NTS: Non-technical summary - IEMA - HomeRourke/Royal... · 2018-07-20 · summarised in this non-technical summary. The proposed development site NTS.5 The 21.3 hectare(1) site lies

Royal Pier Waterfront, Southampton

Environmental Statement

NTS

NTS: Non-technical summary

Royal Pier Waterfront ES: Non-technical summary RPW (Southampton) Ltd

Terence O’Rourke 221403b August 2015 NTS-1

Non-technical summary

Introduction

NTS.1 Southampton City Council has identified seven ‘Very Important Projects’ to the city, one of which is the regeneration of Royal Pier (including the Red Funnel vehicle ferry terminal site) and Mayflower Park to create a waterfront of international standing. The area was allocated for redevelopment in the city’s 2006 local plan and this is treated as a firm commitment in subsequent planning policy documents, including the Core Strategy, the City Centre Action Plan and the City Centre Masterplan.

NTS.2 RPW (Southampton) Ltd is therefore applying to Southampton City Council for a mixed use regeneration of the waterfront, including the reclamation of land for the extension of Mayflower Park and its use by the annual PSP Southampton Boat Show, the construction of an underground car park, new homes, offices, retail floorspace including an indoor market, a hotel, cultural and civic uses, leisure space, a casino, conference accommodation, hard and soft landscaping, associated earthworks and flood defence works, new vehicular, pedestrian and cycle accesses, infrastructure including substations and foul pumping station(s), surface parking, a marine basin, replacement public slipway and other marine-related infrastructure. Figure NTS.1 shows the location of the site in relation to Southampton and the planning application boundary.

NTS.3 In addition, a marine licence will be needed from the Marine Management Organisation under the Marine and Coastal Access Act 2009 for the proposed marine works, including localised dredging, land reclamation, pontoons and replacement pile sockets for the PSP Southampton Boat Show. The marine licence application boundary is shown on figure NTS.1. An application for a Transport and Works Act Order under the Transport and Works Act 1992 will also be submitted to the Secretary of State, which will authorise the reclamation of land, the construction of marine works that interfere with public rights of navigation and the reconfiguration of Mayflower Park.

NTS.4 An environmental impact assessment (EIA) was needed, in accordance with the Town and Country Planning (Environmental Impact Assessment) Regulations 2011 (as amended) and the Marine Works (Environmental Impact Assessment) Regulations 2007 (as amended), because of the potential for significant environmental effects. An environmental statement (ES) has been prepared to report the findings and its key elements are summarised in this non-technical summary.

The proposed development site

NTS.5 The 21.3 hectare(1) site lies partly within the wider Eastern Docks of the Port of Southampton and is split into two parcels. The larger 20.6 hectare parcel is bounded to the south west by the River Test estuary, to the north west by the Western Docks, to the south east by Town Quay and to the north east by the city centre (figure NTS.1). It comprises the 4.23 hectare Mayflower Park,

1 One hectare is 10,000 square metres – approximately the size of Trafalgar Square in London.



the grade II listed Royal Pier structure, the former pier gatehouse building (currently occupied by Kuti’s restaurant) and the marshalling yards and terminal building for the Red Funnel vehicle ferry. The A33 Town Quay runs along the north eastern edge of the site. The smaller, 0.65 hectare triangular parcel comprises the car park for the neighbouring Grand Harbour Hotel and is bounded by the hotel to the east, West Quay Road to the west and Harbour Parade to the north. No development is proposed in this area, which will be retained in its existing use as a car park, so it is not considered further.

NTS.6 Vehicular access to the site is currently from Dock Gate 7 off the A33 Town Quay to the north east. The site is largely flat, with levels varying by around 1.2 metres from the lowest point in the north west to the highest point in the north east.

NTS.7 Mayflower Park in the north west of the site is an area of public green space that includes a multi-use games area, children’s play facilities, a café and toilets. An access road runs through the park and extends along the water’s edge, providing around 60 car parking spaces. The park occupies land reclaimed from Southampton Water between 1927 and 1934 and serves as the venue for the annual PSP Southampton Boat Show. There are two existing public slipways on the southern edge of the park. Planning permission was granted in June 2014 for a 40 m high Spitfire Monument in the south west of the park, partly overhanging the water’s edge and supported on piles.

NTS.8 Royal Pier in the south of the site opened as a timber structure in 1833 to serve passenger steamers to the Channel Islands, Le Havre and the Isle of Wight. A new pier gatehouse was built in 1888. The pier was rebuilt and extended in 1892, using iron piles, and in 1894 was provided with a pavilion with refreshment rooms, a bandstand and viewing platforms. A new gatehouse was built in 1930. The pier continued to be used for regular passenger services until 1969. Except for the gatehouse, which remains in use, Royal Pier was closed in 1979. Fires in 1987 and 1992 destroyed all the buildings on the pier itself. Part of the pier platform fell into the sea in 2010 and it is now deteriorating rapidly.

NTS.9 The Red Funnel vehicle ferry terminal lies in the south east of the site. It comprises the existing marshalling yard and terminal building for the vehicle ferry, together with the associated operational compound, fuel tanks and mooring and boarding infrastructure.

NTS.10 The site boundary extends into the River Test estuary, which forms part of Southampton Water. The site comprises around 7.6 hectares of terrestrial (land) area and 13.7 hectares of marine area, plus a further 0.6 hectares of marine area that is outside the planning application boundary to the east of Town Quay. This area covers the existing Red Funnel passenger ferry marine facilities at terminal 2 on Town Quay.

NTS.11 To the south east of the site lies Town Quay, a pier structure that extends into the estuary and provides a mix of offices, retail units and restaurants. Red Funnel’s Red Jet Hi-Speed service to the Isle of Wight and the Hythe Ferry currently embark from the east side of Town Quay. Town Quay Marina,



which provides 140 berths and is managed by ABP, lies between Town Quay and Trafalgar Dock to the east. Southampton city centre lies beyond the A33 Town Quay to the north east of the site. The City Cruise Terminal is located at Berth 101 in the Western Docks to the north west of the site.

NTS.12 The key sensitive receptors on and around the site are shown on figure NTS.2.

The proposed development

NTS.13 The master plan is shown on figures NTS.3a to NTS.3c (proposed land uses and open space), NTS.4 (proposed building heights) and NTS.5 (proposed access and movement).

Terrestrial works

NTS.14 The existing buildings and structures on site that will be demolished are shown on figure NTS.6. These include the Red Funnel vehicle ferry terminal building, operational compound, fuel tanks and other associated terrestrial infrastructure such as ticket booths and signage. The existing pier gatehouse building in the north east of the site, which is currently occupied by Kuti’s restaurant, will be retained as part of the proposed development and no works are proposed to this structure.

NTS.15 Figures NTS.3a (lower ground floor), NTS.3b (ground floor) and NTS.3c (upper floors) show the distribution of proposed land uses across the site. A range of retail uses are proposed at ground floor level, including the following:

• Up to 5,110 square metres (55,000 square feet) of speciality non-food shops, with up to 20 units across the development

• A foodstore with a floorspace of up to 929 square metres (10,000 square feet)

• Up to 929 square metres (10,000 square feet) of financial and professional services floorspace, with up to 10 units across the development

• Up to 4,645 square metres (50,000 square feet) of restaurants, cafés, bars and take-aways, with up to 20 units across the development, including a replacement café at the main pedestrian entrance / exit point to the underground car park on the edge of the park

• A covered Epicurean Market in block RPC 1 with a maximum floorspace of up to 2,323 square metres (25,000 square feet), which will be designed to bring together high quality produce from the local area, Hampshire and the wider region

NTS.16 Up to 47,195 square metres (508,000 square feet) of office floorspace is

proposed in blocks WQB and WQC in the north west of the site and blocks RPD 1, RPD 2 and RPD 3 fronting onto the new Mayflower Park (figures NTS.3b and NTS.3c).

NTS.17 Subject to the award of a casino licence, a casino with a floorspace of up to 6,503 square metres (70,000 square feet) is proposed in block RPC 5, above the Epicurean Market and the cultural building. Up to 7,432 square metres



(80,000 square feet) of other leisure floorspace is proposed, which may be located in blocks WQB and WQC and / or blocks RPD 1, RPD 2 and RPD 3. The proposed leisure uses could include a gym / spa. A 250-bedroom 4* hotel is proposed in block RPC 2 in the south of the site, fronting onto the River Test estuary (figures NTS.3b and NTS.3c), with a maximum floorspace of 11,427 square metres (123,000 square feet).

NTS.18 Self-supporting cultural and civic uses focused around the heritage of the city, technology and the arts for residents and visitors are proposed in blocks RPC 4, in the south east of the site, and WQA, in the north east of the new Mayflower Park, with a combined floorspace of up to 10,219 square metres (110,000 square feet). It is envisaged that these could include uses such as an arts cinema, theatre space, an art gallery and exhibition space.

NTS.19 Up to 1,858 square metres (20,000 square feet) of conference floorspace is proposed, which is likely to be shared between the hotel and the cultural buildings. It is envisaged that this will include a 929 square metre (10,000 square feet) conference facility, together with a ballroom / conferencing / banqueting room, meeting rooms and ancillary space.

NTS.20 Residential use is proposed on the ground floor in the northern part of blocks TQA and TQB in the north of the site and on the upper floors of all the blocks that will have retail uses on the ground floor, with the exception of RPC 1 (the Epicurean Market) (figures NTS.3b and NTS.3c). Up to 730 apartments are proposed, comprising 190 one-bed units, 455 two-bed units and 85 three-bed units.

NTS.21 It is proposed to provide an extended, reconfigured Mayflower Park, with improved public realm and facilities (figure NTS.7). The reconfigured park will extend to 5 hectares and will include an extensive waterfront with a suspended timber boardwalk and seating. The consented Spitfire Monument has been incorporated into the park design and will be bordered by a hard landscaping area for viewing cruise liners. A multi-use games area will be provided off this area to replace the existing basketball court. The proposed landscape planting in the park will include two semi-mature replacement trees for every tree removed. Tree and shrub planting are also proposed in the neighbouring commercial areas, along the eastern edge of the park and in the new plaza next to the pier gatehouse. A range of grasses will also be planted in the park.

NTS.22 Five main paths are proposed through the park, with the central avenue linking from the main entrance on the A33 Town Quay to the waterfront (figure NTS.7). A mix of grey and white pavings are proposed, together with granite and resin-bound gravel. Pre-cast Portland stone will be used for walls within the park and steps will be either York stone or Portland stone. A replacement café and toilets will be provided at the exit from the underground car park, within a plaza area on the edge of the park. Eight escape stairs from the underground car park will exit into the park and will be incorporated in small structures, such as wind shelters. A replacement children’s play area will be provided next to the proposed civic building and an interactive water play feature is also proposed in the park.



NTS.23 The space around the pier gatehouse will be an important entrance to the site. The proposed change in levels between the A33 Town Quay and the development (see paragraphs NTS.25 and NTS.26 below) will be used to create a gently rising urban plaza of Purbeck stone. A series of seating terraces will be provided around the area and tree planting is also proposed. The listed gate piers will be retained within the area and it is proposed to re-use the associated railings within the design.

NTS.24 The proposed maximum building heights for each block are set out in table NTS.1 and shown on figure NTS.4.

Block Height above ground level Number of storeys

WQA (civic building) 15 m (north), 16 m (centre) and 18 m (south)

2

WQB 50 m (east) and 58 m (west) 11-13

WQC 22 m (east) and 38 m (west) 5-9

TQA 23 m 5-6

TQB 23 m 5-6

RPA 17.65 m 4

RPB 1 and RPB 3 30 m 7

RPB 2 and RPB 4 27.4 m 7

RPB 5 30 m 6-7

RPC 1 (Epicurean Market) 19.5 m 1

RPC 2 (hotel) 75 m 20 (19 over podium)

RPC 3 30 m 6

RPC 4 (cultural building) 25 m (waterside edges) and 30 m (remainder of block)

3

RPC 5 (possible casino) 30.65 m (east) and 32 m (west) 6

RPD 1 30 m (north) and 35 m (south) 6-7

RPD 2 35 m 7

RPD 3 40 m 8

Café in park 5.8 m 1

Table NTS.1: Proposed building heights

NTS.25 It has been agreed with the Environment Agency and Southampton City

Council that the floor levels of the new buildings will be set above the 1-in-200 year flood level for 2115, incorporating an allowance for wave action and overtopping. The minimum finished floor level of the buildings will therefore be set at 4.5 m above Ordnance Datum. As this is substantially above the existing ground levels, it is proposed to raise the existing levels in the north and east of the site, where the proposed buildings will be located, to the 4.5 m above Ordnance Datum threshold.

NTS.26 Most of the new Mayflower Park will be around 4.2 m above Ordnance Datum. There will be steps and slopes down to the proposed quayside boardwalk and the existing park edge in the west of the site, which will be maintained at the existing level of 3.2 m above Ordnance Datum. Steps will also be provided down to the existing pier gatehouse building, which will remain at its current level of 3.2 m above Ordnance Datum. The proposed site levels are shown on figure NTS.7, with sections provided in figure NTS.8. The proposed levels strategy will result in continuous raised ground levels along the north eastern edge of the site from the port facilities to the west to Town Quay to the east. This area will be above the existing level of the A33



Town Quay, with levels ramping back down north of the flood defence line to provide access to the road.

NTS.27 An underground car park will be incorporated into the scheme, which will accommodate most of the proposed car parking spaces (figure NTS.9), with some additional car parking provided at surface level adjacent to block WQB and to the south east of the new Mayflower Park (figure NTS.5). A total of 2,259 spaces will be provided, 1,979 of which will be in the underground car park, 80 of which will be as undercroft parking beneath blocks WQB and WQC, and 200 at surface level. Vehicular access to the underground car park for residents will be provided by a ramp next to block WQA, a dedicated ramp opposite block RPD 3 will provide access to the hotel section of the car park, and vehicular access for shoppers and other site users will be by a ramp next to block WQB.

NTS.28 Pedestrian access will be by the main entrance / exit into the park at the café and by lifts and stairs within the new buildings. The underground car park will be mechanically ventilated using 2.8 m high stacks that will be within the proposed wind shelters in the park. Details of the construction of the underground car park are provided in paragraph NTS.34 below. Cycle parking will be provided throughout the scheme, including 205 spaces around the park and 730 spaces in the underground car park to serve the proposed dwellings.

NTS.29 Six vehicular access points are proposed to the site (figure NTS.5), providing access to the underground and surface car parks, the new main vehicular route to the hotel, servicing routes and blocks WQB and WQC. Pedestrian access will be available from the A33 Town Quay, Herbert Walker Avenue and Town Quay. The development streets will be pedestrianised. A four lane priority junction will be created off the A33 Town Quay, with two lanes leading to / from the main vehicular route through the site and two providing access to the underground car park. The main vehicular route through the site will be shared surface and will mainly serve the hotel and the short term surface parking. Cars and taxis will be able to drop guests at the hotel entrance.

NTS.30 Four priority junctions will be created off Herbert Walker Avenue to provide access to the underground car park, the surface car park for Mayflower Park and blocks WQB and WQC. A priority exit only junction will be created onto Town Quay to enable servicing of the units in blocks TQA and TQB that face the proposed marine basin. Servicing of the proposed restaurants, retail and offices in the other blocks will be undertaken outside normal operating hours, using the pedestrianised streets that pass between the development blocks.

Marine works

NTS.31 It is proposed that the Royal Pier will be demolished from the sea, from the top down and from both ends at the same time. Waste on the seaward end will be loaded into barges and taken off site by sea, while waste on the landward end will be taken off site by HGV. The existing Red Funnel marine structures that are not to be re-used at the Trafalgar Dock site, including



linkspans(2), mooring dolphins(3) and pontoons (figure NTS.6), will also be demolished and removed from the site on barges.

NTS.32 The proposed land reclamation will be constructed in two sections (figure NTS.10). The first (area A) will be the extension to Mayflower Park and the underground car park beneath. The second (area B) will be the edge of the underground car park beneath the buildings at the southern end of the site. The edge of the reclamation will consist of a sheet piled wall, which will slope down from the 4.2 m above Ordnance Datum park level to the existing ground level at the corner of the park. Typical sections of the sheet piled wall are shown on figure NTS.11, while the location of the different sheet piled wall types is shown on figure NTS.12.

NTS.33 The reclamation will form the development platform for the underground car park. It will consist of sea-dredged sand and gravel, which is likely to come from an existing licensed dredge zone in the south coast area. Piling mat material is likely to be sourced onshore and may include recycled concrete from the demolition of existing structures on site. Depending on the final volume of fill needed, the material generated on site, with a small amount of fill brought in from land-based sources, may be sufficient for filling of the site.

NTS.34 Around 134,000 cubic metres of material will be placed in the reclamation area. Water from the reclamation area will be pumped back out into the sea. The discharge will pass through a silt screen. It is anticipated that the maximum discharge will be in the order of 3.7 cubic metres per second at its fastest. The underground car park will be built on the reclaimed area and will be supported by reinforced concrete piles. A waterproof membrane will then be installed and the reinforced concrete car park will be constructed. The reclamation and underground car park construction will be carried out in sixteen steps across the two main stages, with area A constructed first (figure NTS.13 and table NTS.2).

2 A linkspan is a hinged bridge on the quay at a ferry terminal that can be connected with a ramp on a

vessel to allow loading or unloading. 3 Mooring dolphins are man-made marine structures that extend above the water level and are not

connected to the shore.



Construction activity Details

1. Mobilise construction plant

This is likely to include a piling rig on a jack-up barge and a floating barge

2. Install sheet piles around area A

Starting at the north west corner of the existing Mayflower Park, steel sheet piles will be installed using an offshore rig. Sheet piles will also be installed onshore within the park itself. Once the complete wall is constructed, the water will be pumped out down to approximately 0.5 m above seabed. Subject to approvals, the water will be pumped directly into the sea. The discharge will pass through filters to prevent discharge of silts. Around six pumps will be needed, discharging through eight filter units with two separate discharge points. A maximum discharge rate of 800 cubic metres per hour is likely

3. Place engineering fill in area A

The seabed will be removed where necessary to -2.25 m Ordnance Datum and engineering fill will be placed to -2.25 m Ordnance Datum. This will be the formation level of the entire area A. Material that is removed from the seabed will be placed in adjacent areas that are below -2.25 m Ordnance Datum

4. Install dewatering system and dewater area A

14 deep well dewatering pipes / pumps will be installed from an offshore rig to a depth of 15 m. These will be used to dewater down to -3.25 m Ordnance Datum (1 m below the engineering fill). Subject to approval, the water could be pumped directly back into the sea. This is likely to be through a single 150 mm pipe. A diffuser may be provided to reduce discharge speeds. Flow rates will vary, but a rate of 10-20 litres per second has been assumed at this stage. Area A will then be a dry environment with an engineered fill surface

5. Place piling mat in area A

A 1 m deep piling mat will be placed across the entire area

6. Install piles and tie rods

Using the piling mat as a dry surface, installation of the piles will be carried out using traditional piling equipment. Pile caps, tie rods and reinforcement of the basement slab will also be placed ready to be concreted

7. Construct basement car park in area A

The construction of the car park will begin once the piles have been placed, starting with the installation of a waterproof membrane. With such a large area of basement slab to be constructed, this will be phased and will include expansion joints where necessary

8. Stop dewatering and remove dewatering system

Once the basement has been constructed and is watertight, the dewatering system can be stopped and removed. Area A will then be a watertight and useable basement structure

9. Install sheet pile in area B

The existing Royal Pier will be removed. Starting at the southern part of the existing Mayflower Park, steel sheet piles will be installed using an offshore rig. Sheet piles will also be installed onshore within the park itself. Once the complete wall is constructed, the water will be pumped out down to approximately 0.5 m above seabed. Subject to approvals, the water will be pumped directly into the sea. See above in point 2 for area A for details of discharges

10. Place engineering fill in area B

As above in point 3 for area A

11. Install dewatering system and dewater area B

12 deep well dewatering pipes / pumps will be installed from an offshore rig to a depth of 15 m. These will be used to dewater down to -3.25 m Ordnance Datum (1 m below the engineering fill). Subject to approval, the water could be pumped directly back into the sea. Area B will then be a dry environment with an engineered fill surface. See above in point 4 for area A for details of discharges

12. Place piling mat in area B


13. Install piles and tie rods


14. Construct basement car park in area B


15. Stop dewatering and remove dewatering system

Once the basement has been constructed and is watertight, the dewatering system can be stopped and removed. Area B will then be a watertight and useable basement structure

16. At low tide, cut through basement wall

The central retaining wall will be cut through to open up the car park at low tide. Joints will be waterproofed as necessary. The car park will then be complete

Table NTS.2: Construction sequence for reclamation and underground car park



NTS.35 The existing basin between Royal Pier and Town Quay will be dredged to provide berths along the western edge for visiting tall ships and super yachts. The extent of the proposed dredging is shown on figure NTS.14. The dredged area will extend to 18,700 square metres and around 37,000 cubic metres of material will be removed. Subject to the agreement of the Marine Management Organisation and the Centre for Fisheries and Aquaculture Science, it is proposed to dispose of the dredged material at the Nab Tower Disposal Site, to the south east of the Isle of Wight. The berths will be provided by concrete pontoons, with access to the quayside by a brow / linkspan.

NTS.36 The existing seabed pile sockets for the PSP Southampton Boat Show, to which temporary pontoons are attached to provide moorings during the show, will be covered by the proposed land reclamation. Up to 75 replacement sockets will be installed next to the sheet piled wall around the land reclamation area and in front of the proposed marine basin.

NTS.37 A new public slipway will be provided to replace the existing slipways at Mayflower Park. It will be formed by a suspended reinforced concrete slab, supported on a sheet piled wall edge. The location of the proposed slipway is shown on figure NTS.10 and details are provided on figure NTS.15. The locations of the proposed permanent aids to navigation are shown on figure NTS.16. They will each consist of two lights 2 m apart, mounted on a post. This has been agreed in principle with ABP.

Drainage and energy

NTS.38 Several existing surface water drainage pipes cross the site. Three will be diverted as part of the proposed development, because their existing outfalls into the Test estuary will be covered by the land reclamation. Surface water runoff from the proposed development will be drained to the estuary, through appropriate types of oil interceptors. A series of high level overflows that can be triggered at different tide locking levels will be incorporated into the drainage system. This will prevent flooding caused by water backing-up in the system. The proposed works to existing outfalls and the proposed surface water drainage strategy are shown on figure NTS.17.

NTS.39 It is proposed that gas-fired combined heat and power (CHP) units will be used to meet some of the demand for heating and hot water associated with the proposed residential units, with the rest of the demand being met by gas-fired boilers. The proposed hotel will also have its own gas-fired CHP unit and gas-fired boilers, while the proposed civic and cultural buildings and casino will be served by gas-fired boilers. The proposed retail, office and leisure units will be served by systems that use a refrigerant to generate both heating and cooling. Solar panels will be installed on the roof of the civic building to meet some of that building’s electricity demand.

Alternatives

NTS.40 RPW (Southampton) Ltd has not considered alternative sites because the site is identified in policy AP 23 of the adopted City Centre Action Plan, which replaced policy MSA 4 of the adopted City of Southampton Local Plan 2nd Review in March 2015, for a major mixed use development, the aim of which



is to regenerate the site to create a high quality international waterfront destination.

NTS.41 The master plan has evolved over time and has been subject to a number of changes following consultation with statutory bodies and the public, as well as the findings of baseline environmental studies. The main aspects of the master plan where alternatives were considered are:

• Building layout, massing and heights – the location and form of the proposed buildings was developed to retain key / strategic views of the water and views from Mayflower Park towards St Michael’s Church spire and the town walls. The massing, height and scale of development were adjusted to reduce the size of the development next to the pier gatehouse and town walls. A landmark building was introduced to give a focal point and improve site orientation and legibility, but other tall buildings have been carefully placed to reflect existing building heights where possible

• Proposed floorspaces – the amounts and mix of the proposed floorspaces were developed based on commercial viability considerations and findings from studies into retail, hotel and leisure demand and capacity to ensure that a viable retail destination with active frontages onto both the park and the quayside would be created that would not directly compete with West Quay and the city centre

• Location of the proposed casino – alternative options of locating the casino in the underground car park or in blocks WQB / WQC were investigated and discounted for operational reasons and because occupier interest will enable early delivery of the casino to anchor the main leisure destination in the south east of the site

• Proposed car park – the original option of a surface multi-storey car park to accommodate most of the car parking on site was discounted because the proposed underground car park reduces the amount of engineering fill needed for the land reclamation, and will reduce the visual effects of the car parking while maximising the number of spaces

• Park design – the design of the park was developed in consultation with Southampton City Council and the PSP Southampton Boat Show to ensure that key requirements relating to size, layout and provision of facilities were met. The option of a continuous gentle rise throughout the park to meet the flood level requirements was rejected because the proposed solution of raising most of the park to 4.2 m above Ordnance Datum, with a change to 4.5 m above Ordnance Datum close to the proposed buildings, allows a level surface for the Boat Show and the incorporation of drainage overflow outfalls into the landscape step between the two levels

• Energy sources – the option of connecting into the city’s existing CHP network was discounted because of capacity constraints and the fact that the distance of the site from the main network would require extension of the existing network infrastructure and an energy centre on site, which was not acceptable for design, environmental and cost reasons

• A range of alternative options was considered for the disposal of the dredged materials from the proposed marine basin, including incineration, beach nourishment, coastal reclamation, landfill and



aggregate production. Incineration was not considered practicable because of the energy needed to evaporate the water and the low organic content of the material. The low load-bearing capability of the material makes it unsuitable for beach nourishment or coastal reclamation, while landfill is costly. The sediments are unlikely to be suitable for concrete production, so will not be of interest to the aggregates industry

NTS.42 Further details on the evolution of the master plan and design rationale can

be found in the design and access statement submitted in support of the planning application.

Assessment methodology

NTS.43 The first stage of the EIA was the production of a scoping report that identified the potential environmental effects to be addressed during the process. This was sent to a range of consultees for comment and a number of additional issues were identified.

NTS.44 The specialist assessments, discussed in more detail below, followed generally similar methodologies. Desk and / or field studies were carried out to establish the existing situation at the site (the baseline). The effects of the proposed development were examined using a method that compares the sensitivity and importance of receptors(4) with the likely size of the change from the baseline situation to establish the degree of the effects. If the degree of effect is moderate or above, then the effect is considered to be significant. Slight or negligible effects are not considered to be significant.

NTS.45 The degree of an effect determines the resources that should be put in place to avoid or reduce (mitigate) an adverse effect and identifies the actual value of a beneficial effect.

NTS.46 The potential for cumulative effects with other developments in the area that are consented, proposed or committed was also examined. The following developments were included in the cumulative effects assessment, as agreed with Southampton City Council and the Marine Management Organisation:

• Relocation of Red Funnel’s facilities to Trafalgar Dock, including a new terminal building, marshalling yard and marine infrastructure

• Southampton Approach Channel dredge – dredging works to deepen and widen parts of Southampton Water

• Centenary Quay maintenance dredge – dredging works to reinstate the working depths on Centenary Quay on the River Itchen

• Port of Southampton maintenance dredge – twice yearly dredging works to remove material from maintained berths and channels within the port

• Shamrock Quay maintenance dredge – dredging works to maintain suitable basin depths at Shamrock Quay on the River Itchen

• Ocean Village Marina maintenance dredge – dredging works to retain basin depths at design levels at Ocean Village Marina on the River Itchen

4 A receptor is a part of the natural or man-made environment, such as a river, a woodland, a person or a

building, that is affected by an impact.



• Hythe Marine Park maintenance dredge – dredging works to maintain the existing depths at Hythe Marine Park on Southampton Water

• SMC Marchwood maintenance dredge – dredging works to maintain operational and navigation depths in the approaches and berths at SMC Marchwood on the River Test

• Centenary Quay marine inlet and river edge works – structural construction and ecological enhancement works to create a marine inlet and proposed river edge that will form the western edge of a mixed use development on the former Vosper Thornycroft Shipyard in Woolston

• Fawley Berth 5 Marine Terminal – upgrading of the terminal to accommodate the same size vessels as currently, but fully loaded, following the Southampton Approach Channel dredge

• Watermark West Quay – a mixed use development comprising alterations to the existing West Quay Shopping Centre, including retail development, a hotel, flats, a cinema and offices

• Lidl distribution centre – a regional distribution centre at Lower Redbridge Lane

• Morrisons Superstore – redevelopment of an existing shopping centre and car park on East Street for a new foodstore

• Central Station South – redevelopment of land to the south of Southampton Central Station for a mixed use business district, including offices, shops, dwellings and a hotel

• ABP multi-deck car park, Eastern Docks – an extension of the existing multi-deck vehicle storage facility off European Way

• Former Meridian TV Studios, Radcliffe Road – redevelopment with 351 dwellings, retail and office floorspace and an extension of the local park to the waterfront

• Land at Test Lane – redevelopment of the site to provide offices, industrial and storage and distribution floorspace

Environmental effects

Estuarine processes

NTS.47 The estuarine processes assessment examined the potential for changes to estuarine water levels, the speed and direction of flows, and the rate that sediments are deposited on the seabed as a result of the proposed development. Modelling was carried out to predict potential changes within and around the marine part of the site, as well as within the wider Test estuary and around the Nab Tower Disposal Site (where it is proposed to deposit the material dredged from the site). The modelling took account of potential effects associated with climate change.

NTS.48 The proposed land reclamation will lead to changes in water flow speeds between the container port and Dock Head. The effect will be slight and not significant for most of the estuary, but a moderate significant effect is predicted close to the designated intertidal areas as a result of the higher importance of these areas. The effect of the land reclamation on water levels will occur over a larger extent, around the container port and from the site to the lower reaches of the River Itchen and Netley. The modelled change will only be around 1 mm and will be slight and not significant for most of the estuary. However, as for flow speeds, the higher importance of the



designated intertidal areas means that the effect on water levels will be moderate and significant in these areas. The potential for these changes to affect the designated areas is discussed in the marine and terrestrial ecology section below.

NTS.49 The proposed land reclamation also has the potential to affect the local estuary shape as a result of the loss of estuary area to the reclaimed land. Overall, the proposed development will lead to the loss of approximately 0.12% of the volume of Southampton Water at high water, which will be a moderate, significant effect. Water will need to be discharged from the land reclamation area during the reclamation works, which has the potential to lead to increased suspended sediment concentrations in Southampton Water. However, a range of measures will be used during dewatering, including silt screens and filters, which will ensure that there will be no significant increase in suspended sediments in Southampton Water.

NTS.50 The proposed dredging works are predicted to lead to a negligible increase in sediment levels in the water in and around the site that will not be significant. It will only be a short term change, as the disturbed sediments will quickly disperse or settle back onto the seabed. There will be no significant effects on Southampton Water as a whole from the proposed dredging. As a result of the relatively small amount of material to be disposed of at the Nab Tower Disposal Site, and the fact that the material will be quickly dispersed across the deposit area, a slight effect that will not be significant is predicted on the disposal site.

NTS.51 The proposed piling works during the construction of the sheet piled wall, PSP Southampton Boat Show pile sockets, boardwalk and mooring structures, and the demolition of the pier and the Red Funnel infrastructure, have the potential to release sediments from the seabed and lead to increased erosion around the piles. However, the relatively small areas of piling and demolition mean that these effects will be negligible and not significant. Post-construction, the modelling work showed that the proposed development will lead to an increase in sediment deposition of up to 10 cm over the course of a year in the area of the dredge, under Town Quay and in the western edge of Town Quay Marina. This will be a slight effect that will not be significant. There will be no significant effects on the wider Southampton Water.

NTS.52 The potential for cumulative effects on estuarine processes with other marine projects proposed in the surrounding area was also examined. The highly localised changes anticipated as a result of the proposed Royal Pier Waterfront dredging mean that no significant cumulative effects were predicted on sediment levels in Southampton Water as a result of cumulative dredging activities. The additional volume of dredged materials to be disposed of at the Nab Tower Disposal Site as a result of the Royal Pier Waterfront project is negligible in the context of ongoing disposals, and will not contribute to a significant cumulative effect at the disposal site.

NTS.53 Numerical modelling was carried out to determine whether there is the potential for significant cumulative effects on water levels and flow speeds. The cumulative change in water levels was estimated to be similar to that



predicted to result from the Royal Pier Waterfront scheme alone, while no significant cumulative effects were identified on flow speeds.

Marine and terrestrial ecology

NTS.54 There are several nationally and internationally designated nature conservation sites in the vicinity of the Royal Pier Waterfront site, including the Solent and Southampton Water Special Protection Area and Ramsar site and the Hythe to Calshot Marshes Site of Special Scientific Interest 470 m across the estuary to the south west. The Dibden Bay Site of Special Scientific Interest is approximately 760 m south west of the site, while the New Forest Special Protection Area, Ramsar site, Special Area of Conservation and Site of Special Scientific Interest is approximately 4 km to the south west. The Solent Maritime Special Area of Conservation is approximately 2.7 km to the south of the site. The Eling and Bury Marshes Site of Special Scientific Interest is around 2.8 km to the north west of the site. The Southampton Common Site of Special Scientific Interest is around 2.6 km to the north of the site. The Lee-on-the-Solent to Itchen Estuary Site of Special Scientific Interest is around 1.3 km to the east of the site, while the River Itchen Special Area of Conservation is around 5.5 km to the north east.

NTS.55 As it is proposed to dispose of the dredged material at the Nab Tower Disposal Site, to the south east of the Isle of Wight, the marine ecology assessment also considered the potential for effects on the South Wight Maritime Special Area of Conservation and the Offshore Overfalls and Utopia proposed Marine Conservation Zones, which lie around the Isle of Wight.

NTS.56 The seabed on and around the site is occupied by species that are tolerant of disturbance to the seabed, such as worms and molluscs. Several important species of fish are found in Southampton Water, including Atlantic salmon, sea trout, several types of shad, river and sea lampreys, and European eel. Parts of Southampton Water, including the Test, are designated as bass nursery areas. The marine ecology assessment also considered the potential for effects on seals, which have been recorded in Southampton Water in the past, and on commercial and recreational fisheries.

NTS.57 The relatively small area of subtidal habitat to be lost to land reclamation and the small scale of the proposed dredging works mean that there will be no significant adverse effects on marine habitats or species living on the seabed as a result of the land reclamation, dredging activities or the disposal of the dredged material. Similarly, the small scale of the works and the distance from the designated nature conservation sites mean that these will not be significantly affected by the proposed land reclamation or dredging. The small scale of the proposed dredging works, and the fact that they will be carried out outside the main fish migration period, mean that there will be no significant effects on fish populations or fisheries as a result of the dredging works and disposal of dredged material.

NTS.58 The changes in flow speeds identified in the estuarine processes modelling will be too small to affect the extent of the designated intertidal mudflats. However, the changes in water levels will lead to the loss of 0.14 hectares of designated intertidal habitat. Works to mitigate this loss are in the process of



being agreed with Southampton City Council and Natural England. These are likely to consist of the removal of debris and material from other areas of intertidal habitat within the wider Southampton Water, including at Chessel Bay and around Northam Bridge and Woodmill. With these measures in place, the effect on designated intertidal habitats will be negligible and not significant.

NTS.59 The distance of the site from the designated nature conservation areas means that there is no potential for bird populations to be significantly affected by noise and visual disturbance associated with the proposed construction works. Marine piling works have the potential to affect fish and seals in the area of works. To ensure that there will be no significant adverse effects on these species, piling will be carried out between October and mid-March to avoid the main migration periods of particularly sensitive fish species. Provision will be made for two stop periods of up to 72 hours if piling works start before the end of November, to allow salmon to move into the rivers Test and Itchen if salmon runs are detected. Low noise vibro-piling will be used where possible and soft-start procedures will be used to allow fish and seals to move away from the works before the maximum noise levels are reached. As no significant adverse effects are predicted on fish, there will also be no significant adverse effects on commercial and recreational fisheries.

NTS.60 A range of measures will be put in place during construction through a construction environmental management plan to ensure that the marine environment will not be significantly affected by pollution. These include storing chemicals and fuels outside the floodplain, the use of chemicals and cleaning materials that are not hazardous to the marine environment, keeping oil spill kits on site and not washing down plant while it is in the water. As discussed in paragraph NTS.38, surface water runoff from the site will be drained through oil interceptors as necessary to prevent significant effects on the marine environment from pollution post-construction.

NTS.61 The proposals will lead to an increase in the population of the Southampton area and the new residents are likely to make use of coastal sites for recreation. This has the potential to affect the Solent and Southampton Water Special Protection Area through increased disturbance of wintering and breeding birds. However, a financial contribution will be made towards the Interim Solent Recreation Mitigation Strategy, which sets out measures to address the effects of increased recreation on the protected sites of the Solent. This will ensure that there will be no significant adverse effects as a result of the proposed development. The distance of the proposed development from the intertidal area of the special protection area and the main waterfowl flight lines means that no significant effects are predicted on waterfowl as a result of increased lighting and the presence of new tall buildings.

NTS.62 There is also the potential for increased recreational use of the New Forest post-construction, as it is readily accessible from the site. This could lead to disturbance of breeding birds, trampling damage to vegetation and erosion. Discussions are ongoing with Southampton City Council and Natural England to agree an appropriate level of contributions to improve existing greenspace in the Lordswood and Lords Dale area, and to agree appropriate works. With



an agreed mitigation package in place, there will be no significant effects on the New Forest. The potential for effects on designated sites as a result of increased emissions from road traffic post-construction was also examined. The modelling showed that the increases will be too small to lead to significant effects on the designated sites.

NTS.63 Mayflower Park is a large area of managed amenity grassland containing common grass and weed species. There is scattered tree and shrub planting within the park, together with ornamental hedgerows along the northern park boundary and in the centre of the park. Areas of hardstanding in the south and east of the site have been colonised by weeds. The intertidal area of the site is occupied by common and widespread species, including barnacles, limpets and several types of seaweed and algae. Generally, the habitats on site are of low ecological value, although two of the intertidal habitats are of medium value. These are the large blue mussel beds beneath Royal Pier and on the pier structure, and a small area of cobbles, gravel and boulders below the sea wall along Mayflower Park.

NTS.64 Bat surveys of the buildings, other existing structures and trees on site did not find any evidence of roosting bats. Several species of birds were recorded that could be breeding on site, including magpies, goldcrests, goldfinches, greenfinches, house sparrows and starlings. In addition, the pier is used by several species of birds for roosting in winter, including herring gulls, oystercatchers, common gulls and black-headed gulls. The pier is also used by breeding herring gulls and oystercatchers.

NTS.65 The proposed development will lead to the loss of the existing habitat in Mayflower Park. However, as discussed in paragraph NTS.21, the replacement extended park will include two new trees for every tree removed, together with shrub planting and grasses. No significant effects are therefore predicted as a result of terrestrial habitat loss. A small area of intertidal habitat on the edge of the park and the northern side of the pier will be lost to the land reclamation, but this will be mitigated by the works to remove debris and material from other areas of intertidal habitat within the wider Southampton Water. No significant effects are predicted on intertidal habitats. The existing blue mussel beds will also be lost, although some of the mussels from the pier structure will be moved to new marine structures associated with the proposed development. Overall, a moderate, significant adverse effect is predicted.

NTS.66 The loss of the pier will remove an undisturbed structure used by roosting and breeding waterfowl. The loss of this breeding habitat will be a moderate, significant adverse effect at the local level for breeding waterfowl and a substantial, significant adverse effect at the local level for roosting waterfowl. A range of bird boxes will be installed on buildings and trees on site to provide replacement nesting opportunities for other birds, including starlings and house sparrows. Site clearance works will be carried out outside the bird breeding season, which runs from March to August. If this is not possible, a suitably qualified ecologist will check potential nesting habitat before it is cleared and an exclusion zone will be established around any nests.

NTS.67 The potential for cumulative effects on marine and terrestrial ecology with the other projects in the area was also examined. The small scale and localised



nature of the effects on marine ecology associated with the Royal Pier Waterfront development mean that the potential for cumulative effects is limited. Any changes will be relatively small in the context of existing subtidal habitats in Southampton Water and no significant cumulative effects are predicted. The relatively small scale of the works, the fact that the area already experiences noise, the use of mitigation measures and the avoidance of the main fish migratory period, as discussed above, will mean that there is no potential for significant cumulative effects on fish and fisheries. Similarly, no significant cumulative effects are predicted on seals as a result of increased noise and disturbance during construction.

NTS.68 Only the Trafalgar Dock scheme is close enough to the Royal Pier Waterfront site to lead to the potential for cumulative effects on birds using Southampton Water during construction. However, the distance of the Trafalgar Dock site from the special protection area means that no significant cumulative effects are likely as a result of noise, piling or visual disturbance.

NTS.69 There is the potential for developments that include a residential element to lead to cumulative effects on the interest features of the Solent and Southampton Water Special Protection Area as a result of increased recreational activity. As for Royal Pier Waterfront, the other schemes in the area will need to contribute to the Interim Solent Recreation Mitigation Strategy, so no significant cumulative effects are predicted. The contributions discussed above in paragraph NTS.62 will ensure that there will be no significant cumulative effects on the New Forest as a result of increased recreational activity.

Contamination

NTS.70 Desk studies and site investigations were carried out to establish the potential for existing contamination at the site, both onshore and offshore. In the late 19th century, the site area was mainly mudflats. The area of the site that is now Mayflower Park was reclaimed between 1927 and 1934. It was developed for railway land and then used for military storage and industrial purposes during World War II. The land at Mayflower Park was landscaped for use as public open space with associated car parking in 1965-1966. In the late 19th century, the land in the south east of the site that is now the Red Funnel vehicle ferry terminal was used for access to Royal Pier and Town Quay. Land reclamation was carried out in this area in the 1930s to 1940s and the 1960s to 1970s, after which the car ferry terminal and associated infrastructure were built.

NTS.71 A range of potentially contaminating historic land uses took place around the site between the 1940s and the 1990s, including depots to the north of the park, an upholstery works, a garage, stores and an engineering works to the north east of the vehicle ferry terminal, cargo sheds and railway lines at what is now Town Quay, and a wharf, an engineering works and workshops to the east of Town Quay.

NTS.72 There is the potential for unexploded bombs from World War II to be present beneath the offshore part of the site. Southampton was a key bombing target during the war and unexploded bombs have been recovered from the Southampton Docks area since the war ended, most recently in 2010.



NTS.73 A number of soil samples from the site and sediment samples from the seabed in the area of proposed land reclamation and marine works were analysed for a range of potential contaminants associated with the historic use of the site and surrounding area, including heavy metals, hydrocarbons and solvents. Raised levels of lead were found in several samples, as were raised levels of hydrocarbons, and asbestos was found in several areas of made ground. Raised levels of several metals were also found in some of the offshore sediment samples. Groundwater samples were also analysed for chemical contamination, and raised levels of selenium and hydrocarbons were found in several of the samples. Raised levels of ground gases, including methane and carbon dioxide, were recorded in three of the monitoring points on site.

NTS.74 Further site investigations are needed in parts of the site that were not accessible during the first phase of sampling, including beneath the existing buildings, tanks, chemical storage areas and structures at the Red Funnel vehicle ferry terminal. More detailed risk assessments will be carried out to determine the risk to the water environment from the hydrocarbon contamination identified on site.

NTS.75 A range of mitigation measures will be put in place to ensure that there will be no significant adverse effects on human health and the water environment as a result of onshore contamination, either during or post-construction. A strategy will be developed, based on the findings of the further site investigations and more detailed risk assessments, to remediate any existing contamination on site. Ground gas protection will be provided for the new buildings on site. All construction workers will be required to wear protective equipment, such as gloves, masks and overalls, when necessary. Works in areas of the site that are affected by significant contamination, such as during the demolition of the structures associated with the Red Funnel vehicle ferry terminal, will be monitored by an appropriately qualified environmental consultant.

NTS.76 The small amount of material to be dredged, the short length of the dredging programme and the small predicted size of the sediment plume mean that disturbance of sediment associated with the proposed development will have a very limited impact on the marine environment. Construction workers engaged in the marine works will wear suitable protective equipment and will be briefed on potential risks, including those associated with unexploded bombs and ground gas. A number of measures will be put in place to protect the water environment through a construction environmental management plan, including the use of dredging methods that minimise sediment disturbance, storing chemicals and oils in secure bunded areas outside the floodplain, avoiding re-fuelling plant on or over the water where possible, using drip trays if re-fuelling is necessary over water, putting in place pollution prevention and containment measures and carrying out piling works in line with good practice and within tight quality controls.

NTS.77 With the proposed mitigation measures in place, and given the distance of the other terrestrial projects from the Royal Pier Waterfront site, no significant cumulative effects are predicted as a result of onshore contamination. Many of the other marine projects in the area are maintenance dredging operations that will take place over a short time relatively far away from the Royal Pier



Waterfront site, and no significant offshore contamination cumulative effects are predicted as a result of disturbance of sediment associated with these projects. Disposal of dredged material at the Nab Tower Disposal Site is likely to take place over only a few weeks throughout the year, at a scale similar to that of Royal Pier Waterfront. Therefore, the effects of increased suspended sediments and water quality changes at the Nab Tower are likely to be minimal, local and short term. No significant cumulative offshore contamination effects are therefore predicted at the Nab Tower Disposal Site.

Water quality

NTS.78 The River Test estuary, which forms part of Southampton Water, lies partly within and to the south of the site. The assessment also considered the River Itchen, which enters Southampton Water around 2 km downstream of the site and is part of the migratory route for fish species that travel through Southampton Water; the Solent, where the Nab Tower Disposal Site is located; and the Isle of Wight East water body, which lies to the west of the Nab Tower Disposal Site and could be affected by deposition of sediments from the Nab Tower. All of the water bodies are classified by the Environment Agency as being of moderate ecological quality with the exception of the Isle of Wight East, which is of good ecological quality. All but the River Itchen and the Isle of Wight East are currently classed as ‘fail’ for chemical quality. While the area of the River Test estuary within the site is not designated, as discussed above there are several nationally and internationally designated ecological sites associated with Southampton Water, the two rivers and the Solent.

NTS.79 The groundwater body beneath the site is part of the wider Central Hants Bracklesham Group. The Environment Agency, which monitors groundwater quality, classifies this group as being of good quality. The Central Hants Bracklesham Group is classified as a drinking water protection zone, but the site is not within an area safeguarded for drinking water use. The groundwater beneath the site, which is likely to be slightly salty as a result of its links to the marine environment, is not used for drinking water.

NTS.80 The assessment examined the potential for the proposed development to affect the ability of the water bodies to achieve the quality objectives set out in the European Water Framework Directive. It took into account the findings of the estuarine processes modelling, the marine ecology assessment and the contamination testing discussed above, as well as the mitigation measures identified in each of these assessments.

NTS.81 The assessment found that there will be no significant permanent effects on the marine environment of Southampton Water, the rivers Test and Itchen, the Isle of Wight East water body or the Solent as a result of the proposed development. The proposed development will therefore not prevent these water bodies from achieving their objectives under the directive. The assessment also concluded that the proposed development will not put groundwater resources at risk.

NTS.82 The construction periods for the proposed marine works at Royal Pier Waterfront and the Trafalgar Dock marine works will overlap. However, the dredging works for the two developments will not overlap, so there will not



be significant cumulative effects on the water bodies as a result of dredging. Similarly, the disposal of dredged material from Trafalgar Dock will take place at least a year before the material from Royal Pier Waterfront will be dredged. The volume of material to be dredged at Trafalgar Dock is very small and no significant cumulative effects are predicted as a result of the disposal of dredged material at the Nab Tower Disposal Site. As no significant cumulative offshore contamination effects are predicted as a result of the other marine projects in the area, there will be no significant cumulative effects on the water bodies with these projects.

Flood risk and drainage

NTS.83 Around half of the site is currently at low risk of tidal flooding, although the western half of Mayflower Park and the southern site frontage along the quay wall are at medium to high risk. However, as a result of climate change, the whole site is predicted to be at high risk of coastal flooding by 2115. Much of the site is not at risk of surface water flooding from rainfall or overflowing drains, although Southampton City Council identifies some areas in the western half of the site as being of low to intermediate risk. The risk from groundwater flooding on site is considered to be low.

NTS.84 As discussed in paragraphs NTS.25 and NTS.26 above, it is proposed to raise the existing levels in the north and east of the site, where the proposed buildings will be located, to protect these areas from flooding. Most of the new Mayflower Park will also be raised to reduce flooding, although the proposed quayside boardwalk and existing park edge in the west of the site will remain at the current level. This means that overall the risk from tidal flooding will be low.

NTS.85 The existing site is bounded along its marine frontage by a chalk sea wall. This is likely to allow a connection between the groundwater beneath the site and the estuary. The proposed development will replace this with a sheet piled wall, which could restrict the outflow of groundwater and lead to a general rise in groundwater levels across the site and the wider surrounding area. This will not pose a risk to the proposed development, because the finished ground levels will be raised sufficiently above the existing ground level. Further site investigations will be carried out to determine if there will be a risk to surrounding properties. If a potential effect is identified, drains could be incorporated into the site design to allow groundwater to discharge to the estuary and ensure there will be no significant adverse effects.

NTS.86 A range of flood resilience measures will be incorporated into the building and infrastructure design to minimise the low risk from extreme flood events above the design level for the flood defences. These will include providing safe refuge and escape routes, ensuring dwellings at ground floor have habitable rooms above the extreme flood level and the use of water resistant materials and joints as appropriate. Tenants and owners of the new properties will register with the Environment Agency’s Flood Warning service.

NTS.87 As discussed in paragraph NTS.38, the proposed surface water drainage strategy has been designed to ensure that flooding will not be caused by water backing-up in the drainage system during high tides. Runoff will be drained to the estuary through oil separators where necessary to prevent



pollution. As runoff can discharge directly to the estuary, the proposed development will not increase the flood risk off site.

NTS.88 The existing wastewater treatment works serving this part of Southampton is the Millbrook Wastewater Treatment Works, around 3.1 km to the north west of the site. Southern Water has confirmed that the works currently has sufficient capacity to accommodate flows from the proposed development. Discussions are ongoing with Southern Water to determine whether upgrades are needed to the existing network to transfer flows to the treatment works. New sewers may be needed in the city centre area and improvements may be required to the trunk sewer leading to the treatment works. A new underground wastewater pumping station will be provided on site. These measures will ensure that there will be no significant effect on the wastewater treatment network as a result of the proposed development.

NTS.89 Southern Water has confirmed that off site reinforcement of the existing drinking water supply network is needed to serve the proposed development. With this in place, there will be no significant adverse effects on water supply as a result of the proposed development.

NTS.90 All the other terrestrial projects in the surrounding area will need to be designed and built in accordance with national planning policy to avoid adverse effects on flood risk. As a result, no significant cumulative effects are predicted on flood risk. Southern Water has either confirmed that there is sufficient capacity in the wastewater treatment network to cater for the other terrestrial projects in the area, or identified necessary reinforcement works. The other terrestrial projects include a range of water efficiency measures to minimise drinking water demand. No significant cumulative effects are therefore predicted on the area’s wastewater treatment or water supply capacity.

Landscape, townscape and visual effects

NTS.91 Desk and field studies were carried out to evaluate the landscape and townscape in and around the site, and to identify potential views and visual receptors. Several were selected to provide representative viewpoints from various locations, which were agreed with Southampton City Council and New Forest District Council.

NTS.92 Southampton City Council produced a townscape character appraisal in 2009. The site lies in the Mayflower Park, Royal Pier and Town Quay character area, the key characteristics of which include leisure uses, Mayflower Park, the ferry terminal and ticket offices, strategic waterfront views and building heights of two to four storeys. These are some of the most accessible parts of the waterfront and there are strategic views from this area east towards the docks, north towards the old town walls and the spire of St Michael’s Church, and south towards the water.

NTS.93 Surrounding townscape character areas include Eastern Docks to the east, High Street (south), West Quay, and West Gate, Town Walls and the Castle to the north, and Western Docks to the west. Hampshire County Council produced a landscape character assessment in 2010. The site lies partly within the settlement area and partly within the Southampton Water



character area, and is across the estuary from the New Forest Waterside, Waterside Parishes, and Copythorne and Ashurst Heath associated woodland farmland character areas. The Netley, Bursledon and Hamble Coastal Plain character area lies to the south east of the site.

NTS.94 The potential for effects on the landscape and townscape resources and views was a key consideration in the design of the proposed development. The location and form of the built development have been carefully considered to retain key / strategic views of the water from French Street, Bugle Street, Bugle Tower, Cuckoo Lane and the town walls, and views from Mayflower Park towards St Michael’s Church spire and the town walls. The size of the proposed built development was also reduced next to the pier gatehouse and the town walls, and tall buildings have been carefully placed to reflect existing building heights where possible. The distribution and quality of open space, play areas and public realm across the site and public access to the water’s edge have been improved.

NTS.95 The site is currently not intensively developed and the proposed development will introduce elements of a different scale, mass and height in the form of new large buildings, which will affect the site’s character. The proposed changes to Mayflower Park will be beneficial, but the scale of the built development means that overall there is predicted to be a moderate, significant adverse effect on the site’s landscape / townscape character. Slight adverse effects that will not be significant are predicted on the Mayflower Park, Royal Pier and Town Quay, Eastern Docks, West Gate, Town Walls and the Castle, and High Street (south) character areas. Negligible effects are predicted on the West Quay, Western Docks, Southampton Water, New Forest Waterside, Waterside Parishes, Netley, Bursledon and Hamble Coastal Plain, and Copythorne and Ashurst Heath associated woodland farmland character areas.

NTS.96 The proposed development will change views of the site from the surrounding area, with the greatest effect on receptors closest to the site. Visibility of the site is limited to within 3 km of the site boundary, so the viewpoints assessed are all within this distance from the site. Eight of the 13 viewpoints are either on the site or within 300 m of the boundary, increasing the focus on very local views.

NTS.97 As a result of the scale and close proximity of the built development, and the importance of the receptors, very substantial, significant adverse effects are predicted on views from Cuckoo Lane Park and Bugle Tower. Moderate, significant adverse effects are predicted on views from Town Quay Park and Bugle Street, while moderate, significant beneficial effects are predicted on views from within Mayflower Park. Slight adverse effects that will not be significant are predicted on views from Town Quay, West Quay Road, Arundel Tower and Cracknore Hard, while there will be negligible, insignificant effects on views from Weston shore, Hythe Marina and Dibden.

NTS.98 The distance of most of the terrestrial projects from the Royal Pier Waterfront site means that there is only the potential for significant cumulative landscape, townscape and visual effects to arise with the Trafalgar Dock and Watermark West Quay developments. However, the Trafalgar Dock site is not visible in the views of the Royal Pier Waterfront site from Town Quay,



Town Quay Park, Bugle Street, Cuckoo Lane Park and Bugle Tower, and lies behind Town Quay pier in views from Mayflower Park and West Quay Road. The distance from the site and the intervening townscape of Southampton also restrict views of the Trafalgar Dock site from Arundel Tower, Weston shore, Hythe Marina and Cracknore Hard. As a result, no significant cumulative visual effects are predicted with Trafalgar Dock.

NTS.99 Watermark West Quay will be seen together with the proposed Royal Pier Waterfront development in views from Mayflower Park. However, the proximity and extent of the Royal Pier Waterfront proposals mean that no additional significant cumulative effects are predicted beyond those identified above for Royal Pier Waterfront alone. The Watermark West Quay development will largely screen views of the Royal Pier Waterfront development from Arundel Tower, so there will not be any significant cumulative effects from this viewpoint. No significant cumulative effects are predicted on views from the other viewpoints, as the two developments will not be visible together.

NTS.100 The Trafalgar Dock and Watermark West Quay developments are not predicted to increase the effects created by the Royal Pier Waterfront development on any of the key characteristics of the landscape and townscape character areas. No significant cumulative effects are therefore predicted on landscape / townscape character.

Terrestrial cultural heritage

NTS.101 The whole of the Royal Pier is a grade II listed structure, including the gatehouse, its gateposts and railings and the remaining pier platform. The gatehouse is a landmark and forms part of a group of listed buildings on Town Quay formed by the Wool House (grade I), 1A Bugle Street (grade II), Porters House (grade II) and the former Harbour Board Offices (grade II). Next to the pier is a section of a temporary floating harbour used in the D-Day landings in Normandy during World War II that was re-used for the Red Funnel vehicle ferry from the late 1950s. This structure is not designated, but is of significant local interest.

NTS.102 The surviving sections of the town walls at Southampton to the north of the site, including the Water Gate, are recognised as some of the most impressive medieval urban defences in the country. These are both grade I listed and a scheduled monument. There are important views from strategic points along the walls, such as Bugle Tower and Arundel Tower, and next to the site there is a close visual relationship with the waterfront and dock activity along the River Test. To the north west of the site, Dock Gate 8 on Herbert Walker Avenue is grade II listed. Other listed buildings in the study area to the north east of the site include the grade I listed Canute’s Palace (also a scheduled monument) and the grade II listed 1 and 3 Bugle Street and Seaway House. In addition, there are several grade II listed monuments and memorials in Cuckoo Lane Park and Town Quay Park to the north east of the site, including the Mayflower monument.

NTS.103 The site is next to the Old Town West and Old Town South conservation areas, which cover the western walls, Bugle Street and the southern end of French Street and High Street (apart from the area of post-war



redevelopment). Views along the main north-south routes in the old town are important in maintaining the relationship with the waterfront to the south.

NTS.104 The extent of modern land reclamation on site means that it is unlikely that there will be archaeological sites or features directly below the present ground level. There are deposits below the modern material that could contain prehistoric remains. However, site investigations have shown that the made ground deposits beneath the site range from four to six metres thick. The depth of this ground means that the groundworks and excavations for the proposed development will not extend below this to the deposits where archaeological remains could be present. No significant effects are therefore predicted on archaeology, either during or post-construction.

NTS.105 The phased construction of the proposed development will lead to the presence of construction activity within the setting of the heritage assets in the south of the old town for approximately six years. This will be a temporary, moderate, significant adverse effect. No works are proposed to the former Royal Pier gatehouse during construction. It is assumed that Kuti’s restaurant will remain in operation during the construction work. The dominance of the building’s setting by construction activity for six years will be a temporary, moderate, significant adverse effect. The section of temporary floating harbour on site that was used in the D-Day landings will be removed as part of the land reclamation and there is currently no agreed solution for its future. This will be a moderate, significant adverse effect.

NTS.106 The proposed development will create a new setting for the former Royal Pier gatehouse. It will remove the operations, traffic and detracting physical development of the Red Funnel terminal and replace it with development blocks ranging in height from 15-18 m close to the building to up to 75 m at the south of the reclaimed area. As a result of the scale and proximity of the new blocks, the new development will become the dominant characteristic of the building’s setting. It will also remove the open aspect to the water and reduce the building’s present landmark role. This will be a substantial, significant adverse effect. However, the building’s immediate setting will greatly benefit from the creation of the proposed landscaped arena space, which will include the surviving Royal Pier gatepiers and railings. This will be a substantial, significant beneficial effect.

NTS.107 The proposed development will change the setting and relationship of the historic town walls with the water from the present expansive views of the waterfront and maritime activity to more deliberate and localised views. The scale of the proposed development means it will be dominant within the setting. This will be a substantial, significant adverse effect. Development blocks TQA and TQB will alter the setting of the Water Gate through their size and the loss of much of the existing visual relationship with the water. The high importance of the Water Gate means that this will be a very substantial, significant adverse effect.

NTS.108 The introduction of new large development blocks to the south of the old town will affect the setting of a number of other listed buildings in this area, including Canute’s Palace, Porters House, 1A Bugle Street and the Wool House, and the listed monuments and memorials in Town Quay Park and Cuckoo Lane Park. The presence of these new blocks and the associated



reduction in the existing open waterfront setting will be a substantial, significant adverse effect. The proposed development will not significantly affect the setting of Dock Gate 8 as the entrance to the docks, nor its relationship to the open waterfront.

NTS.109 The above effects will also affect the Old Town West and Old Town South conservation areas within which the listed buildings and structures lie. The key views that are important to the character of the conservation areas, including from Western Esplanade, Bugle Street and French Street, will be retained and extended through the development. Other views of the water will become more localised and deliberate. The scale of the proposed development blocks will contrast with the existing built form of the old town and its characteristic grain, building heights and narrow frontages. Overall, a substantial, significant adverse effect is predicted on the conservation areas.

NTS.110 The new park layout will have a greatly improved appearance and provide opportunities for greater appreciation and awareness of the town walls. The proposed development will also offer new views of the historic town through the improved public access to the waterfront. The potential change to public appreciation of the range of heritage assets across the waterfront of the old town would be a substantial, significant beneficial effect.

NTS.111 The existing basin between Royal Pier and Town Quay will be dredged to provide berths for visiting tall ships and super yachts and a possible location for historic vessels. There is the potential for this marine basin to host annual events such as the Southampton Maritime Festival. Discussions are ongoing with the Southampton-based charity Jubilee Sailing Trust to explore the potential for their tall ships to use the basin. The proposals would introduce an exciting new marine activity to the waterfront, which will lead to increased public appreciation of historic vessels that are currently without a permanent facility in the city. This is predicted to be a substantial, significant beneficial effect.

NTS.112 The distance of the other terrestrial schemes from the Royal Pier Waterfront site, and the fact that the Trafalgar Dock development will not lead to any significant heritage effects beyond its site boundary, mean that the only relevant scheme for the assessment of cumulative effects is Watermark West Quay. The Watermark West Quay site is separate from the old town and does not share its setting relationship to the water. It will be visible from Arundel Tower in combination with the Royal Pier Waterfront development. However, the main source of impact on this part of the town walls from the Royal Pier Waterfront development is the loss of the visual link to the water from within the town centre. The Watermark West Quay development will not alter this and no significant cumulative effects are predicted.

NTS.113 As the excavations and groundworks associated with the proposed Royal Pier Waterfront development will not extend beyond existing made ground into the underlying archaeological layers, there is no potential for significant cumulative effects on the area’s archaeological resource.



Marine archaeology

NTS.114 The assessment of effects on the marine historic environment examined the potential for effects on prehistoric archaeology, marine archaeology and aviation archaeology (remains of aircraft beneath the sea). Underwater surveys were carried out to examine the seabed and identify potential archaeological resources. The southern part of the marine area on site, between Royal Pier and Town Quay, is considered to be of generally low archaeological potential because past dredging has removed many of the sediment layers that could have contained archaeological material. However, much of the site has been less affected by dredging and has considerable archaeological potential.

NTS.115 The surveys identified several areas of possible archaeological interest. It is not possible to be certain whether these represent archaeological resources, such as shipwreck or aircraft material, without more detailed surveys. Sampling of the sediments in the seabed on site found that layers of gravel and clay are present on site that have the potential to contain prehistoric material, such as worked flints, preserved wood and shells.

NTS.116 Several elements of the proposed development have the potential to damage or destroy features of possible marine archaeological interest, including the land reclamation, dredging works, piling works and the anchoring of barges to the seabed during demolition and construction works. However, a range of mitigation measures will be put in place to ensure that there will be no significant adverse effects on marine archaeology. These include further archaeological analysis of sediment samples, the potential for further surveys if needed, and monitoring during works that will affect the seabed, such as the proposed dredging.

NTS.117 As set out in the estuarine processes section above, there will be no significant changes to the rates of erosion or the build up of sediment as a result of the proposed development. This means that there is no potential for damage to submerged archaeology as a result of changes to the seabed from these sources.

NTS.118 The potential for cumulative effects on marine archaeology from other marine projects in the area was also considered. The assessments carried out for the relocation of Red Funnel’s facilities to Trafalgar Dock and the Southampton Approach Channel dredge identified mitigation measures that would ensure there would be no significant effects on marine archaeology as a result of these projects, either alone or cumulatively with other local schemes. Similar measures are likely to be required for the Fawley Berth 5 marine terminal. No archaeological constraints were identified for the Centenary Quay marine inlet and river edge works, so there is no potential for significant cumulative effects with this project.

NTS.119 The maintenance dredge projects in the area will be carried out to maintain existing depths, not to dredge new areas. Therefore, any impacts to the archaeological resource will have already occurred and no further impacts are anticipated. There is therefore no potential for cumulative effects with Royal Pier Waterfront. The projects that have undergone archaeological assessment have contributed to knowledge and understanding of the area’s



marine archaeological resource. It is anticipated that the Royal Pier Waterfront project will contribute to this increased knowledge and understanding, which will be a beneficial cumulative effect.

Traffic and transport

NTS.120 The traffic and transport assessment dealt with the effect of the change in traffic flows associated with the proposals on sensitive receptors around the site. It focused on the community as a sensitive receptor and addressed the traffic and transport effects in terms of changes to pedestrian severance (for example, being unable to cross the road), fear and intimidation, driver stress and delay, accidents and safety, and pedestrian and cyclist amenity and delay.

NTS.121 It is estimated that there will be up to a peak of 105 HGV trips per day during the construction phase. Construction traffic will access the site from the A33 Town Quay using the Dock Gate 7 / Mayflower Park access and Herbert Walker Avenue. HGV traffic will be required to travel to the site from the A33 / M271 and the M27. This will be enforced through the construction environmental management plan. The increase in HGV traffic on these routes will lead to a negligible effect on Herbert Walker Avenue and a slight adverse effect on the Dock Gate 7 / Mayflower Park access. Neither of these effects will be significant.

NTS.122 Slight increases in severance and pedestrian fear and intimidation, which will not be significant, are predicted on Herbert Walker Avenue as a result of the increased traffic using this road to access the proposed development. Negligible, insignificant effects on severance and pedestrian fear and intimidation are predicted on all other roads around the site.

NTS.123 The proposed development will lead to negligible changes in driver stress and delay on local roads that will not be significant. There is a range of pedestrian crossing facilities available near the site, including signalised crossings on the A33 Town Quay south west of the Mayflower roundabout, west of Bugle Street and at the junction with High Street. Overall, a negligible to slight adverse effect that will not be significant is predicted on pedestrian delay.

NTS.124 The existing Dock Gate 7 / Mayflower Park access area, which currently has very poor pedestrian and cyclist amenity, will become part of a pedestrianised area with limited service access or a shared surface. In addition, secure cycle parking facilities will be provided across the site for visitors, employees and residents and there will be a range of footpaths and footways both through the extended Mayflower Park and around the new buildings. Overall, a moderate, significant beneficial effect is predicted on pedestrian and cyclist amenity on site.

NTS.125 There are no existing patterns or clusters of accidents on the local highway network that could lead to the need for changes to the proposed development. There will be a negligible to slight increase in the accident risk on the roads around the site as a result of the increased vehicle movements, which will not be significant.



NTS.126 A travel plan has been submitted in support of the applications that aims to reduce reliance on car travel to and from the site by promoting other more sustainable choices of transport, such as walking, cycling and public transport.

NTS.127 The traffic modelling included traffic flows associated with the terrestrial projects listed in paragraph NTS.46. Therefore, no additional cumulative traffic and transport effects are predicted beyond those identified above.

Noise and vibration

NTS.128 Noise monitoring was carried out to establish existing noise levels on and around the site. The main source of noise in the local area is traffic on the A33.

NTS.129 During the construction phase, there is the potential for increased noise and vibration from both onshore and offshore piling, demolition works, dredging and building activities. These works will only take place during the day time. Acoustic enclosures will be used around the sheet wall piling rigs to minimise noise, and piling rigs that are operating at the same time will be located away from each other to vary the distance to individual receptors. Appropriate communication will be established with residents and nearby businesses before construction begins. This will include a dedicated member of the contractor’s staff with responsibility for public liaison and ongoing noise monitoring during construction.

NTS.130 In addition, a range of best practice measures will be put in place to minimise construction noise and vibration, including the use of quiet working methods and silenced plant, screening plant, switching off equipment when it is not needed, and locating noisy plant and equipment as far away from houses as possible. Together, all these measures will ensure that there will be no significant effects on sensitive receptors as a result of construction noise and vibration.

NTS.131 The potential for increased road traffic noise as a result of the proposed development has been modelled. Most of the road links modelled, including Town Quay, Platform Road, Canute Road, West Quay Road, Terminus Terrace, Orchard Place, High Street and Bugle Street, will experience changes in noise of less than 1 decibel, which is an imperceptible level of change. A 2 decibel increase in noise is predicted at the Holiday Inn Hotel as a result of increased traffic on Herbert Walker Avenue. This is a negligible change that will not be significant.

NTS.132 In order to ensure that there will be no significant effects as a result of noise from fixed plant associated with the proposed development, limits will be set in accordance with the requirements of relevant British Standards and in agreement with Southampton City Council.

NTS.133 The distance of most of the terrestrial projects from the Royal Pier Waterfront site means that there is only the potential for significant cumulative construction noise and vibration effects to arise with the Trafalgar Dock scheme. The construction programmes of the two developments will overlap, but Trafalgar Dock is considerably further from existing sensitive receptors



than the Royal Pier Waterfront site. This means that the cumulative effects will not be greater than those predicted for Royal Pier Waterfront alone.

NTS.134 Similarly, only the Trafalgar Dock development is close enough to the Royal Pier Waterfront site to have the potential to lead to a significant cumulative effect as a result of noise from fixed plant. However, the fixed plant from the two developments operating at the same time is predicted to result in a noise level that will not be perceptible above existing background noise levels. The post-construction modelling included traffic flows associated with the other terrestrial projects. Therefore, no additional cumulative post-construction noise and vibration effects are predicted beyond those identified above.

Air quality

NTS.135 The traffic-related pollutants nitrogen dioxide and fine particulate matter were the main focus of the air quality assessment (including emissions ventilated from the underground car park), although construction dust and emissions from the proposed boilers and CHP units on site were also addressed.

NTS.136 Current air quality around the site was established from data provided by Southampton City Council and modelled data obtained from the Defra website. This information was then used to model air quality at sensitive receptors near the site. This showed that the national air quality objectives for the traffic pollutants are currently being achieved, indicating that air quality around the site is generally acceptable. Southampton City Council has declared an air quality management area along Town Quay and Platform Road to the north and north east of the site, from the Mayflower roundabout with West Quay Road in the west to Terminus Terrace and the entrance to Ocean Village in Canute Road to the east, because national air quality objectives for nitrogen dioxide have been exceeded in this area in the past and are currently still being exceeded at Town Quay.

NTS.137 During the construction process, there is the potential for increased dust generation from activities such as site preparation, demolition and transport and storage of materials. A range of best practice mitigation measures will be put in place to ensure that there will be no significant effects on local sensitive receptors from increased dust generation. These measures will include using water to minimise dust, use of barriers around dusty activities, maintenance of plant and vehicles in good working order, and secure covering of skips.

NTS.138 The modelling carried out to predict emissions relating to post-construction traffic, boilers, CHP units and the car park showed that there will be no significant increases in the concentrations of particulate matter at sensitive receptors as a result of the proposed development. Negligible increases in nitrogen dioxide concentrations that will not be significant were also predicted at most of the receptors modelled. Slight increases in nitrogen dioxide concentrations that will be of marginal significance because of the high sensitivity of the air quality management area are predicted at Solent House, Porters House, 3-7 Town Quay and the Clyde Building.

NTS.139 The distance of most of the other terrestrial projects in the area from the Royal Pier Waterfront site means that there is no potential for cumulative dust



generation effects during construction with these schemes. There is the potential for properties within 200-350 m of the site to experience dust from Watermark West Quay to the north and Trafalgar Dock to the east. However, these projects will put in place similar good practice mitigation measures as set out above to minimise dust generation, and no significant cumulative effects are predicted. The post-construction modelling included traffic flows associated with the other terrestrial projects. Therefore, no additional cumulative post-construction air quality effects are predicted beyond those identified above.

Community, economic and social effects

NTS.140 The mixed use regeneration of the waterfront has the potential to have effects on the local and wider economy and the area’s amenity. To assess these effects, current conditions in Bargate ward, in which the site is located, Southampton city and the South East of England have been examined.

NTS.141 Southampton is at the centre of the Solent marine economy, which is worth £3.5 billion per year and employs over 48,000 people. The main activities include the Port of Southampton, which is the busiest cruise port in the UK and the second largest container port. The port supports 15,000 jobs and contributes over £1.2 billion to the local economy. However, Southampton was more significantly affected by the recession than the South East region as a whole, and has a higher level of unemployment.

NTS.142 Southampton was the sixteenth most visited city in England in 2013, with visitors making 822,000 trips to the city and spending over £720 million. Almost 10% of the city’s employees worked in the tourism industry in 2008. The PSP Southampton Boat Show is held annually on the application site in Mayflower Park and the Grand Harbour Hotel car park, as well as the nearby Holiday Inn Hotel and the car park to the north of Mayflower Park. Temporary moorings for the Boat Show are provided next to Mayflower Park, within the offshore part of the site. Almost 112,000 people visited the PSP Southampton Boat Show in 2013, with an average spend per head of £9,000 (including boat sales).

NTS.143 The city ranks in the top 20 retail centres in the UK and has low vacancy levels in the main shopping areas. Southampton is also ranked as a small regional office centre and has below average levels of office vacancy rates. The overall supply of deliverable housing sites in the city meets the requirements of national planning policy.

NTS.144 Mayflower Park is the only city centre waterside park. It is one of the most used of the city parks and is also used extensively for major events, including the PSP Southampton Boat Show. However, these year-round, large scale events place significant maintenance pressure on the grassed areas of the park. The waterside location and the relatively small number of trees also mean that the park can be very windy. The derelict structure of Royal Pier to the south east of the park reduces the area’s amenity, as does the neighbouring Red Funnel marshalling yard.

NTS.145 An employment and skills plan will be prepared for the site to provide opportunities for local residents to access jobs created during and post-



construction and promote the use of local contractors, sub-contractors and suppliers to support the employment of local residents and reduce economic inactivity in the local area. A range of local employment and training measures can be secured through the plan, such as apprenticeships, vocational training and recruitment through local employment agencies such as Jobcentre Plus. It is estimated that around 950 jobs will be created or supported over the six and a half year construction period, which will be a substantial, significant beneficial effect. There is also the potential for increased spending by construction workers to contribute to the local economy. This is predicted to be a moderate, significant beneficial effect.

NTS.146 The construction phasing programme has been designed to enable the PSP Southampton Boat Show to continue to use the site during construction and ensure that there will be no significant adverse effects on the event. Works will not start until after the 2016 Boat Show and the replacement marine pile sockets will be in place before the 2017 Boat Show. Works in Mayflower Park will stop during the 2017 Boat Show and construction works will be fenced to prevent public access, while the partially laid out park will be available for the 2018 Boat Show.

NTS.147 Mayflower Park will be temporarily closed from October 2016 during the initial phase of construction works while the first half of the underground car park is built and the landscaping works for the new park are carried out. The construction programme allows for the new park to be available for public use by early summer 2019, although the aim is for the works to be completed more quickly. During this period, there will therefore be a temporary loss of public open space and waterfront access. The café and children’s play area will remain open for use either in the existing site or on a relocated site until a permanent replacement café and play area are provided. The amenity of the new park is likely to be reduced until approximately March 2023 while the rest of the proposed development is constructed, as a result of increased noise and possible dust generation. Construction areas will be temporarily bounded by security fencing to prevent public access to the construction site. Overall, a substantial, significant adverse effect is predicted on the amenity of Mayflower Park during construction.

NTS.148 It is estimated that around 4,490 jobs will be created by the proposed development post-construction. In addition, by consolidating the land used by the PSP Southampton Boat Show onto one site and improving Mayflower Park, the jobs associated with the Boat Show will be safeguarded. Overall, a substantial, significant beneficial effect is predicted on employment. The new residents and hotel guests will use the cultural, recreational, leisure and retail facilities within the proposed development, as well as other existing businesses in the city. Together with the increase in jobs, this will lead to an increase in spending in the local economy, which is predicted to be a substantial, significant beneficial effect.

NTS.149 The traffic modelling has shown that the operation of the port will not be significantly adversely affected by traffic associated with the proposed development. In addition, the noise assessment shows that the proposed residential properties will not be affected by noise associated with the port, thereby minimising the possibility of complaints. The navigation risk



assessment shows that there will be no significant increase in risks to commercial or recreational vessels. No significant effects are therefore predicted on port operations, meaning that the proposed development will not significantly affect this important element of Southampton’s economy. The increased housing provision in Bargate ward will be a slight beneficial effect that will not be significant.

NTS.150 It is envisaged that the proposed development will make a positive contribution to tourism in Southampton as a result of the scale and mix of activities, particularly the hotel, the cultural and civic buildings and the casino. The proposed development will provide facilities for visitors to the Boat Show and will enhance the show’s quality by enabling it to be consolidated onto a single site. This has the potential to increase visitor numbers. The new Mayflower Park will also improve the visitor experience at other events held on the site and has been designed to be able to accommodate new events. In addition, the proposed development includes a level of conferencing facilities that is not currently available in Southampton. These will benefit existing events in the city and attract other conferences, events and exhibitions. All these factors are likely to increase visitor numbers to the city, and overall a moderate to substantial, significant beneficial effect is predicted on tourism.

NTS.151 Post-construction, the proposed development will lead to an improvement to the amenity of Mayflower Park. The park will be larger and will incorporate a number of features designed to improve the visitor experience, including the waterfront boardwalk, wind shelters, seating and an interactive water play feature. High quality materials, such as Portland stone, York stone and granite, will be used and planting will include a range of native and ornamental tree and shrub species. A replacement café and children’s play area will be provided in the north east of the park and a multi-use games area is proposed in the west of the park to replace the existing basketball court. The replacement of the Red Funnel vehicle ferry terminal with a master planned development incorporating further areas of landscaping and extending the area of publicly accessible waterfront around the edge of the built development from the park to Town Quay will also improve the area’s amenity. Overall, a substantial, significant beneficial effect is predicted.

NTS.152 There is the potential for the other terrestrial projects in Southampton (with the exception of the ABP multi-deck car park) to lead to significant cumulative community, economic and social effects with Royal Pier Waterfront. It is likely that the construction periods of some of the projects, particularly Trafalgar Dock and Watermark West Quay, will overlap with the construction of Royal Pier Waterfront. The increase in construction employment in the city during this period is predicted to be a substantial, significant, beneficial cumulative effect. The distance of the other terrestrial projects from the Royal Pier Waterfront site means that there is no potential for significant cumulative effects on the amenity of the Royal Pier Waterfront site during or post-construction.

NTS.153 The terrestrial projects will provide a range of long term employment-generating uses, including retail, leisure, offices, hotels and storage and distribution. Overall, a substantial, significant, beneficial cumulative effect is predicted as a result of increased employment generation post-construction.



New residents and hotel guests in the other projects will also use local businesses and this, combined with the increase in jobs, will lead to an increase in spending in the local economy. This will be a substantial, significant, beneficial cumulative effect.

NTS.154 The hotels in the Watermark West Quay and Central Station South schemes, and the relocation of Red Funnel’s facilities to Trafalgar Dock and associated potential improvements in operational efficiency and passenger experience, have the potential to increase visitor numbers to and through Southampton. Together with the contribution to tourism provided by the Royal Pier Waterfront redevelopment, this is predicted to lead to a moderate to substantial, significant, beneficial cumulative effect. Only Watermark West Quay includes residential development and is in Bargate ward. Combined with Royal Pier Waterfront, the increase in residential properties in the ward is predicted to be a slight, beneficial cumulative effect that will not be significant.

Navigation

NTS.155 The navigational approach channel used by commercial vessels accessing the Port of Southampton extends for 25 nautical miles, from the Nab Channel to the south east of the eastern end of the Isle of Wight to the most northerly berth of the container terminal in the tidal River Test. The navigation risk assessment focused on the section of the Port of Southampton near the Royal Pier Waterfront site, including the Eastern Docks, Northam wharfs and moorings in the tidal River Itchen, and Ocean Dock, Town Quay, Marchwood, Cracknore and Eling in the River Test.

NTS.156 There are a number of yachting and sailing clubs in the study area, with activities including motor boating, keelboat racing and cruising and dinghy sailing. The marinas at Town Quay, Hythe and Ocean Village are in the study area, which is also popular for other water sports, including kayaking, water-skiing, windsurfing, rowing and jet skiing. Many of these activities are carried out informally from the shore. There are two public slipways on site, at the southern end of Mayflower Park.

NTS.157 Movements of commercial container shipping and general cargo vessels are largely within the main navigation channel. Passenger service routes in the area include the Red Funnel ferries, Hythe ferry, local passenger cruises and international passenger cruises. The area is also used by dredging vessels and port service craft.

NTS.158 The most commonly occurring marine incident in the area is ‘persons in the water’, with clusters of incidents in the River Itchen around the Toll Bridge and public access areas to the waterfront. Equipment failure on vessels is the next most commonly occurring incident. More serious incidents, such as collisions, groundings, fire / explosion and sinking / capsize, occur very infrequently.

NTS.159 The navigation risk assessment examined the potential for grounding of dredging plant during construction, risks associated with the movement / relocation of the ‘Pier Head’ lateral navigation marker and Royal Pier leading light, temporary effects of tidal flow changes during land reclamation on the



Red Funnel vehicle ferry at the approaches to Town Quay Berth (next to Royal Pier), the risk of collisions between vessels leaving the proposed marine basin and commercial traffic in the main navigation channel, and effects on users of the relocated PSP Southampton Boat Show pontoons from wash and waves associated with passing vessels.

NTS.160 A range of measures will be put in place to ensure that there will be no significant increase in the risk of the above incidents occurring. These include advance notification of marine works, appropriate training of contractors and Red Funnel personnel, use of a marked construction safety zone, development of a communications protocol and use of CCTV to allow safe release of vessels from the proposed marine basin, and mooring studies and plans for the PSP Southampton Boat Show.

NTS.161 The potential for cumulative effects with the other marine projects in the area was also examined. The relocation of Red Funnel’s facilities to Trafalgar Dock will reduce the potential for vessel collision at the Royal Pier Waterfront site and for vessels to strike infrastructure such as the north side of Town Quay. This will be a substantial, significant beneficial cumulative effect. The dredging projects in the area will be managed following the port’s marine safety management system and the contractors’ own systems. As a result, no significant cumulative navigation effects are predicted with these schemes.

Conclusion

NTS.162 This non-technical summary has outlined the findings of the EIA of the proposed Royal Pier Waterfront redevelopment contained within the ES that accompanies the applications. The proposals will result in a number of changes to the local environment, but a range of measures will be put in place to minimise potential significant adverse effects and enhance beneficial effects. The proposed mitigation measures and the significant residual effects of the proposals that are predicted to remain after mitigation are summarised in more detail in chapter 17 of the ES.

NTS.163 Copies of the full ES and its technical appendices have been distributed to Southampton City Council, the Marine Management Organisation, the Secretary of State for Transport and the statutory consultees. The full documents are available on Southampton City Council’s website (www.southampton.gov.uk).

NTS.164 Copies of the ES on CD can be purchased from Terence O’Rourke at a price that reflects the time and production costs. Paper copies may also be available (at printing cost) from Terence O’Rourke at the following address:



Terence O’Rourke Everdene House Deansleigh Road Bournemouth Dorset BH7 7DU Tel: 020 3664 6755 E-mail: [email protected]

Documents

NTS: Non-technical summary - IEMA - HomeRourke/Royal... · 2018-07-20 · summarised in this non-technical summary. The proposed development site NTS.5 The 21.3 hectare(1) site lies