIFICANT EFFECT ON A EUROPEAN SITE

6.1 Introduction

6.1.1 As set out in Section 2.4 of this Screening and Scoping Report, the Port of Poole

Master Plan will be located outside, but very close to, the Poole Harbour SPA and

Ramsar boundary. Therefore, and as advised by Natural England, it is possible that

certain aspects of the proposed development could have the potential to interact with

and have an effect upon one or more of the ecological interests that form part of the

designated features of this European site. The legal requirement for HRA is set out in

Section 2.4.

6.1.2 Accordingly, this part of the report describes the HRA process and provides a

preliminary screening of the potential for the Master Plan to have likely significant effects

on the qualifying features of the Poole Harbour SPA and Ramsar Site. It is intended that

this information can be used by the competent authority to inform a determination of

likely significant effect and whether appropriate assessment is required.

6.2 Habitats Regulations Assessment Process

Methodology

6.2.1 The Department of Communities and Local Government’s guidance on Planning for the

Protection of European Sites: Appropriate Assessment (Ref.42) recommends a three

stage process for Habitats Regulations Assessment; as described in Table 6.1. All

three stages of the process are referred to cumulatively as the Habitat Regulations

Assessment, to clearly distinguish the whole process from the second stage within it,

which is referred to as the appropriate assessment.

Table 6.1 The Habitats Regulations Assessment Process (Ref.42)

Name of

Stage

Description

1 Screening Determining whether the plan or project either alone or in combination

with other plans or projects is likely to have a significant effect on a

European site (or sites).

2 Appropriate

assessment

Determining whether, in view of the European site’s conservation

objectives, the plan or project either alone or in combination with other

plans or projects would have an adverse effect (or risk of this) on the

integrity of the site. If not, the plan can proceed.

3 Mitigation

and

alternatives

Where the plan or project is assessed as having an adverse effect (or

risk of this) on the integrity of a site, there should be an examination of

mitigation measures and alternative solutions. If it is not possible to

identify mitigation and alternatives it will be necessary to establish the

imperative reasons of overriding public interest (IROPI). This is not

considered a standard part of the process and will only be carried out in

exceptional circumstances.



Screening Process

6.2.2 Likely significant effect is, in this context, any effect that may be reasonably predicted as

a consequence of a plan or project that may affect the conservation objectives of the

features for which the site was designated, but excluding trivial or inconsequential

effects.

6.2.3 In determining significance the assessment should also take note of the Waddenzee

Ruling in which the European Court of Justice (Case C-127/02) said:

“…any plan or project not directly connected with or necessary to the management of

the site is to be subject to an appropriate assessment of its implications for the site in

view of the site’s conservation objectives if it cannot be excluded, on the basis of

objective information, that it will have a significant effect on that site, either individually or

in combination with other plans or projects” [and that a plan or project may only be

authorised] “where no reasonable scientific doubt remains as to the absence of such

effects”.

6.2.4 If screening identifies a likely significant effect, the second stage of the process -

appropriate assessment - is required. If screening identifies no potential for a likely

significant effect, the second stage of the process is not required.

6.3 Proposed Port Development and Other Plans and Projects

Proposed port Development under the draft Master Plan

6.3.1 The proposed port development will be located outside of but adjacent to the Poole

Harbour SPA and Ramsar Site (see Figure 3.1).

6.3.2 A description of the proposed development is also provided in Section 2.

Other Plans and Projects

6.3.3 An appropriate assessment must also consider the implications of a plan or project both

alone and in combination with other plans or projects for the conservation objectives of a

European site. Initial guidance was sought from Natural England regarding the scope of

the in combination assessment and it is proposed that the assessment should include

the following plans or projects:

• Twin Sails Bridge;

• Options being considered under local plans (such as the proposal for housing

development);

• Options being considered under the Shoreline Management Plan 2; and

• Other ongoing maintenance dredging activities throughout Poole Harbour.

6.4 Information on the Poole Harbour SPA and Ramsar Site

6.4.1 The following paragraphs provide a general description of the Poole Harbour SPA and

Ramsar site and its qualifying interest features with the potential to be affected by the

proposed port development.

6.4.2 Poole Harbour is designated because it supports internationally important populations of



regularly occurring species classified as Annex 1 under the Birds Directive. These are

birds that are in danger of extinction, rare or vulnerable and are the subject of special

conservation measures concerning their habitat. Annex 1 species in Poole Harbour are

the Avocet Recurvirostra avosetta, Mediterranean Gull Larus melanocephalus and the

Common Tern Sterna hirundo. In addition, internationally important populations of

regularly occurring migratory Black-tailed Godwit Limosa limosa, and Shelduck (Tadorna

tadorna are also present.

6.4.3 In terms of the Ramsar site, it is designated because it regularly supports 20,000

waterfowl and over 1% of the Great Britain population of avocet, black tailed godwit,

common tern, Mediterranean gull and shelduck. Poole Harbour supports an appreciable

assemblage of rare, vulnerable or endangered species including a nationally scarce

hydroid species Hartlaubella gelatinosa and nationally rare sponge Suberites massa and

is of special value for maintaining the genetic and ecological diversity of a region

because of the quality and peculiarities of its flora and fauna including supporting the

nationally scarce plants, narrow leaved eelgrass Zostera augustifolia and dwarf eelgrass

Zostera noltii. Poole Harbour also supports internationally important habitats including a

bar built estuary with lagoonal characteristics, Meditteranean and thermo-Atlantic

halophilus scrub, calcareous fens and transitional habitats between saltmarsh and to

mire.

6.4.4 The following assessment for the proposed Master Plan aims to provide the information

required to enable a screening of likely significant effects and a decision by the regulator

(i.e. the MMO) as to whether the second stage of the Habitats Regulations Assessment

process - an appropriate assessment – is required in accordance with Article 6(3) of the

Habitat Directive.

6.5 Screening of Likely Significant Effect

Presence and Distribution of the Qualifying Interest Features

6.5.1 The qualifying features of the Poole Harbour SPA and Ramsar are detailed in Section

6.4 above. The SPA conservation objectives focus on habitat condition in recognition

that bird populations may change as a reflection of national or international trends or

events. The conservation objectives refer to maintaining habitats in a favourable

condition and the Regulation 35(3) advice document, issued by Natural England,

contains a table providing information on how to recognise favourable condition for the

features and acts as a basis for the development of a monitoring programme. The

conservation objectives are set out below.

• Subject to natural change, maintain in favourable condition the habitats for the

internationally important populations of regularly occurring Annex 1 bird species,

under the European Birds Directive, in particular:

� Shallow inshore waters

� Inter-tidal sediment communities

� Saltmarsh


Internationally important populations of regularly occurring migratory bird species,



under the European Birds Directive, in particular:



� Saltmarsh

� Reedbed


internationally important assemblage of waterfowl, under the European Birds

Directive, in particular:



� Saltmarsh

� Reedbed

6.5.2 The Poole Harbour Aquatic Management Plan (Ref.11) provides an overview of the

ecological interests of the Harbour. Plate 6.1 identifies the broad locations of saltmarsh,

reedbed and inter-tidal areas, which are qualifying features of the SPA and Ramsar site.

In addition, the Ramsar is also designated for the presence of Zostera beds; within the

Harbour these are restricted to two swaths in the Whitley Lake area. This lies between

Brownsea Island and Sandbanks.

6.5.3 Annual WeBS counts are carried out to monitor bird usage of the site. This has led to

the creation of bird sensitive zones for breeding and overwintering birds (see Plate 6.1).

None of these zones are located within the proposed Master Plan area. It should be

noted however, that bird activity will not be solely within these zones, and that there is a

high likelihood that Mediterranean Gull could be roosting in the breakwaters and waders

foraging on the foreshore adjacent to the port.

Construction and Operational Activities of the Proposed Port of Poole Master Plan

Development

6.5.4 A number of activities and their potential environmental impacts have been identified

within this Screening and Scoping report (see Section 4) that are of relevance to the

designated status of the Poole Harbour SPA and Ramsar Site.

6.5.5 During construction, the following activities may potentially impact on the SPA and

Ramsar:

• Piling, infilling and harbour works;

• Construction of infrastructure on inter-tidal and sub-tidal habitat; and

• Removal of existing breakwaters (should it be required).

During operation, the following activities may potentially impact on the SPA and Ramsar:

• Increased use of watercraft; and

• Presence of marine infrastructure.



Plate 6.1 Map showing the inter-tidal habitats and Bird Sensitive Areas of Poole Harbour

(Ref.11).

Screening to Determine Potential for the Development to Influence the SPA and Ramsar

Qualifying Interest Features

6.5.6 On the basis of the known presence and distribution of the qualifying interest features

and the construction and operational activities of the proposed development (and their

potential impacts, as set out in Section 4), an initial high-level screening has been

undertaken to determine the potential for the construction activities to influence the

designated features.

6.5.7 Based on the information contained in this report the following conclusions can be drawn

about the potential for the proposed development to influence the SPAs designated

interest features:

• the physical footprint of all elements of the Master Plan will be situated outside the

SPA and Ramsar boundary and will not interact with the interest features;

• construction noise may impact on areas used by feeding and roosting water birds;

• during operation, there may be indirect hydrodynamic impacts which could potential

impact on habitats on which features of the SPA depend for food, roosting etc

• during operation, there may be indirect impacts of increased numbers of watercraft

which may cause disturbance to water birds using areas for feeding and roosting

Table 6.2 summarises the results of the screening assessment.


Environmental Screening & Scoping Report 96 Octoberr 2011

Table 6.2 Designated Features with Potential for Interaction with the Port of Poole Master Plan

Interest feature / Ramsar criterion Sub Feature Potential for

Interaction with

the Project?

Comment

Poole Harbour SPA

All sub-features Yes There is the potential for short term disturbance to feeding and roosting

waterbirds due to noise from dredging and harbour works. Long term

effects could be associated with disturbance by increase in use of

watercraft.

Shallow inshore waters Yes Direct impact associated with construction of marine infrastructure (and

potential habitat loss). Indirect impacts possible in relation to changes

to hydrodynamics associated with dredging and construction and

operation of marine infrastructure.

Inter-tidal sediment

communities

Yes Direct impact associated with construction of marine infrastructure (and




Saltmarsh Yes Indirect impacts possible in relation to changes to hydrodynamics

associated with dredging and construction and operation of marine

infrastructure. Direct impacts unlikely as habitat located away from the

proposed area of development.

Internationally important populations of

regularly occurring Annex 1 bird

species

Internationally important assemblage

including internationally important

populations of migratory species

Internationally important assemblage of

waterfowl

Reedbed (only applies to

migratory and waterfowl

features)

No Reedbed areas are located at significant distance from the proposals

and therefore interaction is deemed unlikely.

Poole Harbour Ramsar Site

Ramsar criterion 1

Bar-built estuary with lagoonal characteristics






Environmental Screening & Scoping Report 97 Octoberr 2011

Interest feature / Ramsar criterion Sub Feature Potential for

Interaction with

the Project?

Comment

Ramsar criterion 2

supports two species of nationally rare plant and one nationally rare

alga. There are at least

three British Red data book invertebrate species.

Yes

No

Indirect effects associated with increase vessel use of Middle Channel.

No significant impacts predicted on terrestrial ecological interests as

development located within the marine environment and on the port

estate.

Ramsar criterion 3

includes examples of natural habitat types of community interest.

(Mediterranean and thermo

Atlantic halophilous scrubs, transitions from saltmarsh through to

peatland mires)

The site supports nationally important populations of breeding

waterfowl (Common tern, Mediterranean gull). Over winter the site

also supports a nationally important population of Avocet.

No

No

Habitats are terrestrial and since all works relate either to areas within

the port estate or within the marine environment, impacts are unlikely.

Sites of Poole Harbour commonly used by these bird species for

breeding are not located in the near vicinity of the port and therefore

effects are deemed unlikely.

Ramsar criterion 5

Assemblages of international importance: The site supports > 20,000

birds





Ramsar criterion 6

species/populations occurring at levels of international importance:

Common Shelduck and Black tailed godwit

No Sites of Poole Harbour commonly used by these bird species are not

located in the near vicinity of the port and therefore effects are deemed

unlikely.



6.6 Assessment of screened project activities on designated features to determine potential likely significant effect

6.6.1 On the basis of the above, it is determined that the project could potential have a

significant effect on one or more of the interest features of the site. It is therefore

concluded that the proposals will need to undertake a full HRA in order to determine

whether there could potentially be an adverse impact on the integrity of the site.



7 REFERENCES

1 Poole Harbour Commissioners (2011) http://www.phc.co.uk/masterplan/

2 Royal Haskoning (2009) Poole and Christchurch Bays Sediment Management Plan 2.

3 Department for Transport (2009) Draft National Policy Statement for Ports November 2009

4 Department for Transport (2009) Modernising Trust Ports Guidance (Second addition)

5 Poole Local Plan (2004) poolelocalplan.wisshost.net/text/text00.htm

6 Bournemouth, Poole and Dorset Structure Plan (2000) www.boroughofpoole.com/downloads/assets/Dorset_County_Structure_Plan_2000.pdf

7 Poole Core Strategy (2009) www.boroughofpoole.com/downloads/assets/Core_Strategy_with_links.pdf

8 Marine Management Organisation (2011) Marine Licensing Guidance 2 Construction (including renewables) and removals July 2011.

9 Marine Management Organisation (2011) Marine Licensing Guidance 8 Environmental Impact Assessment April 2011

10 Office of the Deputy Prime Minister (2005) ODPM Circular 06/2005 Biodiversity and Geological Conservation – Statutory Obligations and their impact within the Planning System.

11 Poole Harbour Steering Group (2007) Poole Harbour Aquatic Management Plan. Incorporating the European Marine Site Management Plan 2006

12 Royal Haskoning (2009) Poole and Christchurch Bays Sediment Management Plan 2.

13 Royal Haskoning (2004) Poole Harbour Approach Channel deepening and beneficial use of dredged material EIA

14 Gifford & Partners (2004) Second Opening Bridge Poole Environmental Statement



15 Underhill-Day, J., Underhill-Day, N., White, J. & Gartshore, N. (2010) Poole Harbour SSSI Condition Assessment

16 Environment Agency ‘Whats in my backyard’ (2011) www.environment-agency.gov.uk/homeandleisure/37841.aspx

17 Food Standards Agency (2011) www.food.gov.uk/multimedia/pdfs/shellfishltcguidance.pdf

18 Hubner, R. (2009) Sediment Chemistry – A case study approach. A thesis submitted in partial fulfilment of the requirements of Bournemouth University for the degree of Doctor of Philosophy (Phd)

19 Cefas (2000). The impact of Disposal of Marine Dredged Material on the Flamborough Head Candidate Special Area of Conservation (SAC). November 2000

20 Canadian Council of Ministers of the Environment (2002). Canadian sediment quality guidelines for the protection of aquatic life: Summary tables. Update. In: Canadian environmental quality guidelines, 1999, Canadian Council of Ministers of the Environment, Winnipeg.

21 Poole Harbour Commissioners (2009) Seagrass leaflet

22 Collins (2008) Poole Harbour Channel post-deepening EIA studies 2006-2008 Report to Poole Harbour Commissioners

23 SSSI Citation Poole Harbour

24 Corkhill, J and Edwards, B 2006 Poole Harbour Saltmarsh Monitoring 2006 Dorset Environmental Records Centre

25 Seawatch Foundation (2011) www.seawatchfoundation.org.uk

26 Shark Trust (2011) www.sharktrust.org

27 The Wetland Bird Survey (2011) www.bto.org/volunteer-surveys/webs

28 Joint Nature Conservation Committee JNCC (2010) Handbook for Phase 1 habitat survey - a technique for environmental audit.

29 Stace, C.A (1997) New Flora of the British Isles.

30 Dorset’s Important Geological Sites Group (2011) www.dorsetrigs.org.uk



31 Swash Channel Wreck; 2006 season report Palma, P and Parham, D. Prepared for Poole Harbour Commissioners by Bournemouth University

32 Natural England (2011) www.naturalengland.org.uk

33 Landscape Institute and the Institute of Environmental Assessment (2002) Guidelines for Landscape and Visual Assessment

34 Borough of Poole (2011) www.poole.gov.uk

35 Institute of Environmental Management and Assessment (2004). Guidelines for the Environmental Assessment of Road Traffic (published by the former Institute of Environmental Assessment (IEA; now the Institute for Environmental Management and Assessment (IEMA)

36 Air Quality Consultants (2011) Further Assessment of Air Quality in the Commercial Road AQMA – Borough of Poole Council

37 DEFRA (2003) Local Air Quality Management Technical Guidance TG(03).

London, The Stationary Office.

38 South West Regional Ports Association (SWRPA) (2011) www.swrpa.org.uk/

39 Poole Harbour Commissioners (2011) Marine Accidents in Harbour Waters: Results from the Marine Safety Pilot Study.

40 UKCIP02 (2002) UK Government Climate Impacts Programme 2002

41 FCDPAG4 (1999) Economic Appraisal

42 The Department of Communities and Local Government (2006) Guidance on Planning for the Protection of European Sites: Appropriate Assessment

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