Associated British Ports (Barrow Marina) Environmental ... · Final Report 9T9236 . Document ... (ES) for the Association British Ports (Barrow Marina) Harbour Revision Order (HRO).

Associated British Ports (Barrow Marina) Environmental Statement

Non Technical Summary

West Lakes Renaissance

December 2009 Final Report 9T9236

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Document title Associated British Ports (Barrow Marina) Environmental Statement

Non Technical Summary Status Final Report Date December 2009 Project name Associated British Ports (Barrow Marina)

Environmental Statement Project number 9T9236 Client West Lakes Renaissance Reference 9T9236/R/303352/Edin

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Drafted by Kenny Walker

Checked by Wendy Johnston/Cheryl Grover

Date/initials check … 15/12/09………………….

Approved by Frank Fortune

Date/initials approval … …15/12/09……………….

Non Technical Summary - i - Final Report December 2009

CONTENTS Page

INTRODUCTION 2

SCHEME DESCRIPTION 7

ALTERNATIVES 10

THE ENVIRONMENTAL IMPACT ASSESSMENT PROCESS 12

IMPACT ASSESSMENT CRITERIA 14

IMPACT ASSESSMENT 17

SUMMARY TABLE 44

CONCLUSIONS 48

REFERENCES: 49

Non Technical Summary Final Report - 2 - December 2009

Introduction

1 This document is the Non Technical Summary (NTS) of the Environmental Statement (ES) for the Association British Ports (Barrow Marina) Harbour Revision Order (HRO). The proposed HRO would authorise the construction of a Marina, Marina Link, Marina Service Area, Boatyard Moorings and Pedestrian Footbridge (hereafter termed ‘the Scheme’) at Barrow Port, Barrow-in-Furness, Cumbria.

2 The NTS provides a general overview of the ES for the proposed scheme and describes the outcome of a detailed Environmental Impact Assessment (EIA) process. The NTS uses plain language to describe the need for the Scheme and how it complies with the current planning and regulatory framework. The NTS outlines the beneficial and adverse environmental impacts associated with the development of the Scheme, and lists the mitigation measures which are to be put in place to prevent or reduce and adverse effects.

3 The ES will be submitted as part of a formal application to the Secretary of State for Transport for a HRO under the provisions of Section 14 and Schedule 3 to the Harbours Act 1964. HRO consent is required to authorise the works in Barrow Port, since the proposed development may interfere with navigation and modifies the powers/duties of the harbour authority, Associated British Ports.

4 The information presented in this NTS and in the main ES is intended to assist the decision-making process, and to inform statutory bodies, non-statutory bodies and the general public about the environmental effects of the Scheme and its proposed mitigation.

5 The full ES can be viewed during the statutory consultation period at the following locations:

• Barrow Regeneration (also available on www.westlakesrenaissence.co.uk) 77/79 Duke Street Barrow in Furness LA141RW;

• Associated British Ports, Barrow Port Office Ramsden Dock Road Barrow-in-Furness Cumbria LA14 2TW Tel: 01229-822-911;

• Barrow Borough Council (also available on www.barrowbc.gov.uk) Town Hall Duke Street Barrow-in-Furness Cumbria LA14 2LD Tel: 01229-876-300;


• Cumbria County Council (also available at www.cumbriacc.gov.uk) Headquarters The Courts Carlisle Cumbria CA3 8NA Tel: 01228-606060;

• Bircham Dyson Bell LLP 50 Broadway London SW1H OBL

• The Department for Transport

Great Minster House 76 Marsham Street London SW1P 4DR Tel: 0300-330-3000; and

• North West Regional Development Agency Unit 1 Enterprise House Gillan Way Penrith Cumbria CA11 9BP Tel: 01768-867-294

Background to the Scheme

6 Barrow Borough Council has produced the Barrow Port Area Action Plan, which is a draft Development Plan Document (DPD) that will set out the planning policies and land allocations for a defined area of Barrow Borough, to secure the regeneration and redevelopment of Barrow Port. Following several rounds of examination, the most recent version of the Action Plan was published in May 2009 and is entitled the Barrow Port Area Action Plan (Proposed Submission Document). The Plan will be submitted for examination by the Secretary of State in July 2009.

7 In support of the DPD the Waterfront Development Masterplan has been prepared. The Masterplan will implement nine elements of the Barrow Port Area Action Plan, including the five projects that comprise the Scheme. Delivery of the Masterplan is being overseen by the Strategic Management Group (SMG) comprising representatives from Barrow Borough Council, Cumbria County Council, Associated British Ports, Northwest Development Agency, West Lakes Renaissance and English Partnerships.


Figure 1: Development Plan Framework.

8 On behalf of the Strategic Management Group, West Lakes Renaissance, the Urban Regeneration Company for Furness and West Cumbria commissioned Royal Haskoning to undertake an EIA of the projects included in the HRO Scheme.

9 The Scheme is subject to EIA in relation to harbour works by the Harbour Works (Environmental Impact Assessment) Regulations 1999 which substitute Schedule 3 of the Harbours Act 1964. Schedule 3 sets out the procedure for making harbour revision and harbour empowerment orders.


The Scheme

10 The decline of manufacturing and related industries has impacted heavily upon Northwest England. The Regional Planning Guidance for the Northwest (North West Regional Spatial Strategy, 2008) is directed at future economic growth and sustainable development. Barrow-in-Furness is one of the locations that has been identified as a target for regeneration and strategic development.

11 The proposed Waterfront Development at Barrow-in-Furness is central to the West Lakes Renaissance investment plan in the Furness area. It will provide private sector investment opportunities via the creation of a major employment park, watersports facilities and housing development, and will eventually lead to the creation of over 1,500 new jobs and up to 650 residential units (The Waterfront Barrow in Furness Masterplan, 2006).

12 The proposed Waterfront Development consists of nine individual projects in and around Barrow Port (Table 1). Five of these are included in the Scheme and are the subject of this ES. The remaining four projects will seek consent via an alternative planning route, considered here only within cumulative impact assessment sections and will be considered in detail under a separate EIA.

Table 1: The Barrow Waterfront Development Scheme

Waterfront Development HRO Scheme Projects consented via alternative route Marina Link Business Park Boatyard Moorings (Ramsden Dock) Marine Village Housing Marina Moorings (Buccleuch Dock) Watersports Centre Marina Service Area Cavendish Dock Nature Reserve Pedestrian Bridge Cruise facility* *A Cruise Facility is also proposed in the Area Action Plan and the Waterfront Masterplan; however this project is

not being taken forwards at this time.

Scheme Location

13 Barrow is situated on the southern tip of the Furness Peninsula, South Cumbria, in Northwest England. Barrow Port is centred on Devonshire Dock, Buccleuch Dock and Ramsden Dock between Barrow Island and Barrow Town Centre (approximate grid reference SD 207 684, Figure 2).

14 With the reduced commercial and industrial activity at the Port, there are significant areas of vacant, underused and derelict land in the dock hinterland. Despite this semi-industrial setting, the port lies adjacent to extensive areas of natural habitat that form part of the European designated sites of Morecambe Bay Special Area of Conservation (SAC) and Morecambe Bay Special Protection Area (SPA). The scheme is also close to other sites of ecological and historical interest, of international, national, and local importance. Additional information is provided in the ES to inform an Appropriate Assessment of the impacts of the Scheme on designated sites.


Figure 2: The Barrow Waterfront Development


Scheme Description

15 For each of the five Scheme elements (Figure 2), existing land use is identified in Table 2, along with the purpose of each element.

Table 2: Scheme elements, existing site conditions and proposed purpose.

Scheme Element Existing Land Use Purpose and Operation

Marina Link Rough ground in an underused area of Barrow Island.

To allow yachts and small vessels to enter and leave the enclosed dock system at Barrow-in-Furness, without opening the existing Ramsden Dock Lock.

Boatyard Moorings Within the enclosed dock system (Ramsden Docks).

To provide berths for up to 80 vessels of various sizes, up to approximately 16m in length.

Marina Moorings Within the enclosed dock system (Buccleuch Docks).

To provide berths for up to 270 vessels of various sizes, up to approximately 16m in length.

Marina Service Area Rough ground in an underused area of Barrow Island.

To provide administration offices, stores, workshops and other boatyard services for the vessels using the marina berths.

Pedestrian Bridge Rough ground, site of former railway bridge (now demolished).

To allow pedestrians and cyclists to cross the dock. Opening mechanisms to allow the passage of large and small vessels.

16 Further details of each Scheme element are summarised below.

The Marina Link

17 The Marina Link will provide the Scheme means of access for vessels going to and from the proposed marina. A canal with a lock system will allow boats to transfer between the Walney Channel and Anchor Line Basin.

18 It is proposed that the Marina Link will consist of a lead in structure from the Walney Channel entering a 10m wide lock structure with 3 pairs of radial sector gates. The lock will lead into an 8m wide canal that will access Anchor Line basin. The Marina Link will be crossed by two movable bridges where it intersects the existing private roads.

Construction

19 Construction of the Marina Link will comprise the following activities:

� Construction of the lead-in structure, including piling (estimated to be approximately 2 months piling duration timed to be restricted or avoided during periods where bird populations are considered sensitive, such as during breeding periods);


� Construction of the lock structure; � Construction of the canal structure, including piling; � Construction of the bridge abutments, including piling; � Installation of the sector gates; � Construction of the control/plant building; and � Relocation of the existing impounding water main.

20 The timescales outlined below provide an estimate based on the proposed Scheme discription.

� 2 months working below mean high water (Walney Channel). � 6 months total piling � 14 months total construction period.(with some overlaps of tasks scheduled).

Boatyard Moorings in Ramsden Dock

21 Berths for 80 vessels will be located adjacent to the Marina Service Area on the western side of Ramsden Dock. These boatyard moorings will be arranged so that they can cater for various lengths of vessels.

22 Health and Safety Executive requirements relating to the nearby Centrica Gas Condensate plant currently prevent these berths being used for overnight stays (see paragraphs 25 to 28 below).

23 Construction of the boatyard moorings will comprise the following activities:

� Installation of the pontoon restraint piles; and � Installation of floating pontoons.

24 The construction phase of the boatyard moorings is expected to last 6 weeks and operation will comply with best working practice guidance (e.g. British Standard 5228 Noise and vibration control on construction and open sites (Part 1: 1997 and Part 4: 1992) and CIRIA, 2005 Environmental Good Practice on Site) applying techniques such as soft start piling with a progressive build up of noise..

Marina Moorings in Buccleuch Dock

25 The proposed Marina Moorings will be located on the northern side of Buccleuch Dock with berths for approximately 270 vessels located adjacent to the proposed Marina Village. The Marina Moorings will be arranged such that they can cater for various lengths of vessels.

26 The proposed marina has been developed in outline at this stage pending input from a marina operator, who is yet to be appointed. Marina facilities will be provided at Marina Square (as part of the Marina Village development) to be located adjacent to the Marina Moorings in Buccleuch Dock. Marina Square will provide an important element of the commercial developments planned for the Marina Village with a range of facilities and services for the marina including: marina reception/office; laundry, toilet and showering facilities; chandlery; bar and restaurant; and meeting rooms. Short stay car parking provision will also be located close to Marina Square. The marine village (including the marina square) is only considered as part of the cumulative impacts section within the HRO ES. Marina Square and all associated


environmental impacts will be subject to a subsequent EIA associated with the Marina Village development.

27 Construction of the Marina Moorings will comprise the following activities:

� Installation of the pontoon restraint piles; � Installation of floating pontoons; and � Installation of access walkways.

28 The construction of the Marina Moorings is estimated to take 14 weeks.

Marina Service Area

29 An area of undeveloped waterfront land on the western side of Ramsden Dock will be the site of the boat service oriented facilities such as a fuelling pontoon, boat lift, service and storage areas, toilet and washing facilities, workshops, indoor boat repair facility, and a heavy chandlery; this area and the associated facilities are collectively known as the Marina Service Area. The Marina Service Area will also contain a fenced boat storage area and additional secure car parking.

30 The Marina Service Area layout will be finalised through later design in association with the agreed marina operator.

31 Construction of the Marina Service Area will comprise the following activities:

� Construction of the access road (assessed within the Business Park ES and only considered under cumulative impacts within the HRO ES);

� Construction of infrastructure and buildings; � Construction of a concrete slipway; � Installation of fuelling pontoon, sullage tank etc; � Installation of boat lift supports; and � Landscaping, fencing and lighting.

32 It is assumed that the site layout will incorporate landscaping, drainage, security lighting, security fencing etc. Landscaping will take account of mitigation proposed, specifically the use of trees to provide acoustic screening and constructed habitat to mitigate for loss of reptile, invertebrate and ground-nesting bird habitat.

33 Construction of the Marina Service Area is estimated to last 24 weeks and both construction and operation will comply with best working practice guidance, examples of which are given above in paragraph 24.

Pedestrian Footbridge

34 The Pedestrian Footbridge will provide a vital link between the projects making up the Waterfront. It will link the Waterfront Business Park, Marina Service Area and boatyard berths on the west side of the dock with the Marina Village, Marina Berths and town centre on the east side of the dock.

35 The design of the bridge remains at a concept stage. However, the bridge will be an iconic structure for the Barrow Port Area and designs will be commissioned accordingly. At this stage it is therefore only possible to assess the impacts of likely construction and operation based on the design specification below.


36 In order to meet navigational constraints of vessels using the dock, it has been recommended that the bridge is constructed with two opening mechanisms:

� A 40m opening, achieved by two 20m long swing bridges.; and � A 10m opening achieved by bascule bridge, to allow the passage of small vessels.

37 Construction of the Pedestrian Bridge will comprise the following activities:

� Demolition of existing bridge piers; � Construction of new bridge piers; � Construction of small and large bridge openings; � Construction of control building; and � Installation of mechanical and electrical systems.

38 Construction duration for the Pedestrian Footbridge is estimated to be 6 months with some overlaps of tasks scheduled. Piling will be largely completed within a 1 month duration early in the construction phase. It is envisaged that large elements of the completed footbridge will be prefabricated off site and brought to the location in large sections.

Alternatives

Alternative Locations

39 A site-selection process was conducted by West Lakes Renaissance during the development of the Waterfront Masterplan (Genecon, 2005a). Alternatives for the development were considered at Workington Port (5 scenarios) as well as Barrow (9 scenarios). Each scenario was assessed in terms of its economic sustainability, engineering constraints and other technical considerations (such as tidal accessibility, dredging depth required, etc). No environmental assessment was undertaken at this stage.

40 Following the assessment, the Barrow site was chosen for the purposes of regeneration within the Barrow area, providing improved recreational facilities, opportunities for employment, housing and increased tourism in an area subject to economic decline.

Alternative Designs

Marina Link

41 Currently, entrance to the dock system at Barrow-in-Furness is via Ramsden Dock Basin (with a flap gate access from Walney Channel) by the Ramsden Dock Lock. This is a large lock structure, measuring 200m long by 30m wide a sliding inner gate and mitre outer gate. Businesses within the enclosed dock include BAE Systems, BNFL and Centrica. As such, nuclear submarines, nuclear fuel carriers, condensate vessels and oil and gas offshore pipeline vessels pass through the basin and lock.

42 For safety reasons, it was decided that it would not be possible to create a marina within the enclosed dock, without the creation of an alternative means of access for yachts and small vessels. It would also be impractical and cause unacceptable water transfer between the dock and open water to frequently operate this lock for small vessels.


43 A feasibility study and business case study were undertaken for the Marina Link (Genecon, 2006). In total, seven different marina development options were considered and an above-ground transfer system was chosen. An EIA for the above-ground transfer system was undertaken and went through an informal consultation process with key statutory consultees after initial scoping in summer 2006. At this stage a link using a boat lift operating as a travelling lock was proposed. However, following comments by the preferred developer, ABP the Port Operator and possible Marina Link Operator,it was decided that the canal option should be progressed for the following principal reasons:-

� conventional design/construction with minimum dredging; � familiarity of usage by:-

o Port Operator o Marina and Link Operator o Recreational boat users

� larger capacity and vessel throughput; � less waiting time; � standard maintenance and repair methods without reliance on specialist contractors; � the budget/capital cost is similar to that of Overland Link; and � excavated material may be used elsewhere on site.

Marina Service Area

44 A Marina Service Area is an important part of the marina concept, and is necessary in order to support the marina business. Potential effects from the boatyard include noise and dust. Consequently the site chosen for the location of the marina service area was considered suitable because it is close to the marina berth area but remote from residential areas and potentially sensitive natural habitats, such as the Morecombe Bay Special Protection Area, both of which could be adversely affected by noise and/or dust.

45 A site on the land between Ramsden and Cavendish Docks was also considered, but the size of available land and its greater proximity to bird populations led to it being discounted.

Marina Berths

46 A demand study has been completed to determine demand for marina berths in the area (Genecon, 2005b). As noted above, a marina outside of the enclosed dock system was considered as part of the business case and feasibility study. However, this option would have required the construction of two major breakwaters and significant dredging (both capital and maintenance), and would not provide the benefit of being adjacent to the Marina Village development. Accordingly it was considered that the optimum location for the main area of Marina Berths is on the north side of Buccleuch Dock immediately adjacent to the proposed Marina Village.

47 Additional berths were also considered on the east side of Ramsden Dock. However, it was considered that the berths would be better located directly adjacent to the Marina Service Area which had been sited in the area for the reasons stated above in paragraphs 45 and 46. The selected option also meets the navigational requirements of the dock operations which are essential to continuing port operations.


Pedestrian Bridge

48 The Pedestrian Bridge is on the site of the former (now demolished) railway bridge.

49 Several bridge options and opening mechanisms were considered as part of an initial feasibility study (White Young Green, 2007).

50 The preferred option is based on an outline design specification (taking into consideration the requirements of intermittent use by large vessels and frequent use by smaller yachts).

51 A bridge designer will be appointed to develop the preferred option into an iconic structure for the port and supervise its construction. It should be noted that the design may change significantly after acceptance of the HRO as there are ambitions to award the construction following a design competition, but it will be based on the outline design presented here.

The Environmental Impact Assessment Process

52 The Environmental Impact Assessment process is set out in summary form in Table 3 and explained further below.


Table 3: Environmental Impact Assessment process. Process Task Aim/Objective Work/Output (examples)

Option Development

Determination of proposed option

To identify the potentially significant effects of the various proposed options.

Preliminary consultation with key consultees. Targets for specialist studies (e.g. ecology). Assessment of impact of each option.

Scoping To focus EIA on the environmental issues and potential impacts which need the most thorough attention.

Scoping and consultation document.

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 undertaken

To further investigate those environmental parameters which may be subject to potentially significant effects.

Specialist reports on contaminated land, ecology, transport assessment etc.

Impact assessment undertaken

To evaluate the baseline environment 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 identified

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 (ES) prepared

Production of the ES in accordance with relevant legislation.

Environmental Statement.

Option Development

53 Option development uses consultation, feasibility studies and assessments of alternative options for their advantages and disadvantages, including technical, financial, practical benefits and constraints. These are presented in the preceding section (alternatives) which describe alternative options considered.


Scoping

54 A formal scoping study was submitted to the Secretary of State (SoS) in June 2007 as part of the scheme’s EIA process (Royal Haskoning, 2005, Barrow in Furness Waterfront Development Harbour Revision Order - Scoping). This scoping report was based upon the initial findings of both a terrestrial scoping report undertaken by Capita Symonds (2005) and a marine scoping report undertaken by ABPmer (2005), and identified the potential environmental impacts associated with the proposed scheme. This provided the basis for detailed consultation with statutory consultees (including Natural England, English Heritage, The Environment Agency, Barrow Borough Council and Cumbria County Council) and non statutory consultees, who were asked to comment on the Scoping Report.

55 Following the decision in early 2009 to follow the canal option instead of the boat lift a revised scoping opinion exercise was undertaken in May 2009.

Consultation

56 The scoping process provided the basis for detailed consultation with statutory non statutory consultees, who were asked to comment on the Scoping Report. The SoS provided a response to the scoping report in November 2007. This detailed the scoping opinions of the statutory and non statutory consultees, defined the scope of the EIA, and informed further consultations and data collection.

Primary Data Collection

57 Background data was collected on the physical, biological and human environment of the local geographical area, using existing reports, local information and further consultation to provide baseline information and identify data gaps where specialist studies were required.

Specialist Studies

58 Several specialist studies were commissioned. These included geotechnical investigations, contaminated land and marine sediment investigations, traffic impact assessments, noise and air quality studies, and ecological surveys, including intertidal and terrestrial habitat surveys along with mammal, bird, reptile, amphibian and invertebrate surveys. These studies provided up-to-date and detailed information on the environment surrounding the proposed development to enable an assessment of potential impacts of the Scheme.

Impact Assessment Criteria

Introduction 59 Assessing the significance of any impacts of the scheme on baseline conditions is the

main aim of the impact assessment. The combination of the magnitude of the disturbance/effect (pressure) and the importance of the feature, combine to determine the significance of the impact.

60 Magnitude, importance and significance criteria used for the assessment of the scheme are presented below.


Importance Criteria 61 The main thresholds of receptor value and importance are defined according to the

specific parameter being assessed. An outline example of the Importance of the receptor is given in Table 4 below.

Table 4 Importance/Value of Receptor Receptor Value Receptor Importance Site designations

High International/National National/International designation

Medium Regional Sites of regional importance;

Low Local Sites of local importance;

Negligible Lesser All other sites;

Find spots

Impact Magnitude criteria

62 The magnitude of effect is based on the intensity or degree of disturbance to baseline conditions (i.e. pressure) and is categorised into three levels, high, medium or low. The definitions of each of these are given in Table 5.

Table 5 Definitions of Magnitude Magnitude of Potential Effects Definition

High Fundamental change to the baseline condition of the receptor. Resulting in major alteration of the receptor.

Medium Detectable change resulting in non-fundamental temporary or permanent consequential changes. Some deterioration observed in the quality of the most sensitive receptor.

Low Minor impact with only just detectable changes, which do not alter the baseline condition of the receptor.

Significance of Effect 63 Table 6 combines the definitions of magnitude of the impact with the level of

importance of the receptor, to give a prediction of overall significance of the impact.

Table 6. Impact Prediction Matrix Importance Magnitude of

Effect Lesser Local Regional National/International High Minor Moderate Major Major Medium Negligible Minor Moderate Major Low Negligible Negligible Minor Moderate

64 The impact assessment formally identifies all impacts to the physical, biological and human environments (parameters) and assesses the magnitude of the impact, based on several criteria.

65 Criteria include:

� The sensitivity of the receiving parameter (fragile, resilient etc); � The magnitude of the impact (within natural baseline variations, noticeable etc);


� The frequency of the impact (continuous, infrequent etc); � The extent of the impact (local, international etc); and � The timescale of the impact (short term, long term etc).

66 Definitions of the degree of significance of impacts is provided in Table 7.

Table 7: Assessment of impact significance. Degree or Level of

Significance Definition

Major Adverse The impact is large scale, giving rise to great concern. It may be considered unacceptable

Moderate Adverse The impact gives rise to some concern, but it is likely to be tolerable in the short-term.

Minor Adverse The impact is small scale and of little concern, being undesirable but acceptable.

Negligible The impact is of small scale and of no concern, and is acceptable No Impact No potential impact is assessed for the parameter

Minor Beneficial The impact is small scale and of slight significance, providing some benefit to the environment.

Beneficial The impact provides positive gain to the environment.

Major Beneficial The benefit is large scale, providing a significant positive gain to the environment.

Mitigation

67 Mitigation measures have been identified which will reduce the magnitude of impacts of the Scheme on the physical, biological and human environments in the local area. These include adhering to best practice guidance, adaptation of the original scheme design and timing of works to minimise disturbance during ecologically sensitive seasons or anti-social hours. The residual impact (following mitigation) is then assessed.

Production of Environmental Statement

68 The Environmental Statement is a technical report which provides a summary of the EIA process and identifies the impacts of the Scheme on the physical, biological and human environments, assesses the significance of the impacts, provides mitigation and assesses residual impacts. The ES is submitted to the Secretary of State as part of the scheme application.


Impact Assessment

69 The following section summarises the findings of the EIA.

Geophysical Environment (ES Chapter 6)

Baseline

70 The footprints of the Marina Link, the Marina Service Area and the northern half of the Marina is non aquifer ground. East of this is a major aquifer, widely used for water supply and is generally of good quality, and contains the footprints of the Marina Service Area Berths, the Pedestrian Footbridge and the southern half of the Marina. All footprints are underlain by made ground.

71 Two groundwater abstraction wells, used for public water supply, were identified 3km to the north of the proposed Marina Link site with the licences indicating the abstractions to be at depth of greater than 550m.

72 All the different elements of the Scheme to varying degrees are identified by the Environment Agency as being at risk of flooding by ‘rivers or seas without defences’. No specific flood risk assessment has been completed at this stage for the HRO application. Flood risk data has been taken from the Environment Agency including the use of detailed indicative flood maps of the site.

73 Barrow Island was reclaimed from tidal mudflats between 1873 and 1890. Land uses included Ramsden Dock Station, with associated railway tracks and light industrial activities followed by allotment gardens. Potential contaminants associated with the previous land uses include heavy metals and asbestos. Due to the intrusive nature of the construction proposed at the Marina Link site, ground investigations were completed at this site in 2007 following intial sampling in 2005. No contaminated land studies have been undertaken in the Marina Area. This area currently consists of land mainly covered by hardstanding and it is proposed to neither to excavate in this area as part of the proposed development, nor to alter the land use of this area significantly. Should it be necessary to undertake any intrusive works, including piling on land, or to change the end use of this area, a contaminated land desk study will be required in order to assess the risks to sensitive receptors from any contamination present and to assess the need for intrusive site investigation.

74 Following the ground investigations, no soil contaminants of concern were assessed as posing a risk to end users with respect to human health. Analysis of soil leachates in 2007 indicated the presence of elevated concentrations or cadmium and lead leachate in the Marina Link site. Three exceedences of the leachate zinc assessment criterion were found in the Made Ground and more widespread exceedences of the assessment criteria for copper were also noted. Other exceedences were found for several poly aromatic hydrocarbons which are considered to be a legacy of the industrial use of the port area. Leachable contaminants were assessed as having a low risk to surface water receptors.

75 Groundwater exceedences of the assessment criterion were found for arsenic, copper, zinc and a poly aromatic hydrocarbon with certain hotspots which are typical of industrial sites of this nature. Levels of selenium and sulphates were also found at elevated levels across the site.


76 Surface water identified elevated concentrations of metals (copper, lead, vanadium, zinc), poly aromatic hydrocarbon compounds, sulphate and ammonia. The pH of the surface water was 7.9. The majority of the elevated concentrations were identified within the sample from the Walney Channel.

77 The results from limited ground gas monitoring in 2005 indicated no elevated concentrations of methane, carbon dioxide or hydrogen sulphide during site investigation and oxygen levels did not show any significant depletion.

78 The Scheme includes a small amount of excavation in the Walney Channel during the construction of the Marina Link. During the ground investigations in 2007, cores were taken within the footprint of the proposed excavation area and analysed. Samples do not indicate levels of contamination which would exceed the standards outlined within contaminated land guidance from the EA for the majority of metal, hydrocarbon, organotin and synthetic compound parameters. The exceptions are mercury and nickel which indicates levels of contamination just above standards. The excavated material is suitable for disposal at sea (subject to the granting of a licence for this activity), or alternatively may be used during the construction process on land (for which further contaminated land investigations would be required).

Potential Impacts

79 It is considered that there is potential during construction that workers may come into contact with contaminated solids or liquids. Due to this being assessed as, a low magnitude adverse effect on a high sensitivity receptor, it is assessed as a moderate adverse impact.

80 Leachable contamination from existing ground conditions is considered to present a moderate adverse impact on sensitive receptors. The impact on workers of exposure to ground gas accumulation is considered to be of minor adverse significance.

81 There is potential for moderate adverse impacts on sensitive receptors from contaminated leachates and surface water run off. One example is the potential for the creation of preferential pathways through underground structures for contaminant movement.

During construction

MITIGATION • Risks from contaminated soils will be reduced by good working practices such as

appropriate isolation and storage of soils. Alongside this adherence to health & safety procedures and utilisation of correct Personal Protective Equipment (PPE) will be maintained.

• Contaminated run off and leachates will be mitigated by the development of a surface water management plan which will detail how run off and leachates will be controlled on site. Works will also be phased to ensure minimal disturbance.;

• Design will ensure that preferential pathways for contaminants will be avoided; and

• Best practice such as outlined within(CIRIA Guidance C650, C532 and C584) in site management will be followed to mitigate the introduction of contaminants to site during construction.


During operation

MITIGATION • Application of best practice such as EA Pollution Prevention Guidance(as outlined

within Chapter 7 Water Environment) to contain potential spills; and

• Where appropriate and can be introduced to design the creation of hard standing areas to reduce through water movement will be used to mitigate leaching of contaminants.

Residual impacts

82 Impact on construction workers is considered to be of minor adverse significance for contaminant and gas exposure, as well as for the leaching and run off of contaminants. With good practice, the potential introduction of contaminants can also be reduced to this level.

83 With proper design the impact of introducing preferential pathways is considered to be of negligible significance.

84 During operation, the risk of contamination contact can be reduced to negligible significance, as can the risk of introduction of contaminated materials. With mitigation the risk of contaminant leaching can be reduced to minor beneficial significance. With gas protection measures, the residual impact of volatile vapour / gas explosion is considered to be of negligible significance.

85 No contaminated land studies have been undertaken in the Marina Area. This area currently consists of land mainly covered by hardstanding and it is proposed to neither to excavate in this area as part of the proposed development nor to alter the land use of this area significantly.

Water Environment (ES Chapter 7)

Baseline

86 Barrow Island is low lying and largely made up in part of reclaimed land. A significant proportion of the Island is at risk from coastal flooding. The coastline around the development site is protected by formal and informal flood defences in several locations (ABPmer, 2006), however most of the port including the area of the scheme would be impacted by tidal inundation in the case of a 1 in 1000 year event. The construction of the scheme would not significantly affect the flood risk of the area.

87 Cavendish Dock Reservoir is the most easterly structure of Barrow Docks and acts as a balancing reservoir to maintain the water level in Ramsden, Devonshire and Buccleuch Docks. Water levels in these docks vary slightly as a result of locking operations. The normal maximum water level in the docks is 4.76m Above Ordnance Datum (AOD), but with potential tidal surges a water level of 6.10m is possible.

88 Intertidal sands extend for approximately 5km to the south of Barrow Port with an average width of 3km. The waters of the Walney Channel are deemed as being ‘at risk’ or ‘probably at risk’ from point source pollution, diffuse source pollution, and physical or morphological alteration.


89 There is a consented discharge that enters the surface waters adjacent to the proposed Marina Service Area, and several licensed groundwater abstraction points adjacent to the proposed Marina Link. In general, water quality in the Channel is good according to Environment Agency monitoring and the port authority, ABP Barrow, who reported no concerns with regard to water quality within the dock.

90 Navigable access to Barrow Port is from the south via the Piel and Walney Channels. The navigable channel at low water is approximately 15km long with a minimum width of 200m and a depth of approximately 5m. Barrow is subject to a very large tidal range of up to 10.3m.

Potential Impacts

91 During construction potential impacts include a reduction in water quality within the channel and the dock system through increases in suspended sediment, judged to be minor adverse and through accidental leaks or spillages, judged to be moderate adverse. Additionally a potentially minor adverse impact is identified from disruption to licensed water abstraction.

92 During operation accidental leaks or spills are judged to create a minor to moderate adverse impact through Marina Service Area operations, with the risk from increased numbers of vessels being negligible. Alterations to drainage and surface water flows and to flood risk are also negligible.

During construction

MITIGATION � Minimise dredging/excavation activities;

� Excavations will be designed to take place in the dry behind cofferdams and consultation with port users to best programme construction; and

� These will be subject to additional licence under Part II of the Food and Environment Protection Act 1985 (FEPA).

During operation

MITIGATION • It is proposed that operators follow good practice in pollution prevention including

following British Marine Federation guidelines and the RYA’s Green Blue Code of Conduct.

Residual impacts

93 During construction the deterioration in water quality and the risk of accidental spillages are reduced to minor adverse impacts, while the disruption to abstractions should be negligible.

94 During operation the risk of accidental leaks or spillages remains a minor adverse impact.


Marine Flora and Fauna (ES Chapter 8)

Baseline

95 There are no known communities or features of interest within Ramsden or Buccleuch docks.

96 Walney Island, approximately 250m to the west of the Scheme, is a barrier island composed of sands and shingle which supports characteristic shingle plant communities including rare species of conservation interest.

97 The South Walney Channel contains communities of saltmarsh and seagrass of conservation importance, however neither are located within the footprint of the Scheme, and no rare or protected habitats or species were identified within the footprint of the Scheme during intertidal surveys. Brittlestar communities are present at the south of Walney Channel.

98 The South Walney Spit, 5.5km south of the Marina Link footprint, is the principal grey seal haulout site on the Cumbrian coast. Morecambe Bay is not considered an important stretch of coast for cetaceans, such as harbour porpoise and dolphins, or turtles, however sightings of these species have been made in the area. There are no designated nursery areas for fish within the Walney Channel and its importance as a nursery/spawning ground is unknown, however the shallows of Morecambe Bay form an important nursery area for flatfish and the bay is also a major nursery ground for seabass. There is also potential for basking sharks in Morecambe Bay.

99 There were no rare or protected aquatic invertebrate species found during specific surveys. The invertebrate animals (including worms and shellfish) present on the inter-tidal mudflats and sandflats of Roosecote Sands to the south of Cavendish Dock comprise a significant feeding resource for many bird species utilising the study area.

Potential Impacts

100 During construction 0.3ha of intertidal mudflat that forms part of the Morecambe Bay SAC will be removed to create the channel entrance structure for the Marina Link. This represents 0.002% of the total mud/sand flat habitat available within the SAC and no rare or protected species were found during an intertidal survey in the dredge footprint. As a result, the impacts on the SAC and habitat change are therefore assessed as negligible.

101 There is potential for spillage and disposal of substances, including concrete and building materials to enter the Walney Channel from the construction of the Marina Link. Analysis of the sediment shows the material to be excavated is not contaminated and the excavation activities taking place in the dry behind a cofferdam barrier will minimise the impacts on water quality. This is assessed as minor adverse.

102 Excavation activities will take place within a cofferdam (enabling the works to be completed in the dry) – this will minimise noise travelling through the water column. It is therefore assessed that noise disturbance to marine mammal, fish and turtles will be negligible.

103 There is potential for human disturbance to seals in the Walney Channel and this is assessed as minor adverse.


104 During operation there is not anticipated to be any disturbance of SAC habitats, such as saltmash and seagrass habitats, or mudflats, and so the impacts on the SAC are assessed to be negligible. There is potential for minor adverse impact to the seal populations at South Walney Spit.

During construction

MITIGATION • The excavation footprint will be kept to a minimum and use a backhoe dredger which

will minimise disturbance outwith the footprint of the Scheme. Appropriate licences (FEPA) will be sought and good practice guidelines will be adhered to;

• Best practice as discussed above(CIRIA and EA Guidance) in ‘Water Environment’ be adhered to; and

• Soft start piling techniques will be used to enable fish, marine mammals and turtles to swim away in avoidance response prior to noisier hammering activities commencing.

During operation

MITIGATION • Best practice be adhered to regarding waste and spillages; and vessels using the

marina facilities at Barrow will be instructed to adhere to existing practices (i.e. vessel speed, navigation routes and codes of conduct); and

• A program to educate boat users on the importance of seal haul-out sites and minimisation of seal disturbance.

Residual impacts

105 During construction the impact on the SAC will remain negligible. The risk of pollutants and contaminants on marine flora and fauna is reduced to negligible.

106 During operation the impacts on the habitats and marine mammals, fish and turtles will remain negligible.

Ornithology (ES Chapter 9)

Baseline

107 Within 5km of the centre of the port, there are several statutorily designated sites for birds. Some of these sites, including the Morecambe Bay SPA, border the Scheme itself, and the proposed structure at the entrance of the Walney Channel is within this site. The vast majority of Morecambe Bay SPA is away from the actual study area, as the site is of a considerable size (over 37,000ha) and mainly comprises the intertidal areas to the south of Barrow-in-Furness in Morecambe Bay itself.

108 Breeding bird interest on the site is generally low. A significant number of ground nesting birds such as lapwing, ringed plover and meadow pipit were noted and it is important these are considered when works commence, so that nests are checked for, not only in areas of scrub but also in more open habitat. Scheme areas held species typical of scrub and rough grassland, though numbers were unexceptional compared


to the rest of the study area and likely to be similar to areas of habitat nearby on Barrow Island or larger areas on Walney Island.

109 Roosecote Sands consists of mudflats with numerous tidal channels and serves as a significant feeding area for both waders and wildfowl. Significant numbers of wintering birds were found on the surveys on Roosecote Sands with the dominant species groups being wildfowl and waders, as expected with the habitat of intertidal mudflats in this area. The main wildfowl species were shelduck and wigeon, with the dominant wader species being knot, golden plover, oystercatcher and redshank. All of these species were present in good numbers on the counts, with knot in particular being abundant.

110 The two key locations for wintering birds are Roosecote Sands and Tummerhill Marsh. The Walney Channel and the eastern edge of the study area were not considered to be of any great importance, as they were only utilised by low, single figures of redshank and shelduck on a transitory basis.

111 Two Cumbria Biodiversity Action Plan (BAP) species, the barn owl (Tyto alba) and the song thrush are present in the Barrow in Furness area. It is unlikely that barn owl would be present within the footprint of the Scheme. Song thrush are likely to be present within the study area, although only in small numbers as only one pair was identified in the breeding bird surveys and only 1-2 overwintering individuals were identified in the winter surveys.

Potential Impacts

112 During construction disturbance to birds has been assessed as causing a minor adverse impact at Walney Channel, Roosecote Sands and Cavendish Dock. Disturbance to feeding birds elsewhere, loss of feeding habitat and disturbance to breeding birds were all assessed as negligible.

113 During operation disturbance to feeding and breeding birds is assessed as being negligible.

During construction

MITIGATION • Avoid shrub clearance between March and August;

• Minimise noise from piling through the use of soft-start piling techniques;

• Minimise and if possible avoid direct lighting on the channel;

• Construction machinery will only be switched on when in use and will be well maintained to minimise noise levels; and

• Temporary acoustic barriers will be used to reduce construction noise reaching receptors.


During operation

MITIGATION • A shelter belt consisting of trees will be planted at the Marina Service Area to avoid

disturbance to birds at Roosecote Sands.

Residual impacts

114 With the implementation of the mitigation proposed all the above impacts (both construction and operation) are reduced to negligible levels.

Terrestrial Flora and Fauna (ES Chapter 10)

Baseline

Flora

115 The survey area consists of 3.7ha of unmanaged coarse neutral grassland. This extends across the southern part of Barrow Island, from the Walney Channel to Ramsden Dock, incorporating the proposed footprint of the Marina Link, the Marina Service Area and the Pedestrian Footbridge. 0.09ha of scrub is present within the footprint of the Marina Service Area on the boundary with Ramsden Dock. While no protected species were identified, these unmanaged areas do provide habitat for wildlife. The footprint of the marina & boatyard moorings contain areas of dock and existing hard standing. Figure 3 shows the results of the Phase 1 Habitat Survey.


Figure 3: Waterfront development Phase 1 habitat survey

Fauna

116 Surveys identified the following situation in relation to protected species outlined in Table 8 below.

Table 8 Findings of fauna surveys Badgers Some appropriate habitat but no evidence of presence and unlikely given

the human disturbance and dog-walking in the area. Bats The Marina Link footprint contains a building with bat roost potential

however there will be no direct impact to this building during construction or operation. There is some good foraging habitat present within the footprint of the Scheme.

Brown Hare No presence observed and the isolated area of suitable habitat with human disturbance suggests presence unlikely.

Dormouse No presence observed and the small area of isolated suitable habitat on the Marina Service Area footprint is unlikely to sustain a population.

Red Squirrel No presence observed and no suitable habitat. Otter No evidence of otter found and no suitable freshwater source to support a

holt near to the Scheme footprint, but the intertidal area on Walney channel may be used by otters travelling around the coast.

Reptiles The footprint of the Scheme does contain good reptile habitat with slow worm and common lizard observed. Surveys and trapping efforts elsewhere


on Barrow Island suggest a population of approximately 268 reptiles may be present in the Scheme footprint.

Amphibians Some amphibian presence possible, but the limited and temporary freshwater habitat on the footprint suggests no great crested newt being present and no breeding populations of other reptiles.

Invertebrates The dingy skipper butterfly, a UK BAP priority species, was observed within the footprint of the Marina Service Area.

Potential Impacts

117 In Construction

� Vegetation: 3.7ha of neutral grassland and scrub areas will be lost through construction and operation of the Marina Link and Marina Service Areas resulting in a minor adverse impact. A small area of amenity grassland will be lost through construction of the Pedestrian Bridge.

� Badgers: negligible impact � Bats: minor adverse impact as foraging habitat lost. � Brown hare: no impact � Dormouse: no impact. � Red squirrel: no impact � Otter: minor adverse impacts through potential disturbance to area used for travelling. � Reptiles: A moderate adverse impact will result during construction with the removal

of reptiles and the loss of suitable habitat. � Amphibians: a lack of suitable habitat leading to a very small potential amphibian

presence suggests any impact due to disturbance would be negligible. � Invertebrates: loss of an area of suitable habitat during construction would result in a

minor adverse impact on invertebrate populations. � Watervole: no impact

MITIGATION

� A walkover survey of the study area will be completed prior to construction commencement to ensure no protected species have entered the study area in the time period between survey and the start of construction; and

� Construction activities, materials, machinery and vehicles will be limited to a defined construction areas and routes, minimising the footprint to prevent disturbance of nearby habitat.

118 In Operation

� Badgers: no impact � Bats: negligible as loss of foraging habitat is offset by benefit of increased lighting

attracting invertebrates. � Brown hare: no impact


� Dormouse: no impact. � Red squirrel: no impact � Otter: minor adverse impacts through potential disturbance to area used for travelling. � Reptiles: negligible impact � Amphibians: negligible impact � Invertebrates: negligible impact � Watervole: no impact

MITIGATION

� To minimise disturbance to passing otters, it is proposed to keep lighting at the Marina Link entrance to a minimum;

� Landscaping around the Marina Service Area will be with species of local provenance to create habitat enhancement for reptiles, invertebrates, breeding birds and bat foraging; and

� A 2.72ha area of the Marina Service Area is to provide enhanced habitat for reptile and invertebrate mitigation within the footprint of the Scheme. This is part of an integrated reptile mitigation strategy for the area, which includes relocation of reptiles from the site with the establishment of suitable habitat with reptile refuges at the near-by slagheap site.

Residual impacts

119 The following residual impacts are summarised in Table 9:


Table 9: Residual Impacts on Terrestrial Flora and Fauna. Impact Construction Operation

Vegetation habitat change minor adverse minor adverse (Marina Link) minor beneficial (Marina Service Area)

Disturbance and Habitat Loss: Badgers Negligible no impact Disturbance and Habitat Loss: Bats minor adverse negligible Disturbance and Habitat Loss: Brown Hare, Dormouse, Red Squirrel and Water vole

no impact no impact

Disturbance and Habitat Loss: Otter minor adverse negligible Disturbance and Habitat Loss: Amphibians Negligible negligible

Disturbance and Habitat Loss: Reptiles minor adverse negligible Disturbance and Habitat Loss: Invertebrates Minor adverse negligible

Fisheries (ES Chapter 11)

Baseline

120 There are no commercial fisheries in the immediate sea area around the Scheme (Walney Channel). Although the wider coastal region provides important nursery areas for various fish species, the extensive maintenance dredging along Walney Channel suggests the immediate area is not significant. Recognised shellfish production areas in the channel are now permanently closed to protect near-by Zostera (seagrass) beds.

121 There is some recreational sea angling in the channel, which is also used for transit by the 12 or so commercial fishing boats based in Barrow. These vessels operate from the tidally-restricted old docks behind Barrow Dock Museum.

Potential Impacts

122 During construction of the Marina Link entrance structure there is the potential for smothering of the nearby shellfish resource (now closed), alongside disturbance to fish. These are both assessed as creating a minor adverse impact.

123 During construction or operation of the Scheme there is expected to be no impact to commercial fishing vessels as the proposed channel works do not extend as far as the mid-point of the channel, enabling uninterrupted and safe navigation throughout.

During construction

MITIGATION • Marina Link entrance structure will be constructed in the dry using a cofferdam and

soft-start piling techniques will be used.


Residual impacts

124 The mitigation measures will lead to the smothering of shellfish and disturbance to fish being negligible during construction with no impact during operation.

Traffic and Navigation (ES Chapter 12)

Baseline

125 Road traffic - A traffic assessment of current and expected traffic flows for a number of streets in Barrow-in-Furness was carried out by Capita Symonds to establish estimates of peak traffic flows by 2010 and 2025 in the morning and evening. To accommodate the Business Park development, upgrades to existing roads and a new access road to Barrow Island are planned.

126 Pedestrian/cyclist/equestrian – There are no legally defined rights of way on Barrow Island, but the area does show a number of informal routes are used by port workers to access places of work and members of the public for dog walking, etc.

127 Marine traffic – Barrow is an active commercial port, but there is limited shipping movement through the main lock gates (less than one inward and one outward movement per day).

Potential Impacts

128 Disruption to the road network on Barrow Island during construction of the Marina Link will cause a moderate adverse impact to traffic. Estimates of movements of heavy goods vehicles (HGV), light delivery vehicles (LDV) and cars making up construction traffic will cause a moderate adverse impact through additional congestion etc. Traffic impact assessment has identified that additional vehicle numbers due to the scheme operation are minimal resulting in a minor adverse impact.

129 A minor adverse impact is expected due to reduced access for those using the informal paths on the island. Improved access to Barrow Island via the footbridge is expected to provide moderate beneficial impacts during operation of the Scheme.

130 A minor adverse impact to port operations may be expected during construction of the marina and boatyard moorings and during operation through the increased recreational vessels using the marina. During operation of the Marina Link a minor adverse impact to the private road network is expected with limited delay caused by the lock systems. The increased navigational risk caused by additional recreational traffic entering and exiting the port is deemed negligible.

During construction

MITIGATION • During construction access will be maintained for motor vehicles wishing to access

the south of Barrow Island;

• Delivery of some construction materials and pre-fabricated sections by sea where economically, technically and logistically beneficial, along with batching of concrete on site will minimise the number of HGV movements required; and

• Working hours will be controlled to limit the extent of traffic impacts outside normal working hours.


During operation

MITIGATION • Construction of the Pedestrian Bridge is itself a significant mitigation measure to

minimise increases in road traffic as a result of the Waterfront development;

• Advanced notification of large vessel movements will mean that delays for users of the footbridge will be minimised; and

• Co-ordination between the marina operator, the port authority and port users will minimise disturbance to existing port operations.

Residual impacts

131 During construction minor adverse impacts will remain through disruption of Barrow Island road network, through additional construction traffic and through disruption to informal pedestrian access. Disruption to port operations and navigation will be negligible.

132 During operation the disruption of the private Ramsden Dock Road at periodic intervals will cause a minor adverse impact. However, use of the Pedestrian Bridge is expected to bring a moderate beneficial impact through improved pedestrian and cycle access.

Noise and Vibration (ES Chapter 13)

Baseline

133 The existing daytime noise environment is dominated by traffic and general town centre noise with contributions from various commercial and industrial activities around the port area. A key consideration of the assessment is the location of people, particularly those in residential properties, in relation to the type, scale and duration of noise and vibration being generated.

Potential Impacts

134 During the construction phase on site construction noise is expected to result in short term and temporary adverse impacts from piling operations at the Marina Service Area (minor to moderate); the Marina Link (moderate to major); and the marina berths (moderate to major) due to their respective proximities to residential and commercial properties. The impact of other construction noise is assessed to be negligible in this semi-industrialised setting.

135 The impact of vibration from piling is assessed as negligible to minor adverse with no impact with regard to potential building damage.

136 The increases in off-site noise generated by construction traffic are deemed negligible as this amounts to 1 additional HGV return journey per hour. However movements of worker vehicles occurring at peak hours may result in a minor to moderate adverse impact.

137 During operation vessels will pass through the Marina Link under their own power. Vessel engine noise is predicted to have a negligible impact. Operation of the Marina Service Area is expected to have the greatest potential for operational noise, but due


to its location some distance from local residents is assessed as having a minor adverse impact. All other potential noise sources from the Scheme (lifting of the Pedestrian Bridge and berthing at the marina or boatyard) are assessed to be negligible.

During construction

MITIGATION • Noisy equipment will be carefully sited to minimise disturbance to nearby receptors;

• Very noisy activities will be avoided early or late in the working day;

• Equipment will be turned off when not in use;

• HGVs queuing at the site entrance will be avoided; and

• Noise barriers and fencing will be erected to mitigate construction noise from the marina works close to The Strand.

During operation

MITIGATION • The marina operator will ensure that noisy maintenance activities are restricted to

appropriate times.

Residual impacts

138 During construction general construction noise as well as noise and vibrations from piling will be reduced to a negligible impact.

139 During operational noise associated with the Marina Link and Marina Service Area can be reduced to negligible levels.

Air Quality and Human Health (ES Chapter 14)

Baseline

140 Air quality is monitored at various locations around Barrow-in-Furness, with the focus primarily on nitrogen dioxide (NO2) concentrations resulting from traffic. There has also been recent monitoring of benzene (C6H6) associated with the gas condensate plant. Results show that concentrations of both pollutants are consistently below air quality objective levels. Other pollutants such as nitrogen oxide and fine particles were also found to be below air quality objectives and these are expected to further decline in future years as policies to reduce traffic emissions are implemented.

Potential Impacts

141 During construction a reduction in air quality through increases in construction traffic and use of mobile machinery are assessed as leading to minor adverse impacts, but increases in marine-based traffic due to construction are deemed to have a negligible impact on air quality. Construction dust has the potential to cause a moderate adverse impact on air quality.


142 During operation the small increase in road traffic and the increases in marine-based traffic estimated will have a negligible impact on air quality.

During construction

MITIGATION • Where economically, technically and logistically possible, materials will be delivered

by sea;

• Construction machinery will be properly managed and maintained; and

• Dust emissions will be minimised by the effective implementation of the Code of Construction Practice for control of Dust Emissions.

Residual impacts

143 During construction dust emissions will result in a minor adverse impact.

144 During construction and operation all other traffic and machinery-related emissions would be negligible with the mitigation measures outlined.

Archaeology and Cultural Heritage (ES Chapter 15)

Baseline

145 The Barrow Island Conservation Area includes streets of listed tenements and various listed buildings, but none within 2km of the proposed scheme. Archaeological or historical interest within the footprint of the Scheme is limited to one World War II pill box (in the footprint of the Marina Link) and features related to the site’s industrial and shipbuilding heritage such as mooring bollards, five of which are also within the proposed footprint of the Marina Link.

Potential Impacts

146 As there are no known marine archaeological sites/artefacts, construction of the Scheme is assessed as having negligible impact on marine archaeology.

147 During construction the worst case scenario assumes one pillbox and 5 mooring bollards will be permanently removed, with the potential to cause minor adverse impacts.

148 During construction, disturbance or alteration to unknown terrestrial sites or artefacts is assessed as having negligible impact.

149 The impacts of the Scheme on the interest features within Barrow Island Conservation Area are deemed to be negligible.

150 During operation a minor beneficial impact is predicted.

During construction

MITIGATION • Good construction practice will ensure works are contained within a defined


boundary; and

• A watching brief will be in place to avoid damage to any potential archaeological finds, targeting the proposed footprint of the Marina Link.

• A photographic record will be taken by an environmental scientist in consultation with the county archaeologist prior to any construction works to document the pillbox and mooring bollards required to be removed during the construction of the proposed will be provided to Cumbria County Council. Photos will be taken of the structures in their own right, along with the structures in their setting in the port landscape.

• Adherence to the traffic management plan will reduce impacts on the conservation areas during construction.

Residual impacts

151 During construction a minor adverse impact is predicted for the removal of the pillbox and the five mooring bollards. All other impacts remain negligible.

152 In operation a minor beneficial impact is predicted on the features of interest from the designated sites.

Land Use and Local Community (ES chapter 16)

Baseline

153 With the reduced commercial activity at the port, there now exist significant areas of vacant, underused and derelict land. The majority of the Scheme is located on land described as ‘mostly vacant’ in the Local Plan. Exceptions are the Marina Link’s entrance and exit structures which are located on ‘port-related’ land and a proportion of the marina which lies adjacent to a ‘commercial/residential’ area.

154 The Barrow Port Area Action Plan (Barrow BC, 2007) describes the area encompassing the Scheme as:

� The docks – Characterised by port-related industrial operations of a low frequency involving large vessels; and

� Dock hinterland – with a poorly presented and underutilised built environment on the waterfront, which is currently divorced from the rest of the town and is characterised by areas of open, derelict land.

155 Commercial activity primarily relates to the port and to BAE Systems, with the Centrica Gas Condensate facility also operating within the port area. A number of smaller premises operate within the port area, many such as car repair, scrap yards and storage areas are not port-related. A Morrison’s supermarket and its car park sit adjacent to part of the proposed marina area in the north part of Buccleuch Dock..

156 Community use of the land within and adjacent to the Scheme is limited to occasional informal recreational use such as dog-walking. The docks host water sports activities such as occasional powerboat racing and sea cadet training. Sailing and angling club vessels are currently based outside of the docks, further up Walney Channel.

157 Community consultation has been ongoing throughout the conception and development of the Waterfront Masterplan and its associated projects as well as this EIA. Overall community response to the Scheme remains positive, although concerns


have been raised regarding the traffic impacts, particularly during construction. This, along with other similar issues is assessed in Chapter 16 of the ES, Land Use and Local Community.

Potential Impacts

158 During construction the loss of land used informally by the community is deemed a minor adverse impact, but the economic activity and employment generated for during the construction of the scheme should provide a minor beneficial impact.

159 During operation the change in land use from predominantly vacant land back to port-related land with some commercial/retail space should bring significant socio-economic activity and an increase in civic pride, resulting in a major beneficial impact. Although much of the development is intended to attract visitors from outside Barrow, the footbridge and watersports facilities should also provide moderate benefit to the local community.

During construction

MITIGATION • The timing of construction operations will be managed and communicated to the

local community in order to minimise disruption.

During operation

MITIGATION • Construction will result in soil remediation, landscaping and the creation of wildlife

refuges; and

• The design of the footbridge is intended to result in an iconic structure that will re-connect the town centre to Barrow Island and should further enhance civic pride.

Residual impacts

160 Overall improved access to Barrow Island and the provision of extensive recreational boating facilities to encourage economic activity should provide a major beneficial impact in terms of land use and local community.

Landscape and Visual Assessment (ES Chapter 17)

Baseline

161 The surrounding area consists of a variety of spaces and landscapes such as working docks, residential areas, derelict and unused land and buildings, the gas plant and the coastal regions of Walney Channel. Currently the visual amenity is of low value with underused, vacant and derelict land and buildings, although some regeneration work has commenced with the promenade along Buccleuch Dock.

162 The current landscape zones at the scheme elements are outlined (As defined from previous environmental work; Capita Business Park Environmental Statement (2006). below in table 10.


Table 10: Landscape zones at proposed scheme sites. Proposed scheme: Marina Link HRO work number: 1 Location: looking north west along the Walney Channel Landscape zone: scrubland, situated on former dock that once served the deepwater channel.

Proposed scheme: Marina Service Area (& boatyard moorings) HRO work number: 4 (& 2) Location: looking north west over Ramsden Dock Landscape zone: disused in-filled ground between Ramsden Dock and the gas plant with a sandstone dock wall and some mixed semi-mature scrub/trees.


Proposed scheme: Marina moorings HRO work number: 3 Location: looking north west along the north shore of Buccleuch Dock Landscape zone: adjacent to a recently refurbished and landscaped brick paved promenade at Buccleuch Dock within an urban and industrial setting. Proposed scheme: Pedestrian Bridge HRO work number: 5 Location: (looking west across Ramsden Dock towards the entrance of Buccleuch Dock) Landscape zone: will connect the marina moorings area with the Marina Service Area across Buccleuch Dock.

Potential Impacts

163 During construction the change to landscape character with construction activity includes the loss of semi-natural vegetation and reduced tranquillity of the area. For all areas this is assessed as a minor adverse impact; partly due to the proposed Ramsden Business Park being constructed and operational when construction of the scheme starts thus effectively creating a barrier between residential areas and construction activity. Operation of the marina berths has the potential for a moderate beneficial impact with its proximity to an urban area.

164 During operation the landscape and visual impacts of the Marina Link should be considered in the context of the Business Park which will already have altered the


landscape character and will prevent a view of much of the Marina Link for most residents. Therefore the Marina Link is assessed as creating a minor adverse impact on some views across to Walney Island.

165 The Marina Service Area and Marina Berths should result in a minor beneficial impact on the landscape character of the area, while the footbridge intended as an attractive, iconic structure should result in a moderate beneficial impact.

During construction

MITIGATION • The footprint of the working area and removal of vegetation will be minimised and

working hours controlled to minimise loss of tranquillity;

Residual impacts

166 The residual landscape character and visual impacts should be moderate beneficial due to the appropriate regeneration of this predominantly derelict area.

Other Human Activities (ES Chapter 18)

Baseline

167 Tourism in Barrow has to date largely depended on the business market and visits to friends and relatives. However, with the continued improvement of existing facilities and the creation of new attractions, such as the Dock Museum, Barrow Borough Council envisages Barrow becoming an increasingly important day visitor destination.

168 Recreational activities in the area include:

� Sailing & boating – there are two sailing clubs in the area and there is powerboat racing in the docks;

� Angling – some shore angling, but mostly boat angling further offshore and occasionally Walney Channel;

� Walking & cycling – mainly associated with coastal footpaths around Barrow and Walney Island; and

� Bird watching – at South Walney, Foulney Island and various local nature reserves, the nearest site being Cavendish Dock.

169 There are numerous commercial activities associated with the area including BAE Systems; Centrica Gas Condensate transhipment & storage; BNFL rail connection & shipping; and some aggregate transhipment and storage. There is ongoing port activity associated with the offshore oil and gas industry. This has recently been joined by offshore wind power with the port providing a location for construction and the servicing of the Barrow Offshore Wind farm with other offshore wind farms planned.

Potential Impacts

170 As tourism in the area is currently limited, disruption during construction to this sector is assessed as negligible. The transport and navigation assessment has also


assessed impacts on existing port operations to be negligible as these are either separated from or accommodated for in the construction and operation of the Scheme.

171 There will be a moderate adverse impact of construction through the disruption to recreational activities associated with the area including access for the sea cadets facility, informal activities such as dog walking and the resulting effects of any bird disturbance on bird watchers.

172 During operation the Scheme should bring a range of benefits assessed as being of moderate to major benefit in terms of tourism and recreational activities.

During construction

MITIGATION • Consultations with port users will help to inform construction times and will minimise

disruption during the construction phase.

During operation

MITIGATION • The design of the footbridge and installation of the Marina Link will avoid impacts to

commercial activities and avoid user conflicts by broadly segregating commercial and recreation users of the docks; and

• Detailed design should ensure that the tourism potential of the Scheme is maximised through appropriate visitor access, interpretive boards etc.

Residual impacts

173 Overall with a high standard of development and maximised opportunities ensured through detailed design, a major beneficial impact for tourism and recreation should result during construction, with minor adverse impact on leisure and recreation during construction.

Cumulative Effects Assessment (ES Chapter 19)

Baseline

174 Cumulative effects, or impacts, are described as ‘changes to the environment caused by an action in combination with other past, present and future human actions’ (CEAA 1999). Such an assessment is important to all environmental impact assessments, but particularly in this case when the scheme elements assessed in this ES are part of a wider Waterfront development.

175 The assessment of cumulative effects is limited to plans and projects for which sufficient information exists to allow consideration of the potential for a cumulative effect to arise. Therefore, in addition to ongoing activities, the cumulative and in-combination effects assessed are those that are likely to arise through the construction and operation of all the schemes that together comprise the Barrow Waterfront Masterplan


176 Of the four projects only considered with regards to cumulative effects in this ES (i.e. the Business Park, Marina Village, the Watersports Centre and Cavendish Dock Nature Reserve) only the Business Park development has been progressed beyond an outline plan. An EIA of the Business Park development has been undertaken, and an Environmental Statement with supporting studies has been produced (Capita Symonds, 2006).

177 There have been a number of studies which have helped to inform the Cumulative Effects Assessment Chapter within the ES (Chapter 19). In completing these sections all aspects of the proposed elements of the waterfront development are considered alongside a number of other projects, which allowed us to assess the combined impacts of the scheme. The studies concluded that the following effects arising from the HRO scheme in combination with the other Waterfront developments were potentially significant:

� Disturbance of bird species associated with noise, lighting and increased activity during construction of all projects, and increased human activity and vessel movements associated with tourism and boating activities during operation;

� Direct loss of habitat, smothering of habitat, and altered water quality, resulting from the construction and maintenance of the Waterfront projects;

� Changes to traffic and access associated with all projects during construction and operation;

� The introduction of waste material as a result of project construction for all projects; and,

� Changes to the socio-economic environment as a result of all projects. � It was also identified that it is the disturbance and changes in the physical environment

that are likely to be most significant with regard to potential effects on the listed features of the designated conservation sites.

Potential Impacts

Construction impacts

178 The assessment is based on a provisional construction programme which indicates a generally sequential construction programme for the various elements of the Waterfront scheme, although exact timings and order will be proposed by the chosen developer.

Bird disturbance

179 Each of the sensitive bird areas were assessed using the information provided within the ES and the CEA.

180 Given the district/local sensitivity of the habitat and the medium cumulative magnitude of effect, a minor adverse impact on feeding habitat for foraging birds in the Walney Channel is anticipated as a result of the construction of the HRO Scheme plus other projects. As part of the environmental works around Morecambe Bay there is a requirement under EU Directive on the Conservation of Natural Habitats and Wild Fauna and Flora (EU Directive 92/43/EC) to assess the impacts on sites designated under the Conservation of Wild Birds Directive (79/409/EEC) (Morecambe Bay SAC and SPA). Information to inform an Appropriate Assessment on designated sites is therefore provided within Appendix C of the ES.


181 As a result of this potentially medium magnitude of cumulative effects combined with the national importance of the birds using the Cavendish Dock, there is considered to be a moderate adverse impact of noise disturbance on birds feeding in Cavendish Dock during Scheme construction.

182 It is considered that due to the large numbers of birds using Roosecote Sands, construction works nearby are likely to have some adverse cumulative effect upon birds using the area through disturbance. However, this impact will be temporary and result on the short-term displacement to the large areas of suitable habitat further away from works on Roosecote Sands. As a result, the magnitude of effect on the nationally important bird populations is considered to be low resulting in a minor adverse impact to birds feeding in Roosecote Sands.

183 During operation the key cumulative effect is of frequent activity on three of the four sides of Cavendish Dock, in addition to the disturbance effects associated with increased lighting, resulting in moderate adverse impacts as the birds displaced within Cavendish Dock will have limited options for relocation within the dock itself, and high tide roost sites may be disturbed.

Habitat loss

184 The cumulative effect of the HRO Scheme plus other projects upon neutral grassland is judged to be of moderate adverse significance and minor adverse for scrub habitat. The cumulative effect on other habitat types is assessed as negligible. During operation these impacts remain. Compensatory habitat is secured for the loss of neutral grassland at the Business Park and may be included in mitigation for other elements of the Waterfront Development.

Disturbance to other fauna

185 Due to the high importance of bats alongside a medium magnitude impact, the cumulative effects on bat foraging activity and on bat roosts are judged to be of moderate adverse significance.

186 Reptiles are of high importance within the area and it can be considered that all the projects will have a medium impact magnitude. The cumulative effect of HRO Scheme construction plus other projects on reptile populations on the Barrow waterfront will be of moderate adverse significance. Following numerous reptile surveys, a habitat replacement strategy is underway creating compensatory reptile habitat (see mitigation below).

187 For the cumulative effects assessment invertebrates are considered to be of medium importance and impact magnitude.The cumulative effect of HRO scheme construction plus other projects on invertebrate populations on grasslands within the footprint of Barrow waterfront, Marina Link and Marina Village will be of minor adverse significance.

Traffic access

188 Cumulative impacts on road traffic are likely to be of minor adverse significance. Effects on pedestrians and cyclists are likely to be of minor adverse significance. Effects on marine traffic are judged to be negligible.


189 In operation the additional traffic mainly associated with the Business Park and Marina Village development result in a minor adverse impact, but the footbridge provides moderate beneficial impacts to pedestrians and cyclists. The Marina Link will provide a minor benefit to marine traffic.

Waste material

190 Given that each project construction site will be run independently of the others within its own clearly identified works boundaries, and in accordance with waste management regulations, the cumulative effect of waste production during construction is not expected to be significant. Cumulative effects associated with the introduction of waste material are expected to be of negligible significance.

191 The capacity of Barrow Waste Water Treatment Works to accommodate the Business Park and Marina Village developments must be addressed and results in a moderate adverse impact. No other cumulative effects relating to waste production during operation are identified.

The Socio-economic Environment

192 Scheme construction will lead to the creation of jobs on a temporary basis, with a moderate beneficial cumulative effect.

193 In operation the Waterfront scheme is expected to create a major beneficial impact due to the high magnitude of employment opportunity and improved investment within the waterfront development.

Archaeology

194 The cumulative impact of construction is predicted to have a minor adverse effect. There will be no impact on listed buildings. During construction there is predicted to be of minor adverse cumulative impact on recorded sites and/or monuments.

195 It is not expected that any cumulative effect on maritime archaeology will result from the operation of the Waterfront projects, the seabed in the docks and around the Port having been historically heavily disturbed

Mitigation

MITIGATION • The timing, screening and soft-start to piling operations should minimise bird

disturbance.

• To minimise habitat loss, construction activities, materials, machinery and vehicles will be limited to a tight footprint, agreed prior to works commencing, to prevent disturbance of nearby habitat.

• For certain elements of the Waterfront Masterplan, such as the Watersports Centre, extensive mitigation for bat roost and foraging habitat will need to be developed, such as habitat replacement or enhancement and the provision of bat boxes.

• An integrated reptile mitigation strategy (for all the Waterfront Projects) including provision of onsite and offsite habitat has been developed.

• A walkover survey will be completed prior to the commencement of construction to ensure no protected species have entered the area in the time period between previous surveys and the start of construction. Should any sign of protected species


be found during the walkover survey, advice will be sought from Natural England.

• Construction programme timing will be crucial in mitigating cumulative effects on traffic and access.

• The implementation of good construction practices (e.g. CIRIA C651, Environmental Good Practice – Pocket Guide) is proposed to ensure that the works do not stray beyond a pre-determined site boundary.

• A photographic record will be taken by an environmental scientist in consultation with the county archaeologist prior to any construction works to document the pillbox and mooring bollards required to be removed during the construction of the proposed will be provided to Cumbria County Council. Photos will be taken of the structures in their own right, along with the structures in their setting in the port landscape.

• Shelter belts, landscaping, minimal lighting and the careful management of activities at these sites, particularly at Cavendish Dock and the Watersports Centre should aim to minimise disturbance to the birds here and at near-by Roosecote Sands.

Residual impacts

196 Residual impacts are summarised in Table 11 below:

Table 11 Residual Cumulative Impacts

Cumulative Impacts Residual Impact

Construction Residual Impact

Operation Disturbance of Walney Channel bird species Minor adverse negligible

Disturbance of Cavendish Dock bird species Moderate adverse

Moderate adverse

Disturbance of Roosecote Sands bird species Minor adverse negligible Disturbance of breeding birds Minor adverse Minor adverse

Direct loss habitat – neutral grassland Moderate adverse

Moderate adverse

Direct loss habitat – amenity grassland negligible negligible Direct loss habitat – scrub Minor adverse negligible Direct loss habitat – bracken negligible negligible Direct loss habitat – intertidal negligible negligible Direct loss habitat – saltmarsh No Impact No Impact Direct loss habitat – reedbed negligible negligible Disturbance of dormouse No Impact No Impact Disturbance of otter negligible negligible Disturbance of water vole No Impact No Impact Disturbance of bats Minor adverse Minor adverse Disturbance of badgers negligible negligible Disturbance of amphibians negligible negligible

Disturbance of reptiles Moderate adverse Minor adverse

Disturbance of invertebrates Minor adverse Minor adverse Changes to road traffic & access Minor adverse Minor adverse

Changes to pedestrian & bicycle traffic & access Minor adverse Moderate beneficial

Changes to marine traffic & access negligible Minor beneficial Introduction of waste material – water & soil quality negligible negligible


Cumulative Impacts Residual Impact

Construction Residual Impact

Operation Introduction of waste material – visual amenity negligible No Impact Introduction of waste material – habitats & species negligible No Impact

Changes to employment Moderate beneficial

Moderate beneficial

Changes to quality of life negligible Moderate beneficial

Changes to economic growth negligible Moderate beneficial

Impact on archaeological conservation areas Minor adverse negligible Listed buildings No Impact No Impact Recorded sites and monuments Minor adverse No Impact Maritime archaeology No impact No Impact


Summary Table

197 A summary of all impacts is provided in Table 12b below:

Table 12a: Key to Summary of Potential Impacts. Key: to impact significance Beneficial Impacts Adverse Impacts �� Major XXX Major �� Moderate XX Moderate � Minor X Minor ~ Negligible ~ Negligible O No Impact O No Impact Assessment not relevant to phase

Table 12b: Summary of Potential Impacts. Construction Phase Operational Phase

Description of Impact Impact

Residual Impact

Impact Residual Impact

Geophysical Environment Contact with contaminated soil and hazardous materials

XX X X ~

Asphyxiation/explosion/exposure to vapours resulting from accumulation of ground gases

X X X ~

Effects of leachable contamination XX X XX � Contamination of surface water runoff XX X Introduction of preferential pathways XX ~ Use of potentially contaminative materials XX X X ~ Aggressive ground conditions X ~

Water Environment Deterioration in water quality X X Accidental spillages & leaks XX X XX X Disruption to abstractions X ~ Altered drainage & surface water flows ~ ~ Altered flood risk ~ ~

Marine Flora and Fauna Disturbance of SAC interest features ~ ~ ~ ~ Decreased water quality X ~ X ~ Disturbance to marine mammals, fish & turtles

X ~ X ~

Habitat change ~ ~ Ornithology

Disturbance to feeding birds in Walney Channel (SPA & Ramsar interest feature)

X ~ ~ ~

Disturbance to feeding birds in Cavendish Dock (SPA & Ramsar interest feature) ~ ~ ~ ~

Disturbance to feeding birds on Roosecote X ~ ~ ~


Construction Phase Operational Phase Description of Impact



Sands (SPA & Ramsar interest feature) Loss of Feeding Habitat for Foraging Birds in Walney Channel (SPA & Ramsar interest feature)

~ ~ ~ ~

Disturbance to breeding birds ~ ~ ~ ~ Terrestrial Flora and Fauna

Vegetation habitat change – Marina Link X X X X Vegetation habitat change – Marina Service Area X X � �

Disturbance & habitat loss: badgers ~ ~ O O Disturbance & habitat loss: bats X X ~ ~ Disturbance & habitat loss: brown hare, dormouse, red squirrel & watervole O O O O

Disturbance & habitat loss: otter X X X ~ Disturbance & habitat loss: amphibians ~ ~ ~ ~ Disturbance & habitat loss: reptiles XX X ~ ~ Habitat loss: invetebrates X X ~ ~

Fisheries Smothering of shellfish X ~ O O Disturbance to fish X ~ Reduced access to fishing vessels O O O O

Traffic, Access and Navigation Disturbance to road network at level crossing with Marina Link XX X X X

Construction traffic XX X Severance of desire line by Marina Link X X X X Disturbance to port operations X ~ X ~ Improved access to Barrow island via footbridge

��

Impacts on navigational risk arising from operation of marina

~ ~

Additional private vehicle traffic to marina/ Marina Service Area

X ~

Noise and Vibration Dredging / ecavation O O On site construction noise (excluding piling) Marina Link

~ ~

On site construction noise (excluding piling) Marina Service Area

~ ~

On site construction noise (excluding piling) Marina Berths ~ ~

Piling noise XXX X On site construction vibration (piling) X ~ Off site construction traffic impacts -construction vehicles

~ ~





Off site construction traffic impacts -staff vehicles

XX ~

Operational noise (non-traffic) – Marina Link XX ~ Operational noise (non-traffic) – Marina Service Area X ~

Operational noise (non-traffic) – Marina Berths ~ ~

Operational road traffic noise O O Air Quality and Human Health

Reduction in air quality from construction traffic X ~

Reduction in air quality from marine-based construction plant ~ ~ ~ ~

Reduction in air quality from mobile machinery X ~

Reduction in air quality from construction dust XX X

Reduction in air quality from road vehicle emissions ~ ~

Archaeology and Cultural Heritage Disturbance of marine archaeological sites/ artefacts ~ ~

Removal of WWII pillbox and 5 mooring bollards X X

Disturbance of terrestrial archaeological sites/ artefacts ~ ~

Effects on designated sites ~ ~ � � Land use and Local Community

Change in land use � � �� Change to local community use X X ��

Landscape and Visual Assessment Change to landscape character – Marina Link XX XX � ��

Change to landscape character – Marina Service Area X X � ��

Change to landscape character – Marina Berths XX XX � ��

Change to landscape character – Pedestrian Footbridge

X X ��

Change to visual environment – Marina Link X X � �� Change to visual environment – Marina Service Area XX XX � ��

Change to visual environment – Marina Berths X X � ��

Change to visual environment – Pedestrian Footbridge X X ��





Other Human Activities Disruption to tourism ~ ~ Disruption to leisure & recreation XX X Increased tourism �� Improved leisure & recreation opportunities ��

Cumulative Impacts of the HRO scheme alongside other Waterfront developments (Bussiness Park, Marina Village, Watersports Centre, Cavendish Dock)

Disturbance of Walney Channel bird species

X ~

Disturbance of Cavendish Dock bird species XX XX

Disturbance of Roosecote Sands bird species X ~

Disturbance of breeding birds X X Direct loss habitat – neutral grassland XX XX Direct loss habitat – amenity grassland ~ ~ Direct loss habitat – scrub X ~ Direct loss habitat – bracken ~ ~ Direct loss habitat – intertidal ~ ~ Direct loss habitat – saltmarsh O O Direct loss habitat – reedbed ~ ~ Disturbance of doormouse O O Disturbance of otter ~ ~ Disturbance of water vole O O Disturbance of bats XX X Disturbance of badgers ~ ~ Disturbance of amphibians ~ ~ Disturbance of reptiles XX X Disturbance of invertebrates X X Changes to road traffic & access X X Changes to pedestrian & bicycle traffic & access X ��

Changes to marine traffic & access ~ � Introduction of waste material – water & soil quality

~ ~

Introduction of waste material – visual amenity

~ O

Introduction of waste material – habitats & species

~ O

Changes to employment �� Changes to quality of life ~ �� Changes to economic growth ~ �� Disturbance to Archaeological conservation areas X ~

Disturbance to listed buildings O O





Disturbance to sites & monuments X O Disturbance to maritime archaeology O O

Conclusions

Beneficial impacts

198 The Scheme contains elements that are fundamental to the wider Waterfront Master Plan which should provide major socio-economic benefits to Barrow Port Area and the town.

199 The Scheme itself has the potential to create moderate benefits to land use with new recreational facilities and improvements to the visual and landscape character resulting from regeneration of the port area.

200 The Pedestrian Bridge will provide a major benefit in terms of additional pedestrian and cycle access to Barrow Island. (It is also an opportunity to create an iconic structure that will visually improve linkages between the town and Barrow Island and increase civic pride.)

Adverse impacts – construction

201 The main adverse impacts resulting from construction are the minor to moderate disturbance to birds (mainly in important adjacent sites) and fauna (particularly reptiles on site).

202 There is sufficient feeding habitat for birds to be temporarily displaced with only minor impact.

203 For port users and local residents, there will be minor adverse impacts caused by traffic disruption; through noise and visual impacts from construction activity.

204 There will be the loss of one World War II pill box and five mooring bollards of historic interest from within the footprint of the Marina Link.

Adverse impacts - operation

205 Despite mitigation through the creation of habitat favourable to reptiles and invertebrates on the slagbanks and on land outwith the HRO Scheme (adjacent to the Marina Service Area), permanent adverse impacts include the net loss of an area (3.7ha) of semi-natural grassland and scrub, which was assessed as being good reptile habitat and was also likely to host bird and invertebrate species of interest.

206 There will be occasional short-term delays to users of Ramsden Dock Road, a private road that allows access to the south west area of ABP land.


References:

ABPmer, 2005 – “Barrow Port Master Plan Scoping Study” ABPmer, 2006 – “Strategic Flood Risk Assessment: Barrow-in-Furness – Phase 2” Barrow Borough Council, 2007 – “Port Area Action Plan”

Capita Symonds, 2006 – “Ramsden Business Park Environmental Statement” for West Lakes Renaissance; Genecon, 2005a – “A Plan for Developing Cumbria Cruise Terminals” for West Lakes Renaissance; Genecon, 2005b – “Irish Sea Sailing and the demand for the new marina proposal at Barrow in Furness, Cumbria” for West Lakes Renaissance; Genecon, 2006 – “Marina Link – Port of Barrow: Economic Appraisal” for West Lakes Renaissance; White Young Green, 2007 – “Barrow Port Pedestrian Bridge Outline Design Study” for West Lakes Renaissance; Royal Haskoning, 2007 - Barrow in Furness Waterfront Development Harbour Revision Order – Scoping; Royal Haskoning, 2009 – Barrow-in-Furness Waterfront Development: Associated British Ports (Barrow Marina) Harbour Revision Order Environmental Statement (unpublished).

Associated British Ports (Barrow Marina) Environmental ... · Final Report 9T9236 . Document ... (ES) for the Association British Ports (Barrow Marina) Harbour Revision Order (HRO).

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