Port of Southampton Master Plan 2016 Foreword
Port of Southampton Port Master Plan 2016 - 2035 CONSULTATION DRAFT
DRAFT PRIVATE AND CONFIDENTIAL
Associated British Ports 1 Foreword Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Contents
Contents
Port of Southampton Master Plan (Consultation Draft)
Foreword 4 1 Introduction 6
2 The Port of Southampton 12 3 Policy context 22 4 Socio-economic context 32 5 Sustainability 38 6 Trade and demand forecasts 50 7 Future development of the Port 74 8 Appraisal and assessment of 98 the Port Master Plan strategy
Contents
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our customers’ needs in the short to I hope you find this Masterplan as medium term. interesting to read as it was fascinating Foreword for us to prepare. For the long term, if we are to continue to support growing exports of manufactured goods and the growth in Our Port in Southampton popularity of cruise related holidays, we is in a very strong will at some stage need to consider the position. case for port expansion.
This Master Plan seeks to set out the Port’s strategy for growth and the steps We are the UK’s biggest export port, we believe we need to consider to allow with over £40bn of UK manufactured our port – and in turn, our region – to goods exported from Southampton continue to be a successful gateway to each year – 90% of these goods are the world. exported outside the EU. We would very much welcome your Over 900,000 cars passed through the comments and would invite you to take port in 2015, 60% of these for export - part in this consultation. Alastair Welch we play a critical part in the supply chain for the British Automotive industry as it seeks to access global markets. A third of the cars exported from Southampton arrive by rail.
We are the UK’s most efficient container port and 40% of the containers arriving in the Port, continue their journey by rail- higher than any other UK port. We are also home to the UK cruise industry, with over 450 cruise ship calls last year.
Since I arrived as the new Director in Southampton in May this year - and as an Engineer myself - I feel a great sense of pride at the variety and complexity of the goods I see entering the port each day as the UK continues to manufacture for export.
Our port is thriving but with no space to expand, we have chosen to invest heavily in multi deck car parks to free up additional space on the ground to meet
Foreword Eastern Docks
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Introduction
The Port of Southampton is a major international deep- sea port of significant global importance that makes a vital contribution to the national, regional and local economy.
1.1 It is a dynamic international transport hub that operates 24 hours a day, 365 days a year. It is the UK’s number one port for exports to non-EU countries, handling over one quarter of the UK’s seabourne trade with non-EU countries by value (HM Revenue and Customs, 2014), representing £36 billion of goods to these nations every year. It is also the top ranked port within the UK, and was awarded Port of the Year 2015 at the National Transport Awards.
1.2 Key trades of national significance handled by the Port include containers, cars, cruise and petrochemicals. The Port is a critical stopping point on the world’s busiest trade route from the Far East; a gateway to global markets for the automotive industry; and the busiest cruise port in the UK. Supporting in the order of 15,000 jobs and generating in the order of £1bn to GVA, the Port’s significant contribution to the economy is clear.
1.3 Recognising that ports such as Southampton operate within a free market environment and do not require central direction on how they should be run, the Government recommends
Chapter 1 that major ports such as Southampton
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produce Master Plans in order to 1.6 ABP operates 21 ports in the and to meet the needs identified The boundary of this area is shown on help co-ordinate their future planning UK, including 5 of the UK’s largest 20 within Government policy; and Figure 1.1. (Guidance on the Preparation of Port ports, with 29% of the volume of all UK • Inform port users, employees Master Plans, Department for Transport seaborne import and export trade and local communities as to how we 1.12 In spatial terms, our land 2008). passing through its ports in 2015 envisage the Port developing over holdings comprise the following four (The value of goods passing through the coming years. main areas: 1.4 Against this background, UK Ports, MDST, 2016), equating to we have prepared this Draft Port of over 100 million tonnes of cargo (ABP 1.10 The Master Plan has been • The Eastern Docks (approximately Southampton Master Plan 2016 – 2035. website). prepared to cover the approximate 20 170 acres or 69 hectares); It sets out our ‘Strategy for Growth’ year period to 2035. This period reflects • The Western Docks (approximately for the Port to 2035 to ensure that the 1.7 Southampton is recognised as the suggested time horizons given in the 585 acres or 237 hectares); Port continues to make a significant the leading UK port for exported goods Department for Transport guidance on • Marchwood Industrial Park contribution to the economic success of to the value of £40 billion per annum Master Plans. and Cracknore Industrial Park the local area and the UK as a whole. It (MDST, 2016). (approximately 120 acres or 48 builds upon and replaces the First Port hectares); and of Southampton Master Plan 2009 – 1.8 Given the significance of the The area covered by the • A strategic land reserve, known 2030 (published in 2010) and explains Port of Southampton, we recognise Master Plan locally as Dibden Bay, totalling how the Port will continue to Keep the benefit of setting out our vision for approximately 800 acres or 325 Britain Trading. the future development of the Port, and 1.11 The geographical area that the hectares, held for future port sharing this with stakeholders in a way Master Plan relates to is the commercial expansion, located between 1.5 The Port of Southampton is that will help to shape the Port’s future. port and other land that we own in Marchwood Seamounting Centre owned by the UK’s largest and leading and around Southampton. This is and Hythe Marina Village on the ports group, Associated British Ports subsequently referred to throughout western shore of the River Test. (ABP). ABP contributes £5.6 billion in Master Plan Key Objectives the Master Plan as ‘the Port’, ‘the Port GVA to UK plc (Economic Value of ABP Estate’ or ‘the Port of Southampton’. to UK plc, Arup, 2014). 1.9 Having regard to the nature of the Port and its operations, wider policy Figure 1.1 – ABP Port of Southampton (Source: ABP) and guidance, the key objectives of the Port of Southampton Master Plan 2016–2035 and our strategy for growth North are to:
Western Docks • Set out our strategy for growth; Eastern Docks • Clarify our strategic planning for the medium to long term and thereby Marchwood and Cracknore Industrial Parks assist planning bodies, transport network providers and other stakeholders in preparing their own Strategic Land Reserve development strategies and in the carrying out of their functions; • Set out the future development and infrastructure requirements needed to both maintain and enhance the
role of the Port as a major © Google 2016 international deep-sea gateway ABP wnership Cunard’s Queen Mary 2 and Queen Victoria, Western Docks
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1.13 Throughout this Master Plan, 1.18 Following the consultation occasional reference is made to other period, we will collate and take account strategic port facilities, such as the of the comments received. The Exxon refinery and petrochemical intention is to publish the final Master complex at Fawley, the BP Terminal at Plan 2016 – 2035 before the end of Hamble, the military port at Marchwood 2016. (Marchwood Seamounting Centre) and private wharves along the River Itchen, 1.19 Our aim is to review and update which are not on land we own but which the Master Plan again in approximately are facilities that require access through five years – or sooner if considered the wider ABP controlled harbour necessary - to ensure that it remains authority area. relevant and appropriate.
Public Consultation 1.20 The Draft Master Plan 2016 – 2035 should also be read in conjunction 1.14 We are publishing this Draft with the Draft Shadow Assessment and Master Plan to enable consultation to Appraisal Report (SAAR) and the Draft be undertaken with key stakeholders Shadow Appropriate Assessment (SAA) and the wider public to ensure that their document, which have been prepared views are taken into account before the alongside this draft Master Plan for final Master Plan is published. consultation.
1.15 This consultation period will run for 6 weeks from 14 October to 25 November 2016.
1.16 The Consultation Draft Port of Southampton Master Plan 2016–2035, and relevant supporting documentation, is available to read or download from http://www.southamptonvts.co.uk/Port_ Information/Commercial/Southampton_ Master_Plan/
1.17 Stakeholders are invited to provide feedback via email to [email protected] or in writing to:
Consultation Office Associated British Ports Port of Southampton Ocean Gate Atlantic Way Southampton SO14 3QN
Ruby Princess, City Cruise Terminal, Western Docks 10 Associated British Ports Associated British Ports 11 Chapter 2 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 2
Eastern Docks road access to the Eastern Docks, completing the dual carriageway link The Port of 2.4 The origins of the modern between Dock Gate 4, the M271 and Port of Southampton go back to the wider strategic road network. Southampton the mid-eighteenth century, with the development of the Eastern Docks at 2.8 In recent years we have also This section of the the confluence of the Rivers Test and invested in upgrading and extending the Master Plan sets out the Itchen. rail terminal facility within the Eastern Docks to enable it to accommodate history and the present 2.5 Whilst a number of the longer trains. We have also, very recently context of the Port, as it earliest docks constructed have been in 2016 upgraded the QEII Cruise exists today. redeveloped as marinas or in-filled and Terminal to enable it to accommodate put to other uses because they were too larger vessels. small to accommodate modern ships, the majority of the original Eastern Western Docks Historical Context of the Docks remains as a thriving part of the Port Port of Southampton now principally 2.9 Construction of the first phase serving the automotive and cruise of the Western Docks commenced in 2.1 The history of docks and sectors. the 1920s, with the reclamation of some wharves at and around Southampton 400 acres of mudflats along the River dates back to Roman times. During 2.6 Since the first Port Master Plan Test. It is a busy part of the Port serving the eighteenth century the area was was published in 2010, two additional a wide variety of trades that include recognised as an important coastal port, multi-deck vehicle storage terminals cruise, roll-on/roll-off (ro-ro) cargoes, dry the few quays available at Southampton have been constructed and brought into bulk commodities and fresh produce. being supplemented by other private operation to meet the significant growth quays along the River Itchen and in in the number of vehicles being handled 2.10 In the mid-1960s development locations along the western shore of by the Port, which reflects and ongoing of the second phase of the Western Southampton Water such as Eling and growth in this trade. These are shown Docks commenced with the Ashlett Creeks. on the aerial photographs in Chapter 7. construction of the container terminal 2.2 The development of the modern at berths 201 and 202 – now named Port began in 1838, with the laying of 2.7 Major improvement works berth SCT5 – which was one of the first the foundation stone for Southampton have also been undertaken along Town dedicated container terminals in the UK. Docks. Ever since that time, the Port Quay and Platform Road to improve has been a dynamic enterprise adapting and developing to meet the demands of its customers and the increasing size of the vessels that the shipping industry continues to bring into operation.
2.3 Various key milestones in the development of the Port are summarised in the timeline provide as Figure 2.1. Provided as Figure 7.1 to 7.11 are a series of aerial photographs of the main Port operational area which show how the area has developed over
the previous 15 years or so. Aerial view of Eastern Docks looking down Southampton Water Chapter 2
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Figure 2.1 – Port of Southampton Timeline (Source: ABP)
Construction of the new Southampton docks commences, 1838 allied to the development of a railway connection to London
HM Queen Victoria opens Empress Dock, making Southampton the only British port at the time able to accommodate the 1890 deepest draught vessels at any state of the tide The growth in global containerisation of The Eastern Docks 1911 system is completed goods since the 1960s has been rapid and resulted in the expansion of the RAIL FACTS Southampton docks are taken over by the Government and become the No.1 Military Embarkation Port 1914 container terminal to create berths 203 to 207 – now named berths SCT1 to 4 The reclamation of land between the River Test 1932 and Royal Pier is completed to form the Western Docks - all of which are dedicated to container handling. HM King George V opens the King George V Graving Dock, which at the time was the largest dry dock in the world 1933 Marchwood Military Port is established on the western 2.11 Over time, the Port has 1943 shore of Southampton Water to providea base for the experienced considerable success due D-Day invasion of Europe EACH ‘MINI TRAIN’ IS to its natural advantages of a safe and The Esso Oil Refinery at Fawley opens 1952 sheltered harbour and being located a NEARLY 700M LONG minimal distance away from the main The world’s first port radio and radar station is opened 1958 at Calshot on Southampton Water shipping lanes through the English Channel. Throughput has increased EACH TRAIN Dibden Bay is purchased as a strategic reserve significantly. expansion of the Port. 1967 REMOVES Berths 201 and 202 are completed for 1969 container handling – the first in the UK. 2.12 We have been able to accommodate customer requirements Berths 203, 204 and 205 are completed 38 for container handling 1973 and, recognising key advancements in trade and shipping patterns such CAR TRANSPORTERS 1976 Berth 206 is completed for container handling as containerisation and the use of FROM THE ROAD multi-storey vehicle facilities, optimise Abolition of the National Dock Labour Scheme 1989 throughput capability.
The temperature-controlled Canary Islands 2.13 Looking into the future, that 1991 Fruit Terminal is opened ability is, however, facing considerable Work begins to deepen the main port approach channel challenges. Land availability and berth to cater for the growing size of vessels calling at the Port 1996 capacity within the existing Port estate Berth 207, a fourth new deep-sea berth, are facing severe constraints. Vessel size 1997 is completed at the container terminal within a number of sectors continues First multi-deck car storage facility constructed to grow as shipping companies seek in the Eastern Docks 2002 economies of scale to serve their IN 2003 City Cruise Terminal opened to passengers respective markets. These matters are considered further within Chapter 7 of this Master Plan. 2015 Government refuses permission for Dibden Terminal. 2004 RAIL MOVED Third multi-deck car storage terminal opened in the Eastern Docks Access to the Port 2009 New Ocean Cruise Terminal opened to passengers 2.14 Both inland and marine access Two additional multi-deck car storage facilities 2012 72,000 opened in the Eastern Docks MINI routes are vital to enable cargo to be Approach Channel Dredge dredged to widen and deepen the transported efficiently to and from the 2014 approach channel to the Port Redevelopment of berths 201/202, now known as SCT5, completed Port with the minimum of delays. It is JAGUAR 25,000 essential that good access is maintained Upgrades to Mayflower Cruise Terminal and City Cruise 2015 Terminal completed and not inappropriately constrained. Upgrade to QEII Cruise Terminal completed 2016 Sixth multi-deck car storage facility constructed 55,000 LAND ROVER in the Eastern Docks
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Rail export. In respect of cars, 2.18 Since the first Master Plan was Southampton to the M3 is provided by 2.15 The movement of cargo by the terminal is capable of handling published there have been some the A33. We work closely with the City rail is, generally, only viable over longer up to 7 trains per day, thereby significant improvements to rail facilities Council to ensure that the road network distances and where there are suitable removing significant numbers of at the Port and on the wider strategic capacity is optimised. intermodal facilities available at both transporter movements from the network serving the Port. In 2012, ends of the journey. Rail traffic to and road network. a £9 million terminal enhancement 2.22 As has already been indicated, from the Port of Southampton includes • Maritime Terminal: This facility, which scheme, which included the provision since the first Port Master Plan was significant flows from the Midlands, the serves the container terminal, is of new cranes, was implemented at published, major road improvement North West and Scotland. located on the port estate adjacent Freightliner’s Maritime Terminal. We works were completed in 2015 to the Container Terminal. Operated contributed £6 million to Network Rail’s along Town Quay and Platform gauge enhancement project to allow Road improving road access to the 2.16 The main route to and from by Freightliner, this facility is greater capacity for container trains Eastern Docks and completing the the Port is via Basingstoke, Reading, accessed directly from the main line on the strategic rail freight network to dual carriageway link between the Didcot and Leamington Spa, where the from Southampton to Bournemouth. and from the Port and the diversionary docks and the M271. At the same line branches to join the West Coast • Millbrook Terminal: This facility is routes via Salisbury. time improvements were made to the Main Line at Birmingham and Nuneaton. located to the north of the port Figure 2.2 - Road access routes internal dock road network within the An alternative route via Romsey and estate alongside Millbrook Road and 2.19 As a result, the number of trains Eastern Docks to create a one way in / Salisbury provides access to the west is accessed directly from the main serving the Port on a daily basis has out system whereby vehicles enter the of England and offers an alternative line from Southampton to almost doubled to 29 per day and the Eastern Docks via Dock Gate 4 and to the main northerly route in case of Bournemouth. This facility also proportion of containers moved to / from leave via a newly created Dock Gate serves the Container Terminal. engineering works. the Port by rail has increased from 25% 5. We invested some £1.7 million into • Herbert Walker Avenue Terminal: in 2009 to almost 40% today. these improvements. This facility is located within the 2.17 The Port’s rail network has The previous Master Plan aspiration Western Docks adjacent to the bulks separate access to the Eastern and for 2030 – more than 40% of container 2.23 Improvements were also terminal. It serves the bulksM3 trade Western Docks. Rail terminals which traffic moved by rail – has, therefore, completed in 2015 to increase the A3090 serve the Port include: along with the vehicle, cruise and Colden almost been achieved some 15 years capacity of the M271 / M27 junction as Romsey container trades. This Terminal is Common A27 early. Even so, we will continue over the part of the Government’s national pinch shortly to be theChandler’s subject of significant • Eastern Docks Rail Terminal: This Ford lifetime of this Master Plan to seek to – point programme. investment – in the order of £3 million facility is used to bring UK increase the amount of cargo moved by - to make it more efficient manufactured cars to the Port for North Baddesley rail where it is practicable and viable to 2.24 The first Port Master Plan A27 Bishopstoke do so. identified that in 2009 around 70% of M3 Eastleigh Figure 2.2 – Road Access RoutesA3057 (Source: Adams Hendry) containers were transported to / Road ABP Landholding from the Port by road. This figure
A3090 2.20 There are four main road has now reduced to around 60% Strategic Access North accesses from the highway network into of containers, demonstrating the M27 Secondary Access the operational Port; the Dock Gate 4 successful modal shift to rail for the M27 Marchwood / A3057 entrance and Dock Gate 5 exit (Eastern transportation of containers to / from the Cracknore Access Docks) and Dock Gates 8, 10 and 20 Port. M271 A35 A33 Motorways (Western Docks). A27 A Roads 2.25 For container traffic, Totton SOUTHAMPTON Bitterne Railway 2.21 The main road access corridor Southampton’s Container Terminal, A33 to and from the Port consists of which is operated by DP World A3024 the A35, M271, M27, M3 and A34. Southampton, has been at the forefront These routes support both freight and of UK port logistics implementing a
A3025 passenger movements and connect the Woolston A27 ‘smart’ vehicle booking system (VBS) to RIVER TEST A326 Marchwood Port to London, the West, the Midlands maximise the efficiency of the movement and the north of England. A RIVER ITCHEN of containers by road. The VBS enables secondary road route through the City of the terminal to control the number of
Hythe Netley SOUTHAMPTON WATER
Hamble-Le-Rice 16 Associated British Ports RIVER HAMBLE Dibden Associated British Ports 17 Purlieu
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Figure 2.3 – Port of Southampton Statutory Harbour Area (Source: ABP) Figure 2.3 - Port of Southampton Statutory Habour Area, VTS and pilotage areas • The Pilotage (Competent Harbour) Authority for the Harbour Authority North area and the central and East Solent (see Figure 2.3). This allows us to make provisions for compulsory marine pilots to be present on board a vessel in order to oversee the passage of that vessel from open sea to a berth (and vice versa); and • The Vessel Traffic Services (VTS) Authority and Local Lighthouse Authority for Southampton, responsible for the monitoring and safe passage of vessels to and from the Port (see Figure 2.3).
The Port’s Land Use Strategy
2.28 As has already been highlighted Diagrammatic Not to Scale – and as shown on Figures 7.1 to 7.11
Port of Southampton Statutory Harbour Area Source: ABP and Adams Hendry – the Port has continually developed in
Pilotage area anticipation of and in response to the growth in trade. The first Port Master Additional area over which ABP provide Vessel Traffic Service coverage Plan, published in 2010, identified ab Tower the following objectives that we had implemented in respect of land use within the Eastern and Western Docks HGV movements booked to arrive at the major dredging programme, ensures terminal, thereby assisting in smoothing that vessels with a draught of up to 1) Progressive removal of non-port out HGV flows from peak hours to 15.5m can access the Port on most related land uses; off-peak hours and delivering excellent days of the year. terminal productivity and efficiency levels as well as benefits to the surrounding 2.27 In respect of marine operations, road network. The VBS system our responsibilities include roles as: minimises congestion on the City’s roads; reduces the number of queuing • The Statutory Harbour Authority lorries whilst minimising emissions to air. (SHA) for the Port of Southampton. This role includes duties to regulate Marine shipping and manage safety within 2.26 The Port of Southampton is the harbour area. The statutory ideally located in close proximity to the harbour boundary is shown on major shipping lines that run through Figure 2.3 and consists of the Channel to the south of the country. Southampton Water, tidal elements The Port benefits from a deep-water of the Rivers Test and Itchen and access channel which, as a result of a parts of the East and West Solent; Aerial view of Eastern Docks with Grain Terminal in the foreground alongside the QEII Cruise Terminal
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2) Land being increasingly allocated to Marchwood and Cracknore shore of Southampton Water opposite the Port’s key trades; Industrial Parks the Eastern Docks as a strategic land 3) Intensification of land use; and reserve for future port expansion. 4) Increasing specialisation in port 2.33 In 2015 we purchased the related land use. Marchwood and Cracknore Industrial 2.36 This land will enable the Port to Parks on the western shore of the River expand as and when the existing port 2.29 Since the publication of the Test within New Forest District. operational areas become utilised to first Port Master Plan these trends have the extent that opportunities for further 2.34 The Marchwood and Cracknore land use intensification are, in practical continued. All major non-port related facilities – largely already in commercial and efficiency terms, exhausted. We land uses that could have been removed or industrial employment use - were envisage that this is likely to happen from the Port have been. Since 2006, purchased, in part, to assist our during the period of this Master Plan, we have returned approximately 17 customers in meeting their commercial and is a matter further examined in hectares (42 acres) of land to port use requirements and to provide additional chapters 6 and 7 of this document. within the Western Docks. Furthermore, land for marine and port related the development of multi - deck storage businesses. 2.37 Port trades have diverse land facilities in the Eastern Docks since use needs. An international gateway 2002 has effectively increased the Strategic land reserve port such as Southampton needs a storage area available for automotive combination of specialist infrastructure, storage by approximately 23 hectares 2.35 There is a physical limit to the sufficient and appropriate berthing • The Maritime and Coastguard (57 acres). extent to which the sustainable and space and extensive areas for cargo Agency (MCA); efficient use of existing land holdings handling, storage and transport • UK Borders Agency; 2.30 The primary trades of and berth space in the Eastern and manoeuvring (transfer to/from road and • Department for Transport; containers, cars and cruise activities Western Docks can be intensified to rail). • The Office of the Rail Regulator; occupy an increasingly large proportion meet the commercial requirements of • Southampton City Council; and of the Port estate. Land use has the Port’s customers. For this reason, 2.38 The demands made on berth • New Forest District Council. continued to intensify and become more we retain an area of land on the western space and back up storage land specialised. fluctuate throughout the year with some 2.40 We take our health and safety trades having a seasonal peak. responsibilities extremely seriously. We Sufficient land and berths have to be 2.31 Demand continues to grow. have clear systems, structures and available to provide for peaks of specific objectives across all of our Developments, such as the construction activity, otherwise that trade cannot be operations employing dedicated health of further multi-deck vehicle storage accommodated. In such circumstances and safety and security professionals at facilities and the intensification of the the trade would then move to another the port. container terminal, are planned and port. being implemented, further intensifying 2.41 We are also embarking on a and specialising land use within the Port. Health & Safety and programme which we call Beyond Zero Security – the purpose of which is to engender 2.32 We now consider there to a culture based behavioural safety to be very little scope for the continued 2.39 We operate in a highly regulated make sure that all of our employees, implementation of these objectives alone environment with multi-agency input into contractors and port users go home to provide the Port of Southampton the safety and security of operations and safe every day. Our challenge is to with the ability to meet the ongoing and the development of facilities, services achieve Zero Harm across the business. developing needs of the market during and operations. Regulation of ports- We want to create a place where we the lifetime of the Master Plan. wide safety involves amongst others: care for each other and do what is necessary to make sure we are safe and • The Health and Safety Executive secure. Marine Team escorting Royal Princess into the Port (HSE);
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Policy Context
This section of the Master Plan outlines the policy context relevant to the Port of Southampton.
3.1 The statutory boundary of the Southampton Harbour Authority falls within the boundaries of a number of local authorities. The Port is recognised economically as being of local, national and international significance. Its policy and legislative context is, therefore, extensive.
3.2 As is the case with most major European Ports, much of Southampton’s coastal and water environment is designated for its nature conservation value. The intertidal area of small parts of the western shore of Southampton Water (within the boundary of the Statutory Harbour Authority area) is also within the New Forest National Park.
3.3 The economic activity the Port generates and its physical presence in the area means that the relevant policy framework has been a key consideration in drawing up this Master Plan. The policy framework envisages a key role for this Master Plan as a means of identifying the future infrastructure requirements of the Port of Southampton. As such it is intended that the Master Plan should feed into relevant local development documents, an approach which is endorsed by the DfT’s Master Plan guidance and which Chapter 3
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continues the approach adopted by 3.8 The section of the NPSfP local authorities in respect of the first allow judgments that considers the need for new port Port Master Plan. about when and where infrastructure concludes that, “the “ Government believes that there is new developments might National Policy be proposed to be made a compelling need for substantial additional port capacity over the next on the basis of commercial 3.4 National ports policy currently 20 to 30 years”, and that “to exclude consists of the National Policy factors by the port the possibility of providing additional Statement for Ports (NPSfP) (January industry or port developers capacity for the movement of goods 2012). This provides a framework for operating within a free and commodities through new port decisions on new port developments market environment development would be an outcome that are nationally significant strongly against the public interest” infrastructure projects (NSIPs) and is ” (paragraph 3.4.16). also a relevant consideration for the 3.9 The success of ports, including Marine Management Organisation the Port of Southampton, is heavily ASSOCIATED (MMO), which is responsible for reliant on the UK’s national road and BRITISH PORTS determining applications for smaller port rail infrastructure for transporting development proposals, and for local goods and customers. The National planning authorities ‘where they have a • allow judgments about when and SOLENT LOCAL ENTERPRISE Policy Statement for National role to play’ (NPSfP, paragraph 1.2.1). where new developments might be PARTNERSHIP Networks, published in December proposed to be made on the basis of 2014, recognises the need to improve 3.5 The NPSfP recognises the commercial factors by the port Department for Transport the integration between transport, essential role of ports in the UK industry or port developers operating including the linkages to ports, reducing economy, noting that in 2010 ports in within a free market environment; end-to-end journey times through Hampshire England and Wales handled 410 million and SOUTHAMPTON improvements to the strategic road tonnes of goods, out of a UK total of • ensure all proposed developments County network, accommodating modal shift CITY COUNCIL 512 million tonnes, representing about satisfy the relevant legal, Council 95% of the total volume of UK trade environmental and social constraints and 75% of its value (NPSfP, paragraph and objectives, including those in 3.1.3). the relevant European Directives NEW FOREST and corresponding national 3.6 The NPSfP summaries the regulations” (paragraph 3.3.1). NATIONAL PARK Government’s policy for ports as seeking to: 3.7 The NPSfP sets out the Government’s assessment of the need New Forest • “encourage sustainable port for new port infrastructure in section development to cater for long-term 3.4. Throughout this assessment it is District Council forecast growth in volumes of made clear that the total need for port imports and exports by sea with a infrastructure not only depends upon National Communities competitive and efficient port overall demand for capacity but also and Local Policy industry capable of meeting on the need to retain the flexibility that Government Framework the needs of importers and ensures that capacity is located where exporters cost effectively and in it is required and on the need to ensure marine management a timely manner, thus contributing effective competition and resilience in to long-term economic growth and port operations. organisation prosperity;
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to rail, and expanding the network of identifies the development needs of the Figure 3.1 – Local Authority Boundaries (Source: Local Authorities) Strategic Rail Freight Interchanges Port. (SRFIs) (paragraphs 2.8, 2.13 and 2.47). 3.12 Amongst other things, the NPPF 3.10 The National Planning Policy makes clear that the planning system Framework (NPPF) explains that the should do everything it can to support purpose of the planning system is sustainable economic growth, and that to contribute to the achievement of local authorities should plan proactively sustainable development (paragraph to meet the development needs of 6) which is described as having three business and support an economy fit dimensions, namely economic, social for the 21st century (paragraphs 19 and 20). In respect of transport matters, and environmental (paragraph 7). The the NPPF makes clear that local plans Framework explains that at its heart is should protect and exploit opportunities a presumption in favour of sustainable for the use of sustainable transport development. modes for the movement of goods and people, and should identify and 3.11 In respect of plan making, the protect, where there is robust evidence, NPPF highlights, amongst other things, sites and routes which could be critical that local planning authorities should in developing infrastructure to widen positively seek opportunities to meet the transport choice (paragraph 35 and 41). development needs of their area; and Local authorities are also encouraged that local plans should meet objectively to work with neighbouring authorities assessed needs, with sufficient flexibility and transport providers to develop to adapt to rapid change, unless certain strategies for the provision of viable specified circumstances apply. We infrastructure necessary to support consider that, having regard to its sustainable development, including purpose and the NPSfP, the Port of transport investment necessary to Southampton Master Plan is a key support strategies for the growth of evidence document that objectively ports (paragraph 31).
the Government 3.13 A new system of marine planning has been introduced across believes that there is “ the UK through the Marine and Coastal a compelling need for Access Act 2009. The Marine Policy 3.14 The Marine Management administrative area of New Forest substantial additional port Statement (MPS) sets out the framework Organisation (MMO) has responsibility for District Council (NFDC). The strategic capacity over the next 20 against which decisions affecting the preparing marine plans and has identified land reserve on the western shore of the to 30 years . . . to exclude marine environment will be made. It is eleven Marine Plan Areas; the Port of River Test is within the administrative the Government’s vision to have ‘clean, Southampton is within the South Inshore areas of NFDC and the New Forest the possibility of providing healthy, safe, productive and biologically Marine Plan Area, which is currently National Park Authority (NFNPA) – see additional capacity for the diverse oceans and seas’. It recognises under preparation. Figure 3.1. movement of goods and that ports and shipping are an essential commodities through new part of the UK economy (paragraph Local Policy 3.16 Planning applications within port development would 3.4.1) and that a Port Master Plan may the Port estate (made in respect of 3.15 The Eastern and Western Docks development that does not constitute be an outcome strongly provide marine planning authorities with a strategic view of the potential direction of the port estate are located within the permitted development) are required, against the public of future port development (paragraph administrative area of Southampton in summary, to be determined in interest 3.4.8). City Council (SCC). Marchwood and accordance with the Statutory ” Cracknore Industrial Parks are in the Development Plan unless material 26 Associated British Ports Associated British Ports 27 Chapter 3 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 3
3.18 The SCC Core Strategy have made it clear that in its forthcoming covers broadly the same area, to deliver the Port of identifies that “the Port of Southampton Local Plan Review it will, amongst other its distinct but complementary roles and Southampton is a major is a major international deep sea port things, specifically address the future of objectives. In 2012 PUSH adopted the “ with significant global and economic our strategic land reserve. South Hampshire Strategy, providing a international deep sea port importance and makes a vital sub-regional framework for sustainable with significant global and contribution to the national, regional 3.22 The Hampshire Minerals and development and change to 2016. The economic importance and and local economy” (paragraph Waste Plan 2013 (Policy 19) identifies a Strategy recognised the importance makes a vital contribution 2.1.2). A strategic objective of the number of aggregate wharfs that form of the Port of Southampton as an to the national, regional Core Strategy is to “Support the varied part of the wider Port of Southampton International gateway and supports the operations of the Port of Southampton and local economy and seeks to maximise their use and/ continued growth of the Port (Policy 2). as a facility of Global significance and or expansion. Policy 34 of the plan as an international gateway in which also safeguards a number of areas so 3.25 PUSH have recently updated role it makes a vital contribution to the that their appropriateness for use as its strategy through the publication of ” national, regional and local economy” minerals or waste wharf or rail depots the ‘PUSH Spatial Position Statement (Strategic Objective S4). This is partly considerations indicate otherwise. can be considered should they became (June 2016)’. This statement recognises achieved through Policy CS9, which Section 20 of the Planning and available, including: Southampton as being one of the Compulsory Purchase Act 2004 states states that the City Council “will promote country’s largest, busiest and most and facilitate the growth of the Port of diverse ports, and acknowledges that Local Plans must be positively • land located to the north west Southampton”. the significant economic contribution prepared, justified, effective and of Hythe identified in the Port which the Port makes to the local consistent with national policy and the of Southampton Master Plan – the 3.19 The Southampton City Centre economy (paragraphs 3.10 to 3.12). In NPPF. strategic land reserve; Action Plan also recognises the Port’s considering employment development • land identified in the Southampton 3.17 The Statutory Development Plan economic importance to the UK, South matters, the statement recognises Core Strategy as operational port for the Port estate currently comprises Hampshire and the city (paragraph the potential for growth in port- land, and of the following: 4.22). Policy AP4 therefore states that “the Council supports the growth and • Marchwood Military Port (also known as Marchwood Sea • Southampton Core Strategy 2009, overall competitiveness of the Port of Mounting Centre). as amended by the Partial Review Southampton” including ensuring that 2015; development proposals will not have Emerging Development Plan • Southampton City Centre Action a negative impact on the current or future Port or its strategic or secondary 3.23 SCC, NFDC and the NFNPA Plan 2015; access. have all commenced a review of their • Southampton Local Plan Review respective development plans. ABP will 2006 Saved Policies; 3.20 The NFDC Core Strategy and continue to engage with the preparation • New Forest District Council Core the NFNPA Core Strategy acknowledge of Local Development Plans to protect Strategy 2009; that national policy recognises the and promote the Port’s ongoing ability to • New Forest District Council Local Port is a major international deep sea continue to support British trade. Plan Part 2: Sites and Development gateway port with significant global Management 2014; and economic importance and that the Partnership for Urban • New Forest District Council Saved strategic land reserve is the only area South Hampshire (PUSH) Policy DW-E12 from Local Plan of land which is physically capable of Review 2005; accommodating significant expansion 3.24 PUSH was formed in 2003, and • New Forest National Park Core of the Port (NFDC paragraph 9.15 and its membership consist of various South Strategy and Development NFNPA paragraph 2.15). Hampshire local authorities, including Management Polices 2010, and SCC and NFDC. PUSH has no • Hampshire Minerals and Waste Plan 3.21 The NFDC Local Plan Part 2: statutory powers or functions but works 2013. Sites and Development Management collaboratively with the Solent Local DPD was adopted in April 2014. NFDC Enterprise Partnership (LEP), which
The Port’s Container Terminal operated by Dubai Ports World Southampton Aerial photography by Roger D Smith ABIPP Gosport 28 Associated British Ports Associated British Ports 29 Chapter 3 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 3
related logistics and the potential for represented within relevant policy 3.34 The policy framework continues additional port capacity to be delivered Support the varied documents. This Master Plan plays to evolve and it is clear that future Port (paragraph 5.60). Marchwood Industrial operations of the Port of a central role in identifying the Port’s development proposals will need to Park is specifically identified as an “ requirements and intentions for the take account of policies within local Southampton as a facility of existing waterfront site of sub-regional future, which can then be reflected in development plans as appropriate. importance (policy E3) which should be Global significance and as policy as it is prepared or altered. Equally we will continue to advise protected for continued employment an international gateway in planning authorities of the development use, and in particular activities which which role it makes a vital 3.32 The Port’s future is a key needs of the Port and to ensure that the support the marine and maritime contribution to the national, element of the social, economic and emerging development plans reflect the economy regional and local environmental make-up of the region local, regional and national importance economy and South Hampshire sub-region. As of the Port, and that the interests of the Local Enterprise one of the UK’s principal gateways for Port are suitably protected. Partnerships international trade, it is a major catalyst for wealth generation and employment. free standing document,” and has been 3.26 The Solent LEP’s Strategic Economic Plan and Transforming Solent prepared as a Joint Strategy between 3.33 The Port shares the coastal Marine and Maritime Supplement the three Local Transport Authorities of waters with other users: naval vessels, were published in 2014, both of which Hampshire County Council, Portsmouth leisure craft and local and continental highlight that the future of the Port of City Council and Southampton ferries. The Master Plan assists in Southampton is jeopardised by a lack City Council. Policy B of the South identifying the weight to be attached to of space for expansion and insufficient Hampshire LTP states the TfSH the Port’s needs, enabling them to be road infrastructure, constraints that need authorities will work with the Highways properly balanced in planning policies to be removed to enable the port to Agency, Network Rail, ports and airports against the demands of others on the grow. to ensure reliable access to and from coastal zone. South Hampshire’s three international 3.27 The Enterprise M3 LEP, which gateways – one of which is the Port of overlaps with the Solent LEP, stretches Southampton - for people and freight. the full length of the M3 corridor; a Figure 3.2 – South Inshore and Offshore Plan Areas (Source: MMO) critical part of the strategic road access Marine Policy Figure 3.2 - South Inshore and Offshore Plan Areas Source: MMO 3 - East inshore 4 - East offshore Plan area boundaries are described to the Port of Southampton. The Port South Inshore & Offshore 5 - South East inshore as defined following the Defra 3 consultation on marine plan areas 6 - South inshore and are indicative with further Plan Areas 7 - South offshore refinement expected as the marine 5 is identified as a key feature of relevance 3.30 As already indicated, the South 8 - South West inshore planning process is implemented. 4 Map produced in ETRS89 UTM Zone 30N coordinate reference system. August 2012 9 - South West offshore to the M3 LEP area. Inshore Marine Plan is still in the early stages of preparation and consultation. Transport Policy The South Plan Analytical Report (SPAR) 8 June 2014 presents a refined list of core 3.28 Local authorities are required to issues for marine planning in the south produce and maintain Local Transport marine plan area. An options document Plans (LTP) that identify transport related was consulted on in early 2015, and a 6 challenges and set out proposals to consultation draft of the South Inshore resolve them. The Hampshire LTP Marine Plan is expected to be published 2011-2031 sets out a long-term vision shortly. 7 for Hampshire’s transport split into 8 three areas: North Hampshire, Central Policy Implications for the Hampshire and the New Forest, and Master Plan 9 South Hampshire. 3.31 It is important that the future 3.29 The Transport for South of the Port, as a key gateway of Contains Ordnance Survey and UK Hydrographic Office data © Crown Hampshire (TfSH) section of the LTP is a international significance is properly copyright and database right 2012. Marine Management Organisation.
30 Associated British Ports Associated British Ports 31 Chapter 4 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 4
Socio-economic THE PORT OF context SOUTHAMPTON WELCOMES The Port of Southampton and its 1.77M customers contribute CRUISE PASSENGERS significantly to both SUPPORTS the local and national economies 15,000 LOCAL JOBS 4.1 The Port of Southampton and its customers contribute significantly to both the local and national economies, HANDLES 900,000 providing jobs and income. We provide supporting in the order of 15,000 jobs support for the community by facilitating and generating in the order of £1bn to leisure activities such as marine the UK economy every year (Economic recreational sports, the Southampton Value of ABP to UK plc, Arup (2014)) Half Marathon and 10K and through our (subsequently referred to as (Arup, VEHICLES strong commitment to local charities. 2014)). OVER CONTAINERS The Port Today 4.2 The Port plays a key role in Keeping Britain Trading, providing a 4.5 Today the Port of Southampton strategic hub and gateway to global 1M is a dynamic international gateway and markets for enterprises across southern transport hub that operates 24 hours and central England. The Port handles 1.3M TONNES a day, 365 days a year. The Port is of over £71 billion of international trade national significance in a number of every year (The Value of Goods Passing DRY BULK CARGO trade sectors, including the handling of through UK Ports, MDS Transmodal containers, cars and passenger cruises. (2016)) (subsequently referred to as (MDST, 2016)); over one quarter of 4.6 The Port is a major contributor the UK’s seaborne trade with non-EU to the local, regional and national countries by value (HM Revenue and economy, both in terms of providing Customs, 2014) and is the leading UK direct employment and also in respect port for exports to international markets of businesses that indirectly rely on the of £40 billion per annum (MDST, 2016) CONTRIBUTES Port’s activities, such as road haulage, warehousing and distribution. It is 4.3 The Port of Southampton is estimated that the Port creates in the a major deep-sea port with significant £1bn order of 5,000 direct jobs (Arup, 2014). global and economic importance. TO THE UK This consists of jobs we generate ourselves and by our customers - 4.4 The Port is an important part of ECONOMY companies that span a broad range of
Chapter 4 its locality, a role which is not limited to sectors including automotive, energy,
32 Associated British Ports Associated British Ports 33 Chapter 4 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 4
agriculture and food as well as cruise • Distribution warehouse expansion; Cruise and Passengers and ferry services. A further 10,000 jobs • Upgrade of 3 cruise terminals, and 4.15 The Port of Southampton is the are estimated to be created through • New vessel management UK’s premier cruise port and in 2015 we related employment through the region system. welcomed 450 vessels and 1.7 million and the UK (Arup, 2014). cruise passengers. The Port accounts Containers for in the order of 70% of the UK’s home 4.7 In 2014 the port facilities in 4.9 Southampton is home to the port passengers (Arup, 2014) through and around Southampton handled in most efficient container terminal in four cruise terminals; the QEII Cruise the order of 37 million tonnes of cargo, Europe, which is also the UK’s second Terminal and Ocean Cruise Terminal handling over one quarter of the UK’s largest container terminal. The container within the Eastern Docks and the City seaborne trade with non-EU countries terminal is operated by DP World Cruise Terminal and Mayflower Cruise by value. Further information on the Southampton (DPWS) and in 2015 Terminal within the Western Docks. key trades handled at the Port, such as handled over 1 million containers the equivalent of some 1.9 million twenty containers, cars and cruise passengers 4.16 Carnival, the world’s is set out in the sections that follow. foot equivalent units (TEU – a measure leading cruise operator, relocated its by which container volumes are headquarters to Southampton in 2009. 4.8 Over the past 5 years or so, we referred). The company, whose brands include have invested over £180 million at the Cunard, P&O Cruises, Princess, Costa Port to help drive growth and secure 4.10 In March 2014 the fifth and Holland America, now oversee jobs. Such infrastructure projects container berth, SCT5, opened. This their Australian, New Zealand and UK include: new 500m long berth, with 16m of available depth of water, is one of the of the Port in order to improve the operations from Southampton, and employ over 1,000 people in the city. • Deepening of main approach very few facilities within the UK capable access for the large container vessels. channel; of handling the world’s largest container Other cruise companies operating • Creation of new deep water ships – which are regular visitors. Motor Vehicles from the Port include Royal Caribbean, container berth; 4.12 Handling over 900,000 vehicles Celebrity Cruises, MSC, Fred Olsen and • New container cranes; 4.11 Around the same time as in 2015, including around 520,000 for Saga. • Multi-deck vehicle storage facilities; undertaking work on SCT5, we export, Southampton is the UK’s leading • Highway improvements; undertook a dredging programme to port for car handling. Aound one third • Port rail network upgrades; deepen the main marine access channel of the export vehicles arrive at the Port on up to five daily trains.
4.13 To facilitate the import and export of cars the Port currently contains various dedicated multi-deck vehicle terminals, all of which are located in the Eastern Docks. The Port of Southampton is believed to be the first port to have developed such facilities.
4.14 The automotive sector is the UK’s largest export sector by value, worth £27 billion (Arup, 2014). As a gateway to global markets, the Port of Southampton plays a vital role in this sector.
The Port is a major exporter of British made vehicles
34 Associated British Ports Associated British Ports 35 Chapter 4 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 4
4.17 In the Solent region the cruise by Red Funnel from land at Town Quay, General Cargo industry is estimated to generate in the and providing both car ferry and fast PORT OF SOUTHAMPTON 4.22 General cargo handled at order of 3,500 jobs (2011 estimate) jet passenger only services, the ferry OPEN the Port consists mainly of fresh (Arup, 2014). Every cruise that embarks terminal in 2015 handled in excess of produce from the Canary Islands, or disembarks at the Port has been 3.4 million passengers. Southampton is the sole UK import estimated to generate £2.5 million for facility for this traffic and has extensive the economy (Arup, 2014). Dry Bulks specialist facilities for this trade. The 4.20 In 2015 the Port handled over Fruit Terminal in the Western Docks 4.18 With our key partners, we 1.3 million tonnes of dry bulk cargo. provides 14,500m3 of cool and cold continue to invest in the cruise Dry bulk cargoes include a very wide 24 HOURS A DAY storage and has deep-water berths facilities at the Port. In 2015 Carnival range of commodities including grain, capable of accommodating two ships and ourselves invested £5 million in fertilisers, animal feed and scrap metal. simultaneously. remodelling the Mayflower Cruise Terminal. The Ocean Cruise Terminal 4.21 Dry bulks are handled at a 4.23 Each year the Port handles and the City Cruise Terminal have number of facilities. Southampton Grain approximately 100,000 pallets of fresh also been significantly upgraded in Terminal, located in the Eastern Docks, produce from the Canary Islands, recent years and a refurbishment of primarily handles the export of grain. consisting predominantly of tomatoes the QEII Cruise Terminal has just been Within the Western Docks there is a 365OCTOBER destined for supermarket shelves completed. dedicated multi-user bulks terminal. DAYS A Operated by Solent Stevedores, this around the UK. Smaller volumes of 4.19 In addition to the cruise trade, facility handles a variety of cargoes peppers, avocados and cucumbers are the Port of Southampton also contains including minerals, animal feed, fertiliser, YEAR also handled during the season, which one of the key ferry terminals that scrap metal, aggregates, salt and lasts from October to May. provides a connection between the Isle biomass products. of Wight and the mainland. Operated WE HANDLE Liquid Bulks 4.24 Although not forming part of the ABP estate, but located within the wider Statutory Harbour Authority area, 1/4 the oil refinery at Fawley and the marine fed fuel terminal at Hamble form one OF UK of the UK’s leading hubs for the import SEABOURNE and export of liquid bulk oil and fuel TRADE WITH cargoes. In 2015 over 23 million tonnes NON-EU COUNTRIES of liquid bulk products passed through facilities located within the statutory port THE authority area. TOP RANKED PORT WITHIN THE UK View of Ocean Dock, Eastern Docks, showing ro-ro vessel alongside cruise ship
36 Associated British Ports Associated British Ports 37 Chapter 5 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Foreword
Sustainability
Our aim is to make sure we minimise our environmental footprint
The Port welcomed 450 cruise vessels in 2015
Environmental Overview
5.1 Our aim is to manage our obligations to the environment in a morally responsible manner whilst developing port business to meet the needs of customers in a way which has due regard for sustainability matters - that is to say measures to improve performance environmentally, economically and socially.
5.2 We have established an environmental policy and compliance management system that targets efforts in a coordinated way and provides support and guidance to each business
Chapter 5 unit. The key themes of our approach
38 Associated British Ports Town Quay in the centre Associatedof the picture British is home Ports to a busy thriving marina, office accommodation and ferry links to the Isle of Wight and Hythe 39 Chapter 5 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 5
to environmental management can be risk and impacts during both the 5.4 The following are key are shown on Figure 5.1 and include summarised as: construction and operation phases. environmental matters that influence Ramsar sites, Special Protection Areas We work closely with organisations both current operations and any future (SPAs), Special Areas of Conservation • Managing risks: We review such as local authorities, the development aspirations at the Port. It (SAC), Sites of Special Scientific Interest each stage of our operations and Environment Agency and Natural is not intended to be an exhaustive list (SSSI). SPAs and SACs are collectively activities and assess their impact England during the design phase of and any future development proposals known as ‘European Sites’ and are the on the environment, introducing our biggest projects – we have many will take all relevant considerations into basis for the ‘Natura 2000’ network. control measures where required and successful examples where we have account on a case-by-case basis. where practical. We assess successfully balanced the needs of 5.6 We recognise that nature the environment with the need for operational risks by reviewing best Biodiversity conservation designations cover large port development projects. parts of our strategic land reserve practice information and guidance, Figure 5.1 - Sites5.5 of The ational River Test, nternational River Itchen, ature Conservation mportan e developing risk assessments, and Southampton Water and the Solent (SSSI and SPA / Ramsar designations) • undertaking audits of our operations. Responsibilities and training: have long been recognised for their and this will have a direct influence on Our team is committed to improving We also seek to ensure that we are high biological and nature conservation the future development of that area our knowledge of the environment prepared for an emergency incident, importance. There are a number of sites of land. The Conservation of Habitats around the Port and we have with well tested plans in place, as of international nature conservation and Species Regulations 2010 set out increased the amount of training demonstrated with the grounding of interest in the vicinity of the Port. These the process and tests that must be and support to employees across a the MV Hoegh Osaka in 2015. wide range of environmental subjects from introductory programmes to River Test River Itchen Figure 5.1SSSI – Sites of national / international nature conservation importanceSAC • Resource efficiency and carbon more detailed specialised training in reduction: Carbon management, areas such as energy awareness and improved resource efficiency and waste management. ABP Landholdings waste minimisation are key business SSSI Lower Test priorities for us and we are focused Environmental North Valley SSSI RAMSAR at looking for continual Considerations SAC improvements. ABP was awarded Solent and Southampton Water SPA / Ramsar site SPA accreditation under the ISO 50001 5.3 Our sustainable approach to and Solent Maritime SAC energy management standard in Scale our business concentrates on making Eling and Bury 0 1km 2015. the most efficient use of resources; Marsh SSSI minimising the impact of operations; • Developing responsibly: We liaising with key stakeholders; working ensure that our developments are with wildlife and continually improving designed to minimise environmental overall environmental performances. Dibden Bay SSSI Lee-on-the Solent to Itchen Estuary SSSI
New Forest SSSI
New Forest SPA and Ramsar site Hythe to Calshot SSSI
New Forest SAC
Solent and Southampton Water SPA / Ramsar site and Solent Maritime SAC
Based upon the Ordnance Survey scale map with the permission A busy day in the Eastern Docks with two cruise ships and three ro-ro vessels of The Controller of Her Majesty s Stationery Office Crown Copyright
North Solent SSSI
40 Associated British Ports Associated British Ports 41
Source Magic Chapter 5 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 5
Water and Sediment Quality for these fish in the tidal waters through 5.12 The Department for the which they must pass, with maintenance Environment, Food and Rural Affairs dredging taking place outside the key (DEFRA) has overall reasonability for seasonal migration times. water resources in England. The Environment Agency is the key regulator 5.17 Management of marine of water quality through legislation sediments is governed by the Centre for including the Environment Act 1995, Environment, Fisheries and Aquaculture the Water Resources Act 1991 and the Science (CEFAS) and the requirements Environmental Protection Act 1990. of the MMO. All dredged material we identify for disposal is subject to a 5.13 Many standards for water testing regime overseen by Cefas. quality are regulated at European level through a range of environmental 5.18 Port development has the directives, the most notable being the potential to affect compliance with A backhoe dredger deepening the main channel approach in 2014 water quality standards through EU Water Framework Directive (WFD). siltation or deoxygenation of the water achieved in order to allow development (MMO) using the licensing procedures The WFD requires all water bodies to column. ABP actively engages with the to take place which affects European in place under the Marine and Coastal achieve ‘Good Ecological Status’ and Environment Agency on all proposed sites and Ramsar sites. Development Access Act 2009. ‘Good Chemical Status’. developments that may affect the likely to have an adverse effect on marine environment to ensure that risks SSSIs is subject to the policies set out 5.10 We have in place a Maintenance 5.14 In order to meet the are removed or mitigated. in the NPPF, which requires particular Dredging Protocol (MDP) ’Baseline requirements of the WFD, River Basin circumstances to be demonstrated Document’, which documents dredging Management Plan’s (RBMP) have been Energy before development can be approved. drawn up for river basin districts across activity and considers the effects of 5.19 The UK government has England and Wales. The Solent and dredging on conservation status and set some demanding targets for the 5.7 Aquatic ecology in freshwater Southampton Water is within the South the integrity of European Sites. The country’s environmental performance, bodies, transitional waters (estuaries) East River Basin District RBMP. Southampton ‘Baseline Document’ including in respect to climate and coastal water bodies extending accompanies all maintenance dredge change emissions. For our part, we one nautical mile out to sea is protected licence applications. We follow the 5.15 The provision of environmental at Southampton have successfully by the Water Framework Directive principles of Waste Hierarchy to safeguards and procedures necessary implemented the international standard (WFD). We sit on the Environment minimise the quantity of material we to minimise the incidence of oil pollution for energy management (ISO 50001), Agency’s WFD Liaison Panel, which is dredge and always look for opportunities to controlled waters is an important which looks to record and proactively tasked with improving the quality of our for re-use. function of the Harbour Master’s team surface and ground water environments. reduce energy consumption. through preparation of emergency The implications of this Directive are 5.11 Capital dredge proposals, which response plans to deal with oil spill considered in the paragraphs that follow 5.20 We have significantly improved deepen the depth or widen the extent incidents. which consider water quality matters. our knowledge of energy consumption of an existing navigation channel to through real time metering systems 5.16 There are various designations improve marine access to the berths, and we have been able to reduce our Dredging for the protection of shellfish and 5.8 Maintenance dredging is are taken forward from time to time. overall energy consumption by 20% salmonid waters in Southampton Water essential to maintain safe and navigable Such proposals require consent from the since 2009 by introducing measures and its tributaries. While the salmonid depths of water. This is normally MMO in consultation with stakeholders such as Passive Infra Red (PIR) lighting waters designations for the Rivers Test undertaken twice per year, generally including Natural England and the controls, LED lighting in buildings and and Itchen apply above their tidal limits, during spring and autumn. Environment Agency. The last capital high mast light columns. Where we the fact that these rivers are used by dredge, completed in 2014, employed undertake refurbishment activities, we migratory salmonid fish means that we 5.9 Maintenance dredging is a real time monitoring system to ensure look for opportunities to engage best have due regard in our operations to managed through relevant liaison with that water quality was not compromised technology options that minimise energy the maintenance of suitable conditions the Marine Management Organisation at any time.
42 Associated British Ports Associated British Ports 43 Chapter 5 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 5
consumption. We are also reviewing consistent with energy efficiency and options of viable renewable energy climate change policies. generation - in 2014 we introduced a solar generation scheme and are looking Flood Risk at further opportunities. The Port is also 5.22 One of the main challenges connected to the City’s District Energy facing ports is the increased risk of Combined Heat and Power network, flooding. A number of factors can which saves around 10,000 tonnes of contribute to the sources of flooding carbon dioxide emissions per annum from overtopping of quays, including (Cofely 2016). sea-level rise, tidal surges, extreme wave heights, potentially in combination 5.21 Our planning of infrastructure with fluvial (river) flood flows. Flood takes account of climate change risk zones of relevance to the Port of adaptation measures. The ability of Southampton are mapped in Figure 5.2. existing infrastructure to minimise energy use and adapt to climate change 5.23 Predicted sea rise rates, based Aerial photography by Roger D Smith ABIPP Gosport projections is reviewed on an on-going on a vertical land movement of -0.8 mm Royal Pier to the left of the picture is the site of a major regeneration project to link the City with Southampton Water; Town basis by the Port’s management team, per year, and predicted extreme sea Quay in the centre of the picture; Eastern Docks to the right hand side which identify appropriate measures levels for events occurring on average once in 200 years and once every 1,000 reducing the area of saltmarsh habitat Figure 5.2 – Flood Zones years indicate that by 2035, existing on the upper shore. Port development port operational areas will be at risk of and the beneficial use of dredged flooding at a frequency of between once material may provide an opportunity in 200 years and once in 1,000 years. to contribute to long-term estuary management in this regard. SOUTHAMPTON 5.24 Our port activities take account of flood risk matters having due regard Air Quality to the nature of development and advice 5.27 Southampton City Council contained within relevant planning policy (SCC) has declared a number of Air River Itchen (for example the NPPF) and prevailing Quality Management Areas (AQMAs) Environment Agency guidance. The around roads in the city, some of which combined tidal and fluvial flood risk are principal road access routes to and present at different locations in the Port from the Port. New Forest District estate and the predicted changes in risk Council (NFDC) has also declared Marchwood River Test over time are relevant considerations for AQMAs. The locations of these AQMAs us, both now and in the future. and principal access routes to the Port are shown on Figure 5.3. 5.25 We are part of Southampton City Council’s Flood Management 5.28 These AQMAs are designated Board, which identifies key challenges in relation to exceedences of European and control measures to prevent or standards for nitrogen dioxide generated minimise the risk of flooding. by vehicle movements. Measures to Hythe achieve air quality improvements are 5.26 Sea level rise will exacerbate set out in the local Air Quality Action the phenomenon of ‘coastal squeeze’, Plans (AQAPs) produced by the relevant whereby mudflat areas are advancing Councils. We are committed to
Source: Environment Agency inland towards existing sea defences, continued working with local authorities ABP Port of Southampton Flood Zone 1 Flood Zone 2
44 Associated British Ports Associated British Ports 45 Chapter 5 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 5
Figure 5.3 - A MA Figure 5.3 - Air Quality Management Areas - Southampton City Council 5.33 There are on-going industry Cultural Heritage discussions to assess the possibility 5.37 The Port of Southampton
Air Quality Management Areas of vessels using a shore supply of has many connections with the area’s electricity or liquefied natural gas maritime past and there is evidence Scale (LNG) when in port rather than the that the Solent and its tributaries have North 0 1km vessel’s auxiliary engines (this is also been used for port activities and by often referred to as ‘cold ironing’). shipping for over 2,000 years. The City’s The adoption of cold ironing has to waterfront was the embarkation point for overcome the challenges of vessels of the Pilgrim Fathers’ voyage to America differing sizes, ages and national origins in 1620, and the RMS Titanic sailed operating on-board electrical systems from the Eastern Docks in 1912. The at a variety of voltages and frequencies. Eastern and Western Docks also played We are committed to working with a major role as an embarkation point for shipping lines to assess the viability of troops and supplies during both world the use of alternative fuels when in the wars and more recent conflicts involving
SOUTHAMPTON Port. our Armed Forces.
Noise 5.38 Listed structures within the 5.34 Like all major ports throughout port estate include two former dry the world, Southampton operates 24 docks (Trafalgar Dry Dock and King hours a day, 7 days a week, in order George V Dock which is now used as an to provide an acceptable standard of operational berth), the gateway portals
Based upon the Ordnance Survey scale map with the permission service to cargo owners and shipping at dock gates 8 and 10, and the remains of The Controller of Her Majesty s Stationery Office Crown Copyright Source: Southampton City Council companies, enabling the Port to remain of the Royal Pier. Old Town West, Old competitive. Operating in an urban Town South, Oxford Street, Canute environment is a key challenge in this Road Conservations Areas are located to reduce adverse impacts of Port Port at a pre-arranged time, meaning respect. to the north of the Eastern Docks. The related traffic. efficiencies for container handling and character of these areas will be carefully reducing the need for HGVs to wait in 5.35 There are locations where considered as part of any relevant future 5.29 Ports handling bulk cargoes the Port. residential uses are found in close development of the Port. have the potential to generate proximity to the Port boundaries. We emissions. The handling of bulk 5.31 We also work with our recognise that it is, therefore, important 5.39 We have carried out a number products brings with it certain customers to maximise, as far as is to both minimise and, where possible, of studies in recent years, in consultation responsibilities, including the practicable and viable, the modal share mitigate the impacts arising from port with Southampton City Council and requirement to manage potential dust of onward transport by rail and feeder operations upon nearby residential Historic England, to better understand emissions. We work with regulators shipping as a means of minimising occupiers where possible and the historic environment and, while and cargo handlers to ensure a high emissions to air. practicable within the parameters of impacts of dredging on marine standard of management is maintained, operating the business. archaeology will be minor in areas via monitoring of bulk handling activities 5.32 Emissions to air by ships visiting already subject to dredging, dredging and the promotion of best practice, the Port have reduced significantly in 5.36 Noise from construction of new areas may have the potential for such as retaining walls and water recent years. The Port is located within North Solent projects may be of concern as a heritage impacts. Where appropriate we suppression systems. the English Channel Sulphur Emissions SSSI result of temporary effects on humans will implement schemes of investigation Controlled Area, which means that and wildlife. Any such effects will be and finds reporting. 5.30 As already explained, the vessels transiting this area are required addressed as part of development container terminal, operated by DPWS, to either use low-sulphur fuel or be fitted proposals through consultation and Landscape and Townscape has in place a Vehicle Booking System with an exhaust cleaning system. dialogue with relevant stakeholders. 5.40 The Port of Southampton whereby HGVs can only arrive at the is an important part of the identity Source Magic
46 Associated British Ports Associated British Ports 47 Chapter 5 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 5
of the city and its sub-region. The land to enable a substantial mitigation Port, and the vessels that use it, are package to be provided and this would characterful features of the landscape be a consideration for discussion with of Southampton, the lower reaches of stakeholders representing relevant the River Test and Southampton Water. interests in the area. They are an important part of the identity of the city and its sub-region and marine Recreation activities attract interest from available 5.44 In our capacity as Harbour viewing points on both shores of the Authority, we are responsible for River Test and Southampton Water. The navigational safety of commercial and importance of the City’s connections recreational craft in the parts of the with the waterfront, having due regard to Solent, Southampton Water and the tidal the operation of the Port, are highlighted Rivers Test and Itchen. Vessel Traffic in the Southampton Core Strategy and Services (VTS) provides vessels with City Centre Action Plan. advice and guidance on navigational The Harbour Master’s team facilitates safe marine recreational activities safety and plays an essential role in 5.41 The New Forest National Park helping to make sure that all recreational adjoins our strategic land reserve. At directly support many of these events, boundary and we are committed to sailing within Southampton Water and this point the boundary follows the and we issue guidance and advice supporting those communities in the the Solent takes place safely. line of the former shore. Fields and to ensure safe and use of the marine future. woodland in our ownership to the rear of environment. We also provide services 5.45 The waters around the Port the land reserve are within the National to assist race organisers and co- 5.50 We are proposing to give fresh and the Solent including the Hamble Park. ordinators to deconflict any events with impetus to the Port Consultative Group, and Lymington Rivers, are renowned as commercial shipping movements. which will be chaired by the Port’s one of the most popular and intensively 5.42 The landscape of the existing Director. We hope to create an open used water sports areas in northwest Port is not expected to change 5.48 The Port hosts the forum which will include representatives substantially during the plan period. Europe. Informal coastal recreation and Southampton Water Recreational of the local community as well as local Individual visible infrastructure such as tourism, as well as organised activities, Users Group (SWRUG), which exists to authorities and regulators. The Group cranes require replacement from time to are important on the Solent coastline ensure safe operating procedures within will allow two way dialogue so that we time, and the Master Plan identifies that and in the southern half of Southampton Southampton Water and to promote co- can ensure that we work together to new structures, for example multi-deck Water. Recreational activity includes ordination and dialogue between all user achieve a forward thinking, modern, Port car storage facilities, are likely to be sailing, jet skiing, diving, water-skiing groups. of Southampton. required to serve trade growth. As they and windsurfing.
are set in an active dock landscape, these structures are considered unlikely 5.46 The Solent is home to a number Stakeholder Engagement and to have a significant impact. of world-renowned yachting events, Dialogue 5.49 We recognise the intrinsic including Cowes Week, the Round the relationship between the wider port and 5.43 The Port’s strategic land reserve Island Yacht Race and the Little Britain the locality and we will seek to maintain is opposite the Eastern Docks and next Challenge Cup, which together attract and improve our relationship with the to Marchwood Seamounting Centre. almost 3,000 boats each year. Activity local community and stakeholders. A Consequently, its use for Port purposes takes place all year round and generally significant number of port employees would not generally be out of character intensifies between March and October. with the established landscape of the and those dependent on related port businesses live within proximity to the lower River Test. Nevertheless, such 5.47 As harbour authority, we play Port which in turn helps to create wider development will have a visual impact a significant role in managing and prosperity. We also recognise that in on surrounding areas, which include coordinating a number of large events, some areas the local community is local communities and the New Forest such as the Round the Island Race, located in close proximity to the Port National Park. We own sufficient throughout the year. We are pleased to
48 Associated British Ports Associated British Ports 49 Chapter 6 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Foreword
Trade and demand forecasts
This chapter sets out our predicted trade demands at the Port of Southampton through to 2035.
6.1 This chapter sets out our predicted trade demands at the Port of Southampton through to 2035. Using 2015 as the baseline year the forecasts look forward in five year intervals to 2020 and 2025 and then in a ten year interval to 2035.
6.2 For the avoidance of doubt, this section of the Master Plan does not consider the liquid bulks trade handled at the Exxon Mobil refinery and petrochemical complex at Fawley and by BP at Hamble. These facilities are not operated by us, although they are key strategic facilities located within the statutory harbour authority area of Southampton. In 2015 just over 23 million tonnes of liquid bulk products were handled through the liquid bulk facilities located within the harbour authority area. Neither does this section of the Master Plan consider the operation of the various private wharfs located along the River Itchen and elsewhere within the harbour area, which are also not operated by us. These facilities handle in the region of 750,000 tonnes of cargo every year.
6.3 The Master Plan also does not consider the operation of the Marchwood Seamounting Centre in Chapter 6
50 Associated British Ports Container ship alongside the DPWSAssociated Container British Terminal Ports 51 Chapter 6 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 6
respect of commercial port activity. Our Approach various of the deep-sea trades critical This is, again, because this facility is to the economy of the UK. For example, not operated by us, although it is a 6.4 Southampton is located – in the Port is one of the very few facilities in key facility located within the statutory shipping terms – a relatively short 28 the UK - and the only one on the south harbour area of Southampton. Having miles from the major shipping lanes coast - that can accommodate the large regard to the underlying requirement linking mainland Europe to the rest vessels used in the global deep-sea for this facility to continue to service of the world. It is the only port on the container market, which means that the the needs of the Military, it is currently south coast with sufficient depth of Port is one of the very few UK facilities unclear as to the type and extent of any water and marine access to be able to handling the significant deep-sea UK commercial traffic that could be handled accommodate vessels operating in trade with the far-east, which some by this facility. commentators consider is increasingly likely to be a significant trading area for Figure 6.1 – UK GDP and ABP Port of Southampton Cargo Statistics the UK in a post Brexit world. (Source: ABP and ONS)
6.5 Southampton is also a very sheltered harbour which makes it a billion good location for undertaking cargo million tonnes handling activity without disruption from bad weather. Southampton also enjoys a unique double high tide, which provides a longer period of high water, generating an extended marine access window to accommodate the largest
container vessels afloat. The deep-water channel has recently been deepened and improved to continue to enable the port to accommodate the largest container vessels in the world. 6.6 In addition to these marine Figure 6.2 – Port traffic 2005-2014 (Source: ABP) access benefits, Southampton also 2,000 benefits from its close proximity to major UK markets and enjoys excellent road 1,750 and rail links. Located at the base of 000 units/tonnes 1,500 the spine of the UK, access to all inland markets is excellent, and is available 1,250 Cruise Passengers without the need to use inland transport
Containers (TEU) networks that run through or around 1,000 London. Automotive / RoRo 750
Bulks 6.7 The Port’s ability to adapt to 500 technological change has been critical General Cargo to continued growth. In particular, the 250 Port has readily adapted to the ever- larger ships used by the world’s major 0 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 shipping lines. Note: Cruise, Containers (TEU) and Automotive / Ro-Ro measured in units / passengers whilst Bulks and General Cargo measured in tonnes
52 Associated British Ports Associated British Ports 53 Chapter 6 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 6
6.8 In seeking to arrive at robust tonnes of cargo in 2015. The sustained 6.15 As mentioned, there is current Previous Master Plan forecasts, we have reviewed the different pattern of growth in the years prior to economic uncertainty about the future Forecasts types of traffic moving through the and post 2008 / 2009 demonstrates as a result of the UK’s decision to leave Port of Southampton. The historic and why, despite the recent economic the European Union. At the time of 6.18 The forecasts and figures current position – according to statistics downturn and the current economic writing, it is too early to judge exactly that were contained in the first Port of we hold - is shown in Figures 6.1 and 6.2. uncertainty surrounding the UK’s ‘Brexit’ what the implications of the vote might Southampton Master Plan and the decision, it is important to take the long- be. However, we anticipate that it will corresponding actual 2015 throughput 6.9 In 2015 we handled term view and why we are continuing to give rise both to new opportunities and figures which we recorded - are set out new challenges. As a key interface and approximately 13.9 million tonnes of plan for growth. in Table 6.1. cargo, excluding liquid bulks. Dominated component in the UK’s trade with the rest of the world, we will continue to by the three “C’s”, Containers, Cars 6.12 Our forecasts of future 6.19 Since the publication of the work hard to seize those opportunities and Cruise, but with an ever expanding growth are informed by various first Port Master Plan the growth range of commodities, demand for our factors, including customers’ market and address those challenges. We consider that the correct approach to in traffic through the Port has, in a facilities and services is expected to expectations, global market indicators take is to continue to plan for forecast number of respects, exceeded the grow in the future in line with national and national statistics and forecasts growth in trade. previous forecasts. For example, a and global maritime forecasts and published by the Office for National 113% increase in cruise passengers trends. Statistics (ONS) and the Department National Forecasts was forecast between 2005 and 2020. for Transport (DfT). We have sought to By 2015, however, there had already 6.10 After a 17- year period of ensure that the forecasts are robust by 6.16 The National Policy Statement been an increase of 153% in cruise economic growth, the global financial using the most reliable and up to date for Ports (NPSfP), produced by the DfT passengers in comparison with the crisis of 2008 and 2009 saw the UK data possible. in 2012, includes forecasts for freight reported 2005 position. economy fall into recession. Affecting all demand in the UK. With a base year of industries, including the port sector, the 6.13 All ports, however, have their 2005 the NPSfP forecasts, based upon 6.20 Similarly, a 3% reduction by recession brought about a 25% decline own unique set of circumstances, such the MDS Transmodal central UK wide 2020 was forecast in the number of in cargo handled by the ABP Port of as location, transport links and forecasts published in 2007, suggest motor vehicles being handled by the Southampton (2009 compared to 2007) marine access that have an influence that by 2030 there will be the following Port. By 2015, however, there had been after a significantly strong period of on growth. For the same trade, demand increases in freight traffic: growth in the ten years prior to this. can differ widely from port to port. As a a 27% increase in the number of motor result of these factors, our forecasts also • 182% increase in container traffic vehicles handled in comparison to the 6.11 Between 2000 and 2007 the take into account local factors that are • 101% increase in ro-ro (roll on/roll off) reported 2005 position, surpassing the total cargo handled by the Port unique to the Port of Southampton. traffic throughput previously predicted in the increased, reaching a peak of just over • 4% increase in non-unitised traffic first Master Plan for the year 2030. 13 million tonnes of cargo in 2007. 6.14 It is important to recognise that Following the recession the Port is now the wider economic trends that emerge 6.17 The NPSfP recognised that 6.21 There has also been a 37% above that pre-recession level of cargo, over time may lead to stronger growth the full effect of the recession on trade increase in containers (TEU) handled in handling approximately 13.9 million than forecast. could not be fully quantified. The 2015 in comparison with the position Government’s view, as stated in the reported in 2005. This, however, is Table 6.1: Port Master Plan 2009-2030 Forecasts and 2015 Throughput NPSfP, is, however, that the long term below the level of growth predicted in effect of the recession will be to delay the first Port Master Plan. As illustrated by a number of years but not ultimately 2005 2020 2030 2015 in Figure 6.2 the growth in container reduce the eventual levels of demand Cruise Passengers (000) 702 1,498 1,917 1,776 traffic has been more unpredictable for port capacity, particularly for unitised since the recession and reflects the Containers (000 TEU) 1,382 2,694 4,204 1,895 goods such as containers and motor challenges experienced by the UK Automotive and Ro-Ro (000 724 702 844 919 vehicles. We are aware that the DfT are recovery generally. There is, however, units) currently in the process of updating its freight forecasts. an overall continuing trend of growth in Dry bulks (000 tonnes) 1,357 1,786 2,166 1,379 container traffic through the Port. General Cargo (000 tonnes) 104 156 208 54
54 Associated British Ports Associated British Ports 55 Chapter 6 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 6
6.22 The amount of dry bulk to occur going forward. Indeed these Figure 6.3. Forecasts 2015-2035 products handled in 2015 is only issues have led to instances where the 4,000 slightly increased in comparison to Port has had to turn away trade. This the 2005 reported position. This is is significant as, due to the nature of 3,500 Cruise because growth has been constrained the ports industry, an inability to handle Passengers 000 units/tonnes 3,000 Containers (TEU) by available space. General cargo all of a customer’s requirements may Low Growth traffic has reduced overall. Again, this mean that all of that customer’s trade is Containers (TEU) 2,500 High Growth is considered to be as a result of a diverted to another port. Automotive / RoRo lack of available space. It is, however, 2,000 Bulks acknowledged that the total general 6.24 Therefore, if the Port of General Cargo cargo volumes are comparatively small Southampton is to continue to grow as 1,500 at Southampton compared to those of an international gateway to support the IoW Ferry 1,000 containers or motor vehicles. local, regional and national economy, it
will be necessary within the lifetime of 500 6.23 As highlighted in the first Port this Master Plan for the Port to expand 0 Master Plan, far sighted decisions taken to provide additional land, berth space 2015 2020 2025 2030 2035 in the past have enabled the Port of and facilities to handle cargo. Not Southampton to grow and be capable to plan for the expansion of the Port, of handling approximately 13.9 million would be to accept a limit on the growth Trade and Demand 6.26 Over the 20 year period of the tonnes of cargo as it did in 2015. of the Port and the support that the Forecasts to 2020, 2025 Master Plan, the forecasts show an However, several practical boundaries Port can provide to local, regional and and 2035 overall expected increase in trade and of the Port have already been touched national economy. To quote National freight movement for all of the trades and have implications in terms of Ports policy, excluding the possibility 6.25 Our forecasts for 2020, 2025 and commodities listed. It should be constraints on capacity. To an extent, of providing additional capacity for the and 2035 are set out in Table noted that the forecasts made do not these implications are demonstrated movement of goods and commodities 6.2 and illustrated on Figure 6.3. The make assumptions about the availability in the figures set out, in that growth in would be to accept limits on economic reasoning behind these forecasts is of future capacity to meet the level one trade has contributed to constraints growth and on the price, choice and explained further in the paragraphs that of throughput forecast, but assume on the ability of other trades to grow availability of goods, and limits on local follow. that the forecasts are unconstrained. due to the finite amount of land and and regional economic benefits. As Section 7 of this Master Plan explains berth space available within the Port national policy makes clear, such an the strategy which we are putting in for handling cargo. This is something outcome would be strongly against the Figure 6.4. UK and Port of Southampton Container Traffic 1998 - 2014 which we consider is increasingly going public interest. (Source: DfT and ABP)
10,000
Table 6.2. Forecasts to 2020, 2025 and 2030 9,000
Base 2020 2025 2035 8,000
Figures 7,000 (2015) 6,000 Cruise Passengers (000’s) 1,776 2,573 2,841 3,464 5,000 UK TEU Containers – Lower Growth (000 TEU) 1,895 2,144 2,426 3,105 Southampton TEU 4,000 Containers – Higher Growth (000 TEU) 1,895 2,251 2,673 3,771 3,000 Automotive and Ro-Ro (000 units) 919 1,193 1,383 1,858 2,000 Dry Bulks (000 tonnes) 1,379 1,845 2,088 2,673 1,000 General Cargo (000 tonnes) 54 92 105 142 0
IoW Ferry (000 vehicles) 857 993 1,151 1,548 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
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place to try and meet these throughput requires sufficient spare capacity to Figure 6.6. Average TEU of container vessels on Far East trade routes calling at the Port of forecasts. ensure real choices for port users and Southampton (Source. ABP - PAVIS) requires ports to operate at efficient 16000
6.27 In considering port infrastructure levels, which is specifically made clear TEU
requirements it is of relevance to note is not the same as ports operating at full 14000 that Ports operate in a competitive physical capacity. 12666
environment, and enabling such 12000 11492 competition, as explained in the National 6.28 Furthermore, the reality of port 10033 Policy Statement for Ports (NPSfP), is a operations is such that ports never 10000 9306 Average key element in determining the need for operate at 100%. Taking account TEU 7979 7720 7938 new port infrastructure. In expanding of constraints imposed by tides and 8000 on the competition element of the need matters such as the need to consolidate 6623 Linear for new infrastructure, the NPSfP makes cargo, it is generally accepted within 6000 (Average TEU) it clear that effective competition both the port industry that an efficient level of
4000 Figure 6.5. Growth in container vessels
2000
0 2008 2009 2010 2011 2012 2013 2014 2015
operation is when the port is operating 6.31 Southampton is the UK’s at around 85% of its theoretical capacity. second largest container port, handling approximately 45% of the UK’s container Containers traffic with the Far East. Historically, container throughput at the Port has 6.29 Over the 16-year period from grown at a faster rate than the national 1998 to 2014, the total volume of UK average (the equivalent of 4% CAGR) port container traffic measured in Twenty and 2015 saw the busiest year for the Foot Equivalent Units (TEU) increased container port, with the facility handling from 6.4 million to 9.4 million TEU, in the region of 1.895 million TEU. the equivalent of a compound annual growth rate (CAGR) of 2.4% (see Figure 6.32 As has already been 6.4). Despite a period of relatively flat highlighted, Southampton’s success growth following the recession of 2008 in handling container traffic is driven / 2009, container traffic levels in 2015 by its prime location (in terms of at Southampton are greater than the markets, and its landside and marine highest levels experienced before the side transport connections), its recession. commitment to service excellence and the ongoing development of facilities 6.30 The increase in container traffic to deal with the evolving demands of over time has mainly been driven by the the container industry (for example, the globalisation of world markets, recent development of berth SCT5 and the removal of trade barriers and the deepening of the marine access the UK’s growing appetite for goods to the Port). The ongoing success of manufactured overseas. the Southampton container terminal is reflected by its retention of the title of
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Figure 6.7. Port of Southampton container (TEU) Forecast 2015 - 2035 unique to the Port of Southampton and step change in volume that may emerge is reflected nationally. The growth of through new business wins that may, for 4,500 container throughput at the Port over example, arise from consolidation in the TEU
000 the long term has, however, historically container sector. 4,000 been at a faster rate than the national 3,500 2010 Master Plan average. Infrastructure Forecast 3,000 ABP Data 6.37 The forecasts for container 6.40 As is explained further in 2,500 traffic growth have taken account of Chapter 7 of the Master Plan, the Forecast 2.5% CAGR 2,000 national trends and forecasts, as well overall capacity of a container terminal as the local trends at the Port and other is determined by a number of factors, 1,500 Forecast 3.5% CAGR local factors such as the opening of including berth capacity and storage
1,000 SCT5 in 2014. yard capacity. The container terminal at Southampton in its current form is 500 6.38 The forecasts shown in Figure estimated – in purely numerical terms -
0 6.7 illustrate two scenarios, which take a to have a capacity in the region of 2.5m 2005 2010 2015 2020 2025 2030 2035 more conservative approach than in the TEU per annum. The forecasts indicate previous Master Plan. that this estimated numerical capacity would be reached at some point in the Europe’s most productive container port 6.35 This trend of increasing TEU 6.39 The first scenario is a forecast period 2023 to 2026. in 2015. capacity of deep sea container vessels of 2.5% CAGR (referred to as lower calling at the Port is expected to growth) which is in line with the average 6.41 Determining the capacity of 6.33 The Port’s ability to adapt to continue, as shipping companies drive growth rate in UK container traffic a container terminal is, however, not technological change has been critical for efficiency with additional large ships between 1998 – 2014. The second an exact science or the result of a to continued growth. In particular, the being brought into service and smaller scenario is a forecast of 3.5% CAGR simple mathematical calculation, but is Port has readily adapted to the ever- capacity ships removed from the far east (referred to as higher growth), which influenced by a number of factors. For larger ships used by the world’s major trade routes. Thus, ABP expects that more closely aligns with the historic level example, whilst, with the opening of the container shipping lines. Figure 6.5 the number of container vessels will rise of growth experienced at Southampton. SCT5 berth in 2014 the Port remains illustrates the growth in the dimensions relatively slowly, but that vessel capacity Neither scenario factors in the potential able to accommodate the largest of container vessels since the 1960s. and number of boxes exchanged per call will increase. 6.34 The average capacity of deep-sea container vessels on the Far 6.36 The first Port Master Plan East trade routes calling at the Port of anticipated a 4.5% CAGR in TEU Southampton has, as shown in Figure throughput, forecasting that the Port 6.6, risen from 6,623 TEU in 2008 to would (in an unconstrained world) be 12,666 TEU in 2015; an almost doubling handling 2.7 million TEU by 2020 and in size in 8 years. All of the largest 100 4.2 million TEU by 2030. Although container ships in the world now have the level of container throughput has a capacity in excess of 13,000 TEU. increased, it has not been at the rate Since the opening of berth SCT5 in previously predicted, largely due to the 2014 vessels such as the MSC Maya (at unpredictable economic recovery, and it 395m long and 59m beam, with has taken longer than initially envisaged a capacity of approximately 19,224 to return to the level of throughput TEU) are regular callers at the container experienced prior to the downturn. terminal. This deceleration of the market is not
The automotive trade includes tractors, heavy earth moving machinery and trains
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Figure 6.8: Vehicle imports and exports at UK Major Ports and the Port of Figure 6.9: UK car registrations (Source: SMMT) Southampton (Source: SMMT and ONS)
4500 3,000
2,750 4000 000s cars National (UK 000s vehicles major ports) 2,500 3500 All Traffic 2,250 National (UK 3000 major ports) 2,000 Imports 1,750 2500 National (UK major ports) Exports 1,500 2000 Southampton 1,250 All Traffic 1500 1,000
Southampton 750 1000 Imports
500 500 Southampton Exports 250
0 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
container vessels in the world, (also known as ‘high and heavy’) such 6.46 As demonstrated by the (844,000). The 2015 throughput also this is the only berth at the Port capable as JCBs and Caterpillar vehicles for increase in UK car registrations (see represents in the order of 34% of all cars of handling these ultra large container export. Figure 6.9), demand for new cars in the exported from the UK, ensuring the Port vessels. As already highlighted, the size UK is also increasing, following a decline continues to be a leading port for car of container vessels is continuing 6.43 A wide range of manufacturers as a result of the recession. A exports. to increase every year, a trend that is move vehicles through Southampton, higher proportion of new cars are being set to continue with more of the largest including BMW, Ford, Honda, Jaguar, imported, again demonstrating the 6.49 To accommodate the growth ships being brought into service each Land Rover, Renault and Toyota. extent to which the UK car industry is in vehicle traffic the Port has invested in year and smaller ones being removed Regular deep sea and short sea operating in a global market. additional multi-deck storage facilities. In from the Far East trade routes. This services by all major Ro-Ro lines serve 2014 a fifth multi-deck facility opened in Australasia, the Far East, the Middle means that overall there may be fewer 6.47 During the period 2005 to the Eastern Docks and work East, Africa, USA, South America, the ships calling at the Port, however, there 2009 there was a general decline in the commenced in 2015 to extend this new Mediterranean and mainland Europe. will be an increasing number of ultra number of vehicles being handled by facility to cater for the increase in trade. large container vessels continuing to the Port, which was in line with national A further multi deck facility is planned for 6.44 According to national statistics, drive the forecast increase in container trends and exacerbated by the the Eastern Docks, to provide additional between 2009 and 2014, the UK market traffic at the Port. As a result there may recession in 2008/2009. Taking this into capacity, and feasibility studies for for import/export motor vehicles grew at be a point in the future where the growth consideration the first Port Master Plan facilities in the Western Docks are a CAGR of 9% (see Figure 6.8); reaching of container traffic at the Port forecast a steady recovery in the growth underway. a total of approximately 4 million of vehicles handled by the Port. is constrained by marine access and vehicles, back to the level experienced the number of berths available for the 6.50 The SMMT expects to see a before the recession. 6.48 Post recession, however, the largest deep sea container vessels. 45% increase in car manufacturing in market has seen a rapid turnaround. the UK between 2015 to 2020, and the 6.45 The UK car manufacturing Since 2009 the Port has experienced a Port is working with the industry to plan Automotive and Ro-Ro industry is increasingly focused on year on year increase in the number of for this growth as far as possible. exports. Since 2009, UK car production import and export vehicles handled. In 6.42 Motor vehicles moved through has increased by over 50%, with over 2015 the Port handled in the order of Southampton are primarily cars and 6.51 The forecasts (see Figure 6.10) 1.5 million cars manufactured in 2014, 919,000 motor vehicles, which is over commercial vehicles, although the Port have taken into account the national of which 78.2% were exported. double the number handled in 2009 also handles larger roll on/roll off (Ro-Ro) trends highlighted above and have (415,000) and above the level forecast units such as heavy wheeled vehicles also been informed by our customers’ by 2030 in the first Port Master Plan
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Figure 6.10: Forecast cars to be handled Port of Southampton 2015-2035 innovative multi deck storage solutions. 6.58 Landside storage capacity Whilst these solutions have provided remains an issue. So much so that it 2,000 additional vehicle storage capacity, they has been necessary on occasion for a have a significant down side in that they Automotive /Ro-Ro vessel to be moored 1,800000 Units effectively sterilise the area of port land on a long term basis at the Port to 1,600 they occupy so that they cannot be provide additional storage capacity in used by other port trades – even on a what is effectively a floating car park. 1,400 temporary basis. This is not a long term solution to the 1,200 problem because the vessel takes up
1,000 6.56 In 2016, we announced an much needed berth space and is an investment programme of £50 million inefficient storage solution. One of the 800 to support UK vehicle manufacturers snapshot aerial photographs of the
600 with the provision of additional vehicle Port (presented at Figure 7.2) shows handling facilities. The new facilities such a vessel in place at the date the 400 will support a range of manufacturers photographs were taken (18 June 200 including Jaguar Land Rover with 2016). Further automotive / Ro-Ro the first phase comprising two new storage infrastructure is clearly needed 0 2005 2010 2015 2020 2025 2030 2035 vehicle handling facilities capable of through the lifetime of this Master Plan. storing 7,600 vehicles en route from UK 2010 Master Plan Forecast ABP Figures Forecast (5.35% CARG to 2020 and 3% CAGR betond 2020) factories to global markets. 6.59 Like many trades which are handled at the Port, the size of vessels 6.57 The second phase of which are used to move motor vehicles market expectations. It is, therefore, Infrastructure investment will see a further two multi- to and from the Port is increasing. The forecast that by 2020 the Port will deck storage facilities being constructed ability of available berths of sufficient handle approximately 1.2 million motor 6.53 As with the container trade, adding a further 15,000 spaces capacity to accommodate these larger vehicles, a 5.35% CAGR. This reflects the capacity of the Port to handle the increasing the Port’s capacity to 55,000 vessels is now also becoming a very real the SMMT forecasts of a 45% increase automotive and Ro-Ro trade depends vehicles. issue in terms of the Port being able to in the UK car manufacturing between on a number of factors, chief amongst meet the demand. 2015 to 2020, and the rise in UK car them being the available berth capacity registrations. The forecast growth rate and the available landside storage is, however, below the 9% CAGR of the capacity. Figure 6.11: Cruise Passengers UK and Southampton (Source: CLIA 2015) UK market for the import/export motor vehicles over the last 5 years and 6.54 The ability of the Port to handle 2200
considerably below the 15% CAGR the current demands being placed upon 2000 growth recently experienced by the Port. it by the automotive / Ro-Ro trade – let 1800 Thus, the forecast growth rate used to alone future demands - is acute. The 000s passengers 2020 is, arguably, on the cautious side. issues are such that within the first six 1600
months of 2016, 18 Automotive / Ro-Ro 1400 6.52 Beyond 2020 it is expected that vessels have either not been able to 1200 there will be a trend of more modest come to the Port or have only be able to UK growth. The forecasts have again taken partly load / unload. 1000 Southampton a conservative approach based upon a 800
3% CAGR, indicating that by 2025 the 6.55 Historically, the key capacity 600 Port will be handling around 1.4 million issue at Southampton has been the 400 motor vehicles and almost 1.9 million shortage of landside storage capacity. by 2035 – more than a doubling of the Over recent years this has resulted 200
current 2015 level. in the Port being at the forefront of 0 2009 2010 2011 2012 2013 2014
64 Associated British Ports Associated British Ports 65 Chapter 6 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 6
6.60 As explained in further detail in 6.62 The UK is the second The forecast therefore predicts 2.84 Chapter 7, in order to accommodate largestmarket for cruise passengers million cruise passenger movements in this trend, meet demand and to increase in Europe and with a record number 2025 and 3.46 million cruise passenger the efficiency of the Port in terms of of cruise ships docking at UK ports movements in 2035. ro-ro cargo handling, ABP envisages the in 2015, Southampton continues to requirement to undertake specific works dominate the cruise market (CLIA 2015) 6.68 In respect of the Isle of Wight during the Master Plan period, including – see Figure 6.11. ferry trade, a 3% CAGR forecast has works to strengthen some of the existing been used. From a base position berths in the Eastern Docks; remove 6.63 The number of cruise of 857,000 vehicle handled in 2015, superfluous infrastructure to allow passengers passing through the Port we anticipate the possible need for longer vessels to berth (41 berth) and to has increased from approximately approximately 993,000 vehicles to be acquire a second link span in 737,000 in 2006 to 1.77 million in 2015. handled in 2020, approximately 1.15 the Western Docks in the period up to As with other trades, the size of cruise million in 2025 and approximately 1.5 2020. vessels visiting the Port is increasing. million in 2035. New larger vessels recently coming into Cruise and ferry service – and which call at the Port - can Infrastructure passengers accommodate over 6000 passengers. 6.69 Growth has been, and will continue to be, matched by investment 6.61 Southampton has a long 6.64 The increase in the passenger by ABP and our key partners in the tradition as a cruise port and is the capacity of cruise vessels calling at Aida cruise ship, Eastern Docks existing infrastructure at the Port. largest cruise port in the UK. There the Port has also been matched by Between 2014 and 2016 all of the four has been remarkable growth in the increases in the overall size of the ships. cruise terminals at the Port underwent cruise market, which has resulted in a The average length of ships calling at 6.65 This trend of increasing capacity significant investment and refurbishment 153% increase in the number of cruise the Port has increased from 195m in cruise ships calling at the Port is programmes in order to accommodate passengers travelling through the Port 2000 to 270m in 2015, a 38% increase. expected to continue, with new vessels the increased number of passengers between 2005 and 2015, when almost Over the same period the average gross continually being brought into and to improve the passenger 1.77 million cruise passengers used tonnage of cruise ships calling at the service and smaller ships being removed experience. the Port. The sharp recovery of the Port has increased from 35,858 tonnes from service. As a result of this trend, European market since the recession to 90,938 tonnes, an increase of over the growth of cruise passengers has 6.70 The first Port Master Plan has driven this growth. 150%. significantly exceeded the forecasts in identified that it was likely that a fifth the previous Master Plan as illustrated in cruise terminal would be required by Figure 6.12: Cruise Passenger Forecast to 2015 - 2035 Figure 6.12. 2025. Due to the increased pressure on
s 4,000 the available land within the Port, it is no e r 6.66 The forecast for cruise has longer considered feasible at the current
assen g 3,500 principally been informed by our time to accommodate an additional
000 P customers’ own market expectations. cruise terminal. Instead the continued 3,000 2010 Master Plan Forecast The growth over the last decade is growth in cruise passengers will be forecast to continue at a similar rate in accommodated through; investment in 2,500 ABP Data the short to medium term, approximately the existing infrastructure of the Port,
2,000 7.7% CAGR, with cruise passenger intensifying the use of the existing numbers predicted to be 2.57 million in cruise terminals by using spare berth 1,500 Forecast (7.7% CAGR to 2020. capacity, and also through the continued 2020 and 2% CAGR beyond 2020) increases in the size and capacity of 1,000 6.67 A conservative forecast has cruise ships. Options for the provision
500 been used beyond this date, a 2% of a temporary cruise terminal that can CAGR, which reflects an expectation also be used for other cargos handled 0 that the market will be reaching maturity. by the Port will also be explored. 2005 2010 2015 2020 2025 2030 2035
66 Associated British Ports Associated British Ports 67 Chapter 6 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 6
is proposing to redevelop the existing 6.76 The national forecasts for ‘other tonnes by 2020, 2.1 million tonnes by Royal Pier area into a mixed used site dry bulks’ show a fairly flat market for 2025 and 2.7 million tonnes by 2035 comprising housing, offices, retail, UK ports, with the market climbing with appropriate land availability and hotels, parking and public access and from 40 million tonnes in 2005 to 42 investment. a long term home for the Southampton million tonnes by 2030, demonstrating Boat Show. As a consequence of a growth rate of just 0.2% per annum. Infrastructure the scheme, the Red Funnel Isle of This overall trend is underlined by 6.80 Depending on the precise Wight Ferry Terminal would have to decline in some markets and growth in nature of additional cargo, additional be relocated from its current location others. handling and storage facilities will be at Town Quay to a new purpose built required during the Master Plan period. facility, located within the Eastern Docks. 6.77 In the order of 1.38m tonnes of An area around the King George V Dock This purpose built facility is considered dry bulk cargoes were handled through has – as already highlighted - been lost able to provide a sufficient base from the Port in 2015. Looked at historically, to container handling operations and which the future predicted growth in the amount of dry bulk cargo handled this will impact on the Port’s ability to trade could be handled. This facility has been fairly static. This trend is handle dry bulk cargoes. also incorporates a multi deck car park generally a result of the fact that over Inaugural visit of new container ship at container terminal facility to offset the loss of cargo storage recent years dry bulk cargoes have been 6.81 In order to accommodate the area to this proposal. constrained by an inability to compete predicted increase in volumes, it is Furthermore, the Port will continue to with other trades for the finite area of Dry Bulks proposed to developed a new bulk seek to control the timing of the arrival storage land available at the Port. storage facility, weighbridge facilities and and departure of cruise ships due to replace the life expired craneage with 6.74 The existing approximate 24 these issues. 6.78 One area of growth, however, is modern harbour mobile cranes. The acre (9.7 hectare) dry bulks terminal the export of scrap metal by S J Norton creation of a more modern facility will at the Port is located alongside deep 6.71 The forecast increase in and Co Ltd, one of the Country’s leading water in the Western Docks. Dry bulk enable the use of larger more efficient cruise passengers numbers is likely to scrap exporters, making a long term cargoes handled by the Port include a plant. increase the pressure on land available commitment to the Port. In addition, wide range of commodities including for associated car parking, both within in recent years, more than 250,000 grain, fertiliser, animal feed, biomass, General Cargo and outside the Port. It is, therefore, tonnes of road salt has been imported minerals, renewables and recyclables. anticipated that multi deck car parking through the Port to supplement the Grain – handled in the Eastern Docks 6.82 General cargo in the Port is facilities that can be utilised by cruise supply from UK salt mines. There has - is the largest element, accounting for mainly fresh produce from the Canary passengers may be required in the also been significant recent investment approximately 40% of the dry bulks Islands, Southampton being the Master Plan period. trade. Products such as grain, fertiliser in equipment and facilities for handling sole UK import facility for this traffic. and animal feed are typically weather dry bulk cargoes, which has mainly Southampton has extensive specialist 6.72 The increasing size of cruise reliant and are subject to unpredictability been brought about by the continuing facilities for this trade. The Fruit Terminal vessels being handled by the Port and variability. increases in scrap metal exports. provides 14,500m3 of cool and cold is generating operational issues. For storage divided into three separate example, an increasing amount of 6.75 In 2014, UK ports handled 6.79 Against this background, and chambers capable of handling a variety space around the Terminal is needed around 121 million tonnes of dry bulk having regard to the aspirations of the of temperature products and has deep- to accommodate the over hang and to products, representing almost 25% of dry bulk operators at the Port, water berths capable of accommodating service these larger ships, which puts the total of the UK’s total port tonnage and accepting and understanding that two ships simultaneously – when not further pressure on the finite amount of and predominately serving the needs of there will be variability in trade from occupied by vessels serving other land available. These are issues which the country’s energy sector. The growth year to year, our forecasts predict we will have to actively manage going trades. in dry bulks is often generated by the average demand growth of 6% CAGR forward and seek to address during the needs of industry within the locality to 2020 and a conservative estimate lifetime of this Master Plan. 6.83 Each year the Port handles of the port in question, and all ports of 2.5% CAGR beyond 2020. It is, approximately 100,000 pallets of fresh generally play a vital role in serving this therefore, anticipated that the Port 6.73 Within the period to 2020, Royal produce from the Canary Islands, need. could handle approximately 1.9 million Pier Waterfront (Southampton) Limited consisting predominantly of tomatoes
68 Associated British Ports Associated British Ports 69 Chapter 6 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 6
destined for supermarket shelves 6.88 These wharves, however, are location for a deep sea aggregates around the UK. Smaller volumes of also recognised as having important hub facility. Throughout the lifetime peppers, avocados and cucumbers are waterside regeneration opportunities for of the Master Plan, we will, therefore, also handled during the season, which the City of Southampton. Southampton continue to investigate – along with lasts from October to May. City Council recognise that they could key stakeholders such as the Crown be redeveloped to create a new Estate and the aggregate industry 6.84 The Port expects to retain this waterfront quarter for the city, linked - the possibility of providing a deep- trade and is working hard to capitalise to St Marys Football Stadium and the water aggregate hub facility within the on its excellent facilities to increase Ocean Village area. It is also recognised Southampton area. In this respect, we the volume of fresh produce business that in the future, these wharves may are aware of the fact that our strategic further. This will lead to increased no longer be able to meet the needs of land reserve on the western shore of utilisation of existing assets and it may the aggregate industry, as it moves to the River Test / Southampton Water is be necessary to expand these facilities the use of larger vessels. In recognition safeguarded in the Minerals and Waste in line with growth in trade. of this, the Minerals and Waste Plan Local Plan so that consideration can be - whilst safeguarding the facilities – given to its use as an aggregate / waste 6.85 Our forecasts, based upon an provides some flexibility within the wharf site if it becomes available in the 11% CAGR to 2020 and a 3% CAGR relevant policies to enable regeneration future. thereafter, result in a significant increase to occur when and if appropriate. in the general cargo trade from 54,000 6.91 If such a facility were developed Offshore wind is a key player in the UK’s energy strategy tonnes in 2015 to over 140,000 tonnes 6.89 We are also aware that the in the Southampton Water area which in 2035. Crown Estate are undertaking analysis simply consolidated existing trade in of a marine aggregate ‘hub wharf’ this area, then throughput in the region Infrastructure off the coast of Hastings and the second concept for the south east of England of 750,000 to 800,000 tonnes would 6.86 It is expected that the growth is to the west of the Isle of Wight. in general cargo will continue over the (Crown Estate, 2015). We understand be likely. A more extensive South Coast that this concept is being investigated Hub facility would, however, we believe Master Plan period. To support 6.94 The Department for Energy and for a number of reasons, including: likely have a throughput of 2.5 to 3 predicted demand, upgrades to the Fruit Climate Change (DECC) recognises million tonnes. Terminal, associated berth and crane that ports are a key component of the i) to give licence holders more facilities will be undertaken in 2016 / offshore wind industry and the UK’s efficient options for bringing marine Offshore Energy Generation 2017 to enable an intensification of push towards a low carbon economy. It activity through the existing facilities. aggregate onshore; 6.92 Offshore energy generation – has identified them as future bases for ii) to reflect the shift in the focus including wind and tidal generation – is the construction, manufacture, operation of aggregate businesses from considered likely to play a crucial role in and servicing of the turbine technology. Potential New Trades national aggregates production to meeting the UK’s future energy targets. The report also identifies the Port of one of global cement production; The British Wind Energy Association, Southampton as being ideally situated Aggregate iii) to provide for the needs of the for example, believes that the UK has for the planned offshore wind projects, 6.87 Along the River Itchen, but future dredging fleet – which is potentially the largest offshore wind acknowledging the already considerable outside the ABP Port of Southampton, getting larger – with the obvious resource in the world, due to favourable experience that we have working with are a number of wharf facilities which implications for existing constrained factors of relatively shallow waters and a the wind industry at our ports. make a significant contribution to the facilities; and strong wind resource. supply of minerals for development in iv) to provide efficient and 6.95 Establishing a strong and South Hampshire and beyond. The sustainable rail / barge / short sea 6.93 The Crown Estate has reliable supply chain is crucial to the Hampshire Minerals and Waste Local supply and distribution routes. signed agreements with wind energy success of the industry and Plan – which has formed part of the companies to develop a number of Southampton could form part of such statutory development plan for the area 6.90 Southampton has long been offshore projects around the UK coast. a chain. Development sites could since its adoption in 2013 – generally recognised – due mainly to its marine All the projects will require significant be made available within the Port’s safeguards these wharves for mineral access advantages and its landside land-based infrastructure. Two zones are strategic land reserve for pre-assembly, use. transport connections – as a potential proposed off the south coast. The first is
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manufacturing and construction of wind growth area as it provides a competitive turbines. The Secretary of State’s recent advantage to ports and their operations. decision to refuse the offshore wind There is, however, recognised to be farm, known as Navitus Bay, a current lack of port centric logistic has, it is recognised, likely reduced centres around southern UK ports. opportunities for Southampton to play a The Marine and Maritime Forum make full role in this sector. it clear that this issue needs to be addressed if the Solent’s ports are to 6.96 The opportunities for continue to compete with other ports in development and expansion of Europe – something which Government current related trades at the Port of policy encourages. Southampton are probably modest and likely to involve the requirement 6.101 Going forward over the lifetime for additional storage capacity to of this Master Plan, we will seek, where accommodate turbine blades. practicable and viable, opportunities whereby they can assist in the provision 6.97 Throughout the lifetime of the of port centric logistic facilities to serve Master Plan, we will, however, continue the Port of Southampton. In terms of to investigate opportunities our landholdings, such opportunities are – along with key stakeholders - of likely only going to arise in respect supporting the offshore energy sector of land within the Marchwood and through the development of facilities at Cracknore Industrial Parks, or potentially the Port of Southampton. as part of wider port development proposals promoted on the strategic Port Centric Logistics land reserve.
6.98 Port centric logistics is a concept that has developed over recent years whereby logistic operations required in connection with goods and cargo handled at a port are undertaken at, or very close to, the port rather than at some inland location.
6.99 The opportunity to take advantage of the rapid global growth in port centric logistics is specifically identified by the Solent Marine and Maritime Forum (a forum created by the Minister for Business following the cessation of ship building in the Portsmouth Dockyard) in its Transforming Solent: Marine & Maritime Supplement (March 2014).
6.100 Within the Supplement, port centric logistics is recognised as a
72 Associated British Ports Aida Cruise Ship alongside Associatedat QEII Cruise British Terminal, Ports Eastern Docks. The Cruise Terminal has been upgraded in 2016 to accommodate increased numbers of passengers 73 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Foreword
Future development of the Port
This chapter of the Master Plan seeks to set out the likely future development of the Port by 2020, 2025 and 2035.
7.1 The history of the Port of Southampton is one of continual redevelopment of land coupled with intensification in the use of land in response to changing customer requirements and the growth in trade. The previous Master Plan 2009-2030 identified the following objectives in land use:
1) Removal of non-port related land uses; 2) Land increasingly being allocated to the Port’s key trades; 3) Intensification of land use, and 4) Increasing specialisation in port related land use.
7.2 These objectives have continued to be implemented over the last five years or so. All non-port related land uses that can be removed have been; containers, cars and cruise activities continue to occupy a greater proportion of the Port estate; and land use has continued to intensify and become more specialised through, for example, the expansion of the container terminal and the development of additional multi-deck car storage
Chapter 7 facilities.
74 Associated British Ports Associated British Ports Strategic land reserve at Dibden Bay75 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7
7.3 We will continue to implement gateway port over the timescale of With this extension, the capacity of the these objectives as far as we are able the Master Plan the Port will need to terminal is considered to be increased in order to ensure that we maintain expand. to something in the order of 2.4 to 2.5 our position as a leading international million TEU. gateway port. The position in 2020 7.9 It is, therefore, considered that 7.4 This chapter of the Master The existing Port Estate the current container terminal – with Plan seeks to set out the likely future the recent storage yard extension - development of the Port by 2020, 2025 Containers will theoretically be able to handle the and 2035 having regard to the forecasts 7.7 The capacity of a container increased level of trade forecast to detailed in Chapter 6 and summarised, terminal is a measure of the number of be reached somepoint before 2025. for ease of reference in Table 7.1. containers that can be moved through However, determining the realistic it on an annual basis, and is generally capacity of a container terminal is not 7.5 Provided at the end of determined by the lower of either the an exact science and is not just the this Chapter are a series of aerial berth capacity or the storage yard outcome of a mathematical calculation. photographs of the main operational capacity. For example, the conclusion that there areas of the Port taken on Saturday will be sufficient capacity assumes 18th June 2016 (Figures 7.1 to 7.11). 7.8 The capacity of the container that the terminal will remain able to As well as showing these areas as they terminal was looked at in detail within accommodate the planned growth in
exist today, the commentary attached the documentation supporting the container vessel size in terms of marine Vehicles are stored in the Port’s multi-decks making best to the photographs shows how and consent applications for the recent and berth accessibility. use of port land where our land use objectives have SCT5 works. The conclusions reached been implemented since circa 2000, in that work was that the terminal, 7.10 Against this background, and and highlights where we envisage likely at that time, had an overall capacity recognising – as highlighted in NPSfP 7.13 In respect of car storage future developments referred to in this with SCT5 of something in the region – that ports need to operate efficiently facilities, we envisage developing up Chapter. of 2.3 million TEU. Since that time, and not at full physical capacity – we to four further multi-deck car storage however, the storage area of the consider that during the period 2015 facilities in the period up to 2020. Plans 7.6 As this Master Plan container terminal has been extended to 2020 we will need to liaise with for one of these – a further facility within demonstrates, the Port is effectively by a further 4.5ha (11 acres) into an the operators, DPWS, as to how the the Eastern Docks – are advanced, nearing capacity. An outcome of this is area previously used for bulks and container trade can be handled at and is proposed to be located on land that trade is being turned away - with general cargo storage - with an obvious Southampton in the future currently already used for automotive consequential negative implications. To corresponding loss of storage area for storage (see Figure 7.2). continue to be a first rate international those affected trades (see Figure 7.9). Automotive 7.11 In order to be able to accommodate the number of motor 7.14 Up to a further three multi-deck Table 7.1: Forecasts to 2020, 2025 and 2030 vehicles forecast to be imported / facilities are proposed to be located exported through the port by 2020, both within the Western Docks representing a Base 2020 2025 2035 berth improvements and storage area further £50 million in the support of UK Figures improvements will be required. manufacturers. (2015) Cruise Passengers (000’s) 1,776 2,573 2,841 3,464 7.12 We envisage the requirement 7.15 The location of these potential to undertake relatively minor works to facilities has not yet been formally Containers – Low Growth (000 TEU) 1,895 2,144 2,426 3,105 strengthen some of the existing berths in determined – and it is not yet clear Containers – High Growth (000 TEU) 1,895 2,251 2,673 3,771 the Eastern Docks, remove superfluous how straightforward it will be to Motor Vehicles (000 units) 919 1,193 1,383 1,858 infrastructure to allow longer vessels to accommodate them - but they are likely berth (41 berth) and to install a second to be located within open areas currently Dry Bulks (000 tonnes) 1,379 1,845 2,088 2,673 link span in the Western Docks in the used for automotive storage purposes. General Cargo (000 tonnes) 54 92 105 142 period up to 2020. IoW Ferry (000 vehicles) 857 993 1,151 1,548
76 Associated British Ports Associated British Ports 77 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7
7.16 When this development Cruise and ferry passengers 7.22 As already indicated, during and research into whether an increased programme is completed, the Port will 7.19 In 2020 it is forecast that the the period to 2020, a new purpose built amount of dry bulks can be handled be home to nine multi-deck facilities, Port of Southampton will welcome Red Funnel Isle of Wight ferry terminal elsewhere – for example, through the capable of storing 55,000 vehicles. 2.57 million cruise passenger visits to is likely to be constructed within the recently acquired Marchwood Industrial the Port. This represents a significant Eastern Docks, subject to necessary Park, which already has a dry bulk 7.17 With these facilities in place, increase over the 1.77 million consents being obtained in respect of wharf, storage and handling area. we consider that the Port will be able passengers in 2015. the Royal Pier Waterfront development. to handle the amount of cars which This facility will be able to accommodate 7.27 In addition, as has already been are forecast to be imported / exported 7.20 Our strategy for the predicted growth in ferry passenger indicated, we are aware of the potential through the Port in 2020. accommodating the projected increase numbers. The development of the new going forward for the development of in the number of cruise passengers ferry terminal does, however, have a new deep-water minerals and waste 7.18 It should be noted, however, comprises: implications for the Ro-Ro and cruise hub facility somewhere within the that the construction of a multi deck trade which currently occupy the land in Southampton Water area. facility is a major commitment for the (i) Intensifying use of existing question. We have worked hard with the infrastructure by remodeling existing Port, and not only in financial terms. In key stakeholders involved in this project General Cargo terminals; an ideal scenario, Ports require large to ensure that necessary facilities – in 7.28 Growth is expected in the (i) Encouraging cruise lines to opt for off flat areas of land behind the quay on the form of multi deck storage facilities general cargo sector in the period up to peak weekdays; and – are also provided as part of this which to store cargo, as such areas 2020. To grow the level of trade, we plan (ii) Exploring the possibility of the development. provide the greatest flexibility for port to upgrade and improve facilities at the development of a facility in the operations. Construction of a multi deck existing Fruit Terminal in partnership with Western Docks that can be used Dry Bulks facility effectively sterilises the area it Solent Stevedores Limited. ‘temporarily’ for cruise handling 7.23 The Dry Bulks trade is expected covers from being used for the storage activities. to increase in the period up to 2020 – of any other cargo or trade. It may be Marchwood Industrial Park and to something in the order of 1.9 million concluded that constructing some Cracknore Industrial Park 7.21 Again, it should be noted that tonnes per annum. or all of this number of multi-decks in due to the finite amount of land within the Western Docks is not in the best 7.29 ABP’s landholdings at the the current port area, the development 7.24 In order to accommodate this interests of the Port. Marchwood Industrial Park and the of a more permanent ‘temporary’ facility growth, we envisage works having to be Cracknore Industrial Park are located will require space within the Port that is undertaken at the existing bulks terminal within areas which New Forest District already in current use for some form of within the Western Docks. These works Council – as made clear within their other cargo handling operation. are likely to consist of the creation of a adopted Local Plan – consider have new bulk storage facility as an addition to the existing terminal area, and a re- the potential for further development configuration of the layout of the existing during the Local Plan period (up to terminal area. 2026). The relevant site specific local plan policies which cover these 7.25 Although such works will assist sites reflect this by making clear that the Port in being able to handle the the development, redevelopment and amount of dry bulk cargo forecast, it is intensification of employment uses not known whether the forecast level within the sites will be encouraged, but of cargo will be able to be handled. in doing so having due regard to the There is pressure from other trades and fact that the sites are identified as being sectors for the space required. It may particularly suitable for marine related not, therefore, be feasible to develop the businesses. new facilities outlined above. 7.30 Both the Marchwood and 7.26 In the period up to 2020 we will, Cracknore Industrial Parks are well Cunard’s “3 Queens” in Southampton as part of Cunard’s 175th birthday celebrations therefore, undertake feasibility studies established existing employment
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combination of the various changes feasibility studies and research into and developments outlined and the how the Port can be expanded and will ongoing process of intensifying activity, likely be in the position where we have the existing operational port estate brought forward, or are in the process will, by 2020, be operating close to its of bringing forward proposals that are effective capacity. It is considered likely considered necessary as a result of that by 2020, the Port may potentially this work. This is likely to involve the have already lost opportunities to attract working up of proposals to expand the enhanced or new business by virtue of Port in one form or another onto the there being no available land or berth strategic land reserve we hold. space to accommodate the demand.
Such opportunities may be lost to either 7.36 This strategic land reserve other UK or even European ports. comprises over 500 acres of land. A 7.34 As has already been explained large part of which was reclaimed in Chapter 6, the Port is already using arisings from various dredging experiencing significant issues in respect operations in the Solent area. In of accommodating all of the demand addition the strategic reserve includes Marchwood and Cracknore Industrial Parks Aerial photography by Roger D Smith ABIPP Gosport which the various trades are placing land to the rear of thie reclaimed area, upon it – see for example paragraph largely made up of farmland and which 6.53 to 6.60 in respect of the Ro-Ro could provide road and rail access to sites, which contain a large number of redevelop and intensify the employment trade. Whilst proposed developments the main part of the area and areas for existing businesses and employment use within these sites, we will continue in the period up to 2020 may well ease mitigation as appropriate. uses, many of which are on long term to have regard to the needs of such this situation, by 2020 it is envisaged leases. During the period to 2020, uses. that these issues will be again be of ABP’s intention is to seek to develop, 7.37 Given the considerable lead- significance. time inherent in preparing necessary redevelop and intensify the use of the 7.32 In looking for opportunities applications, securing consent two parks – as encouraged by local to develop, redevelop and intensify 7.35 Therefore, by 2020 we consider and undertaking construction, it is policy - as relevant opportunities present employment use within these sites, that we will have undertaken necessary themselves. In doing so, we will have we will also have regard to the due regard to the fact that the sites are work undertaken by the Marine and identified as being particularly suitable Maritime Forum in respect of the for marine related businesses. competitive benefits associated with the development of Port Centric 7.31 One of the outcomes of the logistics. Opportunities to develop a continuation of the land use strategy marine cluster within the Parks will be within the Port outlined in paragraph considered in this respect. 7.1 (which results directly from a combination of continuing growth in Strategic land reserve port trade and a finite area of port land) is that vital supporting port trade and 7.33 As explained in the NPSfP, port related employment uses are being in the context of the Government’s moved out of the existing Port estate. explanation that ports need to be Increasingly, such uses are finding competitive, ports need to operate it difficult to find locations within the at efficient levels, which is not the locality to relocate. Some of these uses same as operating at full physical have relocated to the Marchwood and capacity (NPSfP paragraph 3.4.13). Cracknore Park sites, and in looking for As made clear in the preceding text, opportunities going forward to develop, it is considered that even with a The Port’s strategic land reserve at Dibden Bay Aerial photography by Roger D Smith ABIPP Gosport
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considered likely that it will be necessary (ii) Marine (quay) infrastructure works for position will be fundamentally different to commence the process of seeking the benefit of the Automotive / Ro- to the position in 2020. Our position approvals to develop the strategic land Ro car trade and Container trade; is that in order to accommodate the reserve some time before 2020. It is (iii) Additional link span for Ro-Ro trade; growth in trade predicted, it will be thought prudent to adopt a lead in time (iv) Expansion of the bulks terminal with necessary for the Port to be able to of 9 - 10 years prior to the requirement additional covered storage and the provide further capacity in the period up for port uses being undertaken on the development of dedicated to 2025 or soon after. land reserve. weighbridge and lorry queuing area; (v) Refurbishment works at the Fruit Marchwood Industrial Park and Cracknore Industrial Park 7.38 The need for the Port of Terminal; and Southampton to expand onto its (vi) Improvements to rail infrastructure 7.43 In the period up to 2025, we strategic land reserve therefore occurs at the berth 109 rail terminal in consider that there will have been a during the lifetime of this Master Plan. support of the Bulks, Container and continuation of the strategy put in place Such expansion will be needed in order Automotive trades. that the Port maintains and enhances up to 2020, that strategy being one which seeks to intensify and enhance its role as an international deep-sea 7.41 In addition to the above, by development – including, where gateway. 2020 we envisage that we will have possible, port related development taken up opportunities to develop, - at the Marchwood and Cracknore 7.37 Any future proposal to develop redevelop and intensify employment Industrial Estates. the strategic land reserve for port uses at the Marchwood and Cracknore use will need to include the following Industrial Parks. We also expect to Strategic land reserve requirements: have undertaken necessary feasibility studies and research into how the Port 7.44 As indicated in the preceeding • follow the applicable consent can be expanded and will likely be in the paragraphs, we consider that in order procedures; position where we have brought to accommodate the predicted growth • undertake an environmental impact forward, or are in the process of in trade predicted, it will be necessary assessment; bringing forward proposals that are for the Port to be able to expand in the • assess the implications of the considered necessary as a result of period up to 2025 or soon after that proposals in accordance with the this work. This is likely to involve a time. Habitats Regulations; and feasibility assessment of how we may • design a new road and rail access to seek to expand onto the strategic land 7.45 It is not currently possible to the site. reserve that was created and has been define what form any such expansion subsequently held for port expansion. will take, or what particular trade or Summary of the position in 2020 cargoes the expansion will seek to The position in 2025 specifically address. As highlighted 7.40 In comparison to the current in the preceeding section, during the position, the following developments The existing Port Estate period up to 2020 we will undertake and changes – which are shown as detailed considerations and feasibility appropriate on Figures 7.1 to 7.11 - are 7.42 By 2025, the forecasts predict work, and work with key stakeholders, proposed: ongoing demand and growth in the key to draw up, amongst other things, what trades which are handled at the Port of form any future expansion of the Port (i) Construction of additional multi- Southampton. In respect of the existing should take. deck facilities in the Eastern Docks Port Estate, although there are likely and Western Docks for the storage to be – currently unknown - short term 7.46 What is clear from the of import and export trade cars and capacity enhancements coming forward preceeding forecasts and analysis is for the parking of vehicles belonging during the period 2020 to 2025, we that the existing port estate consists of to cruise passengers; consider that it is highly unlikely that the both a finite area of land and available
82 Associated British Ports Associated British Ports 83 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7
berth infrastructure, which is coming strategy put in place, that strategy under increasing pressure in terms of its being one which seeks to intensify utilisation from a number of different but and enhance development – including, individually significant trades. In such where possible, port and port related circumstances, there reaches a point development - at the Marchwood and where something has to give. Either the Cracknore Industrial Estates. growth in trade is not accommodated at Southampton, or the Port has to expand Strategic land reserve to accommodate the growth in trade. 7.53 By 2035, we envisage that port 7.47 Proceeding on the basis of not and port related facilities will have been accommodating the growth in trade at developed on the strategic land reserve Southampton would, to use the words and will be in operation of national port policy be a choice that accepts a limit on economic growth Summary of the Port in 2035 and the price, choice and availability of goods imported into the UK and 7.54 The position in 2035 is, available to consumers. It would also therefore, in summary predicted to be limit the local and regional economic one where: benefits that new developments might bring. Again, to quote national policy, (i) the existing port estate is such an outcome would be strongly fundamentally as it is envisaged in against the public interest. Summary of the position in 2025, albeit with a small number of – 2025 7.48 Our view is, therefore, that the currently unknown – short term Port will need to expand so that it can capacity enhancements; 7.50 The position in 2025 is, The Position in 2035 accommodate the forecast growth in (ii) there is a continuation of the therefore, in summary predicted to be trade. It is also our view – and one strategy that seeks to intensify and one where: The existing Port Estate which has been accepted by key enhance development – including, stakeholders such as relevant local where possible, port and port related (i) the existing port estate is 7.51 By 2035, the forecasts predict authorities – that the only area of land development - at the Marchwood ongoing demand and growth in the key capable of accommodating physical fundamentally as it is envisaged in and Cracknore Industrial Estates; trades which are handled at the Port of expansion of the Port of Southampton is 2020, perhaps with a small number and the strategic land reserve that we hold. of – currently unknown – short term Southampton. In respect of the existing (iii) port and port related facilities capacity enhancements; Port Estate, although there maybe– will be operational on the strategic 7.49 By 2025, therefore, we consider (ii) there is a continuation of the currently unknown - short term capacity land reserve which we hold. that we will need to be in a position of strategy that seeks to intensify and enhancements coming forward during either having secured the necessary enhance development – including, the period to 2035, we do not consider consents or be in a position where they where possible, port and port related that the existing Port estate will be are still being obtained to expand the development - at the Marchwood fundamentally different to the position as Port of Southampton onto its strategic and Cracknore Industrial Estates; at 2025. land reserve in order to secure the long (iii) consents are either in place and term future of the Port. construction underway, or consents Marchwood Industrial Park and are still in the process of being Cracknore Industrial Park obtained, for the expansion of the Port of Southampton onto the 7.52 In the period up to 2035, we strategic land reserve. consider that there will have been a further continuation of the earlier
84 Associated British Ports Associated British Ports 85 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7
Figure 7.1: Key plan Figure 7.2: Eastern Docks (South)
Figure 7.11 North
Figure 7.8
Figure 7.10 Figure 7.6 Figure 7.9 Figure 7.7
Figure 7.5 7.3 Figure
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Figure 7.3
Figure 7.2 (Note: Boundaries are indicative for illustrative purposes.)
- New VTS Radar - Multi-deck - Automotive/ - Automotive/ mast Automotive/Ro-Ro Ro-Ro storage and Ro-Ro storage storage facilities. loading/unloading area - site for a - Developed since area further multi-deck 2000 facility
© Google 2016
Figures 7.2 - 7.11 illustrate the main - High and Heavy - Grain Terminal - VTS building - - QEII Cruise operational areas of the Port Ro-Ro storage and surrounding shortly to be Terminal area operational area removed - Refurbished in 2016 Photos were taken on the 18th June 2016 by Roger D Smith ABIPP, Gosport.
- Ro-Ro vessel on - Removal of long term hire to ‘knuckle’ at 41 provide additional berth Automotive/Ro-Ro storage space due 7.11 7.11 7.11 7.11 to lack of space on land 7.8 7.8 7.8 7.8
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7.2 7.2 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7
Figure 7.3: astern Do ks (Central) Figure 7. : astern Do ks ( orth)
Figure 7.37. Figure 7.3 Figure Figure 7.2 Figure
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Figure 7.5: Western Docks (South) Figure 7.6: estern Do ks (Central 1) Eastern Docks Figure 7.7 Figure 7.5 Figure Figure 7.6 Figure
(Note: Boundaries are indicative for illustrative purposes.)
- Site of former - Former Montagu - Former Post - Automotive/Ro- / Distribution and Meyer timber site Office sorting Ro cargo storage / Bonded warehouse recently vacated - office and car and Cruise Parking now used in buildings to be auction site - now area connection with removed and site used for container container trade to be used for related activities / Automotive/Ro-Ro / cargo storage - Fruit Terminal - - Former Fruit - Temporary Cruise - Former empty currently being Terminal lorry park Terminal and container storage 7.11 7.11 7.11 7.11 reconfigured - now used for associated activity area which has been 7.8 7.8 7.8 7.8 internally Automotive/Ro-Ro concentrated and Cruise elsewhere 7.10 7.10 7.10 7.10 purposes - currently used for 7.9 7.7 7.9 7.7 7.9 7.7 7.9 7.7 / / 7.6 7.6 7.6 7.6 Automotive/Ro-Ro 7.5 7.5 7.5 7.5 7.4 7.4 7.4 7.4 storage and cruise 7.3 7.3 7.3 7.3 parking purposes 7.2 7.2 7.2 - Former Windward - Site of former / 7.2 Banana Terminal offices and
7.11 7.11 converted to 7.11 warehouse now 7.11 7.11 7.11 7.11 7.11 become the City cleared and used 7.8 7.8 7.8 7.8 7.8 Cruise Terminal for 7.8Automotive/ 7.8 7.8 7.10 7.10 since 2000 7.10 Ro-Ro cargo and 7.10 7.10 7.10 7.10 7.10 7.9 7.7 7.9 7.7 7.9 Cruise7.7 purposes 7.9 7.7 7.9 7.7 7.9 7.7 7.9 7.7 7.9 7.7 7.6 7.6 7.6 7.6 7.6 7.6 7.6 7.6 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.4 7.4 7.4 7.4 7.4 7.4 7.4 7.4 7.3 7.3 7.3 7.3 7.3 7.3 7.3 7.3 - Rank Hovis - Dock Gate 8 Flour Mill 7.2 7.2 - Dock Gate 10 7.2 7.2 7.2 7.2 7.2 7.2
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7.8 7.8 7.8 7.8 7.8 7.8 90 Associated British Ports Associated British Ports 91 7.10 7.10 7.10 7.10 7.10 7.10 7.9 7.9 7.9 7.7 7.7 7.7 7.9 7.7 7.9 7.7 7.9 7.7 7.6 7.6 7.6 7.6 7.6 7.6 7.5 7.5 7.5 7.5 7.5 7.5 7.4 7.4 7.4 7.4 7.4 7.4 7.3 7.3 7.3 7.3 7.3 7.3
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7.2 7.2 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7
Figure 7.7: estern Do ks (Central 2) Figure 7. : estern Do ks ( orth) Figure 7. Figure 7.7 Figure Figure 7. Figure 7.6 Figure
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7.2 7.2 7.2 7.2 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7
Figure 7. : Container Terminal (South) Figure 7.10: Container Terminal (Central) Figure 7.11 Figure Figure 7. Figure Figure 7. Figure Figure 7.10 Figure
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Main London to Southampton Cranes 7.8 Dock Gate 2 7.8 7.8 7.8 Southampton SCT 5 Extension to Weymouth Container 7.10 7.10 7.10 7.10 Container Container storage Railway Line Terminal 7.9 7.7 7.9 7.7 7.9 7.7 7.9 7.7 Terminal yard 7.6 7.6 7.6 7.6 7.5 7.5 7.5 7.5 7.4 7.4 7.4 7.4 7.3 7.3 7.3 7.3 / 7.2 7.2 7.2 7.2 /
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7.2 7.2 Chapter 7 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 7 Queen Victoria alongside the QEII Cruise Terminal with the Vessel Traffic Services building in the foreground
Figure 7.11: Container Terminal (North) Figure 7.10 Figure
(Note: Boundaries are indicative for illustrative purposes.) 7.11 7.11 7.11 7.11
Redbridge Car Container7.8 Import Services 7.8Storage Area 7.8 7.8 Terminal 7.10 Terminal Facility 7.10 - Automotive/ 7.10 7.10 - Automotive/ 7.9 Extension7.7 - Associated with7.9 7.7Ro-Ro cargo 7.9 7.7 7.9 7.7 7.6 7.6 7.6 7.6 Ro-Ro cargo - Approximate7.5 3ha and supports storage7.5 area. 7.5 7.5 7.4 7.4 7.4 7.4 storage area extension to the 7.3adjacent container - Previously a 7.3 7.3 7.3 - Located some container terminal terminal. container storage distance from the that was added in - Extended in 2014 and handling quays which the early 2000’s 7.2 operation, activity7.2 7.2 7.2 handle which has now Automotive/Ro-Ro been concentrated cargo vessels 7.11 7.11 elsewhere in the 7.11 7.11 7.8 7.8Port since 2000 to 7.8 7.8 allow for Freightliner 7.10 7.10 7.10 7.10 7.9 7.7 7.9 7.7automotive/Ro-Ro 7.9 7.7 7.9 7.7 Terminal 7.6 cargo7.6 storage on 7.6 7.6 7.5 7.5 7.5 7.5 - Rail terminal that 7.4 this site 7.4 7.4 7.4 moves containers 7.3 7.3 7.3 7.3 to and from the Port 7.2 7.2 7.2 7.2 - Expanded and renewed since 2000 7.11 7.11 - Direct links onto main line 7.8 7.8
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Appraisal and assessment of the Port Master Plan Strategy
8.1 The ‘Guidance on the Preparation of Port Master Plans’ (DfT, 2008) indicates at paragraph 109, that it is for each port to determine whether or not, in producing a port master plan, it is affected by the requirements of the Strategic Environmental Assessment Directive (European Directive 2001/42/ EC).
8.2 On a strict, legal analysis we consider that Port Master Plans, such as the one being produced for the Port of Southampton, do not fall within the terms of either European Directive 2001/42/EC in respect of Strategic Environmental Assessment (SEA) matters, or the Planning and Compulsory Purchase Act 2009 in respect of Sustainability Appraisal (SA) matters.
8.3 We have decided, nonetheless, to undertake a ‘Shadow’ appraisal and assessment of its Master Plan, which incorporates relevant requirements of both the SA and SEA processes. Having regard to the objectives and aims of the SA and SEA process, we have chosen this route to ensure that the Port of Southampton Master Plan contributes to the achievement of sustainable development. The draft Shadow Appraisal and Assessment
Chapter 8 (SAA) is reported within a draft Shadow
98 Associated British Ports Container handling. The containerAssociated terminal British handles Ports 45% of UK trade with the Far East 99 Chapter 8 Port of Southampton Master Plan 2016 Port of Southampton Master Plan 2016 Chapter 8
Appraisal and Assessment Report effects. The Master Plan strategy give rise to amenity effects for nearby developments and actions that are likely (SAAR) that supports the Port Master will both maintain and enhance communities. The construction of new to result, are considered to potentially Plan. the recognised role of the Port of port facilities will be the subject of further have a range of environmental effects. Southampton as an international deep- studies and assessment work at the 8.4 By undertaking an appraisal sea gateway port with significant global project stage as appropriate. 8.13 A major significant positive and assessment that incorporates and economic importance. effect is considered likely to result from elements of both the SA and SEA 8.10 With regard to the security of the efficient maximisation of the use of processes, regard has been had to 8.7 The Master Plan strategy will property and the safety and security of land and facilities within the existing port environmental, social and economic result in effective use being made of people using the Port, implementation estate. In addition, the developments considerations. In undertaking such transport connections that are of critical of the Draft Master Plan strategy is and actions identified in the Draft Master an assessment a series of economic, importance to the operation of the considered to have a neutral effect. Plan will help to optimise the use of social, environmental and natural economy, and will result in a significant Safety and security in the port estate is sustainable transport, by making further resource objectives were defined, contribution to meeting forecast demand of paramount importance and effective use of established rail transport having regard, amongst other things, and the national policy objectives of all activities and developments are and shipping connections. to the aims and objectives of relevant flexibility, competition and resilience designed, operated and monitored so plans, programmes and policies and within the market led port sector. as to be safe and secure. 8.14 Maximising the efficient use of the baseline environment of the area existing land and operational facilities 8.8 At the local level, the Master 8.11 The Port facilitates a wide range within which the Port of Southampton is (before potentially expanding the Plan strategy will make a significant of leisure and recreational opportunities located. port), and enhancing the sustainable contribution to strengthening the and this is set to continue. In terms transport opportunities it affords, economy of the locality and maintaining of the contribution to the provision 8.5 The main conclusions of the will minimise the associated adverse the economic significance of the marine of recreation opportunities and other draft appraisal and assessment of the effects of port operations. The potential industries sector within the sub region. social activities, the strategy set out is Port of Southampton Master Plan which environmental impacts and opportunities considered likely to result in a neutral has been undertaken are summarised in for sustainability of the developments Social Appraisal and effect. Port expansion, however, may the following sub sections. and actions identified in the Draft Master Assessment have the potential to result in increased Plan will need to be subject opportunities that could be included at Economic Appraisal and to careful consideration, including the 8.9 The strategy outlined in this the design stage. Assessment identification of impact reduction or Draft Master Plan, may have the mitigation measures, at the project potential to generate amenity impacts, Environmental Appraisal 8.6 The strategy outlined in this design stage such as noise, air quality and traffic and Assessment
Draft Master Plan, and the potential implications, as and when the potential physical development and actions 8.15 The potential construction developments identified are carried 8.12 The strategy outlined in this that are likely to result, are considered of port facilities on the strategic land out. The reconfiguration, intensification Draft Master Plan, and the physical to have significant positive economic and development of new facilities may reserve will require construction and
Panorama of the Port of Southampton
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dredging to take place within, or and maximising sustainable transport close to, internationally and nationally opportunities will minimise the use of protected habitats, and it is likely the natural resources and energy. proposals will result in a loss, to a greater or lesser degree, of intertidal 8.18 Any new development will, area. The design, construction and however, consume natural resources as operation of any proposals brought part of the construction process in terms forward will seek to minimise adverse of matters such as land take, energy effects, although some residual and materials and is likely therefore to significant impacts are likely to remain. have a negative effect on the use of Further studies and assessment work natural resources and energy. Further will be required to further define potential studies and assessment work will be effects and appropriate offsetting and required to define potential effects at the mitigation works at the project stage. project stage.
Natural Resource Appraisal 8.19 Sustainable design and and Assessment construction measures and the maximisation of recycled materials are 8.16 The strategy outlined in the just some of the mitigation measures Draft Master Plan, and the physical that could be employed to minimise developments that are likely to result negative effects. Sustainable operation within the existing port boundary, are measures will be employed where considered to have generally positive possible together with opportunities for effects in respect of the use of natural on-site renewable energy supply. resources.
8.17 Maximising the efficient use of existing land and operational facilities
P&O’s Britannia alongside the Ocean Cruise Terminal, Eastern Docks
102 Associated British Ports Associated British Ports 103 Foreword Port of Southampton Master Plan 2016
Port of Southampton Port Master Plan 2016 - 2035 CONSULTATION DRAFT
DRAFT PRIVATE AND CONFIDENTIAL
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