PDS for the Proposed Extension of Demountable Pier, Comino

as per ERA requirements for the Planning Application

Technical Report AIS REF. NO: PRJ-ENV477 CLIENT REF. NO: ENV333016/A/20 SECOND VERSION Publication Date 25 May 2020

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DOCUMENT REVISION HISTORY

Date Revision Comments Authors/Contributors

19/05/2020 1.0 First Version Joshua Gili

25/05/2020 2.0 Second Version – update to plans Joshua Gili

AMENDMENT RECORD

Approval Level Name Signature

Internal Check Sacha Dunlop

Internal Approval Mario Schembri

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DISCLAIMER

This report has been prepared by AIS Environment Limited with all reasonable skill, care and diligence, and taking account of the manpower and resources devoted to it by agreement with the client. Information reported herein is based on the interpretation of data collected and has been accepted in good faith as being accurate and valid. This report is for the exclusive use of Transport Malta; no warranties or guarantees are expressed or should be inferred by any third parties. This report may not be relied upon by other parties without written consent from AIS Environment Limited. AIS Environment Limited disclaims any responsibility to the client and others in respect of any matters outside the agreed scope of the work.

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Table of Contents

1.0 Introduction ...... 1

2.0 Applicants Details ...... 2

3.0 Project Description and Objectives ...... 3 3.1 Comino ...... 3 3.2 Scheme Site and Immediate Surroundings ...... 3 3.3 Scheme Development ...... 3 3.4 Project Justification ...... 3

4.0 Proposed Project Timing ...... 6

5.0 Scheme Location ...... 7

6.0 Alternative Uses, Technologies and Locations ...... 11 6.1 Location ...... 11 6.2 Layout and Design ...... 11 6.3 Alternative Technology ...... 11

7.0 Physical Characteristics ...... 14 7.1 Size, Scale and Design ...... 14 7.1.1 Pile Design and Installation ...... 14 7.1.2 Deck Design and Installation ...... 14 7.1.3 Removal of Current Concrete Infrastructure ...... 15 7.2 Number of Employees ...... 18

8.0 Land Uses & Environmental Characteristics ...... 19 8.1 Land Uses ...... 19 8.1.1 Ecological ...... 21 8.1.2 Commercial ...... 25 8.1.3 Public Amenities...... 26 8.1.4 Existing Concrete Structures ...... 27 8.2 Geology, Geomorphology and Hydrology...... 28 8.2.1 Geology and Geomorphology ...... 28 8.2.2 Soils ...... 28 8.2.3 Hydrology ...... 29

9.0 Services Available on Site ...... 34

10.0 Nature and Quantities of Raw Material, Energy, Waste and Machinery Used ..... 35 10.1 Raw Materials ...... 35 Page | iii PDS FOR THE PROPOSED EXTENSION OF DEMOUNTABLE PIER, COMINO

10.1.1 Construction Phase ...... 35 10.1.2 Operational Phase ...... 35 10.2 Energy ...... 35 10.2.1 Construction Phase ...... 35 10.2.2 Operational Phase ...... 35 10.3 Machinery ...... 36 10.3.1 Construction Phase ...... 36 10.3.2 Operational Phase ...... 36 10.4 Waste ...... 36 10.4.1 Construction Phase ...... 36 10.4.2 Operational Phase ...... 37

11.0 Access and Parking Requirements ...... 38 11.1 Access during Construction Phase ...... 38 11.2 Access during Operational Phase ...... 38 11.3 Parking during Construction and Operational Phase ...... 38

12.0 Environmental Impacts and Mitigation ...... 39

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Table of Figures

Figure 1: Indicative locations of the current infrastructure at Blue Lagoon ...... 4

Figure 2: Boats of various sizes moored at Blue Lagoon (Source: Google Maps)...... 4

Figure 3: Boats moored at the makeshift quays (Source: Google Maps) ...... 5

Figure 4: Layout plan of the existing infrastructure at the Blue Lagoon ...... 1

Figure 5: Comino Policy Map ...... 1

Figure 6: Scheduling of Cominotto and Blue Lagoon Rocks ...... 2

Figure 7: Passengers making use of makeshift concrete pathways (Source: Google Maps) .. 4

Figure 8: Makeshift concrete pathways present along the northwest coast (Source: Doric Studio) ...... 4

Figure 9: Vessels moored close to the swimming zone (Source: Doric Studio) ...... 5

Figure 10: Indicative timing of each phase (Source: Doric Studio) ...... 6

Figure 11: Map showing the Scheme location in the Maltese Islands (Google Earth, 2020) . 7

Figure 12: Map showing the scheme location in Comino (Google Earth, 2020) ...... 8

Figure 13: Site plan of the scheme with a 100 m buffer zone ...... 9

Figure 14: Satellite map of the scheme with a 100 m buffer zone...... 10

Figure 15: Layout plan of an alternative project design (Option A) ...... 12

Figure 16: Layout plan of an alternative project design (Option B) ...... 13

Figure 17: Proposed layout plan for the pier extension...... 16

Figure 18: Drawings of the proposed pier extension ...... 17

Figure 19: Map showing land-uses in the AoI ...... 20

Figure 20: Distribution of habitat types on Comino (Source: Natura 2000 Management Plan) 22

Figure 21: Triq Kemuneti traversing through Natura 2000 habitats (Source: Google Maps) 23

Figure 22: Natura 2000 degraded by pedestrian paths (Source: Google Maps) ...... 23

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Figure 23: Trampling of natural habitats due to pedestrian paths (Source: Google maps) . 24

Figure 24: Food outlets present in the AoI (Source: Google Maps) ...... 25

Figure 25: Food outlets present in the AoI (Source: Google Maps) ...... 25

Figure 26: Ferry-landing, and deckchair and umbrella hiring outlets present in the AoI (Source: Google Maps) ...... 26

Figure 27: Public amenities located in the AoI (Source: Google Maps)...... 26

Figure 28: Concrete platform and the concrete pathway which leads to the food kiosks (Source: Google Maps) ...... 27

Figure 29: Concrete quays located on the northeast coast of the site (Source: Google Maps) 27

Figure 30: Concrete pathways located on the northeast coast of the site (Source: Google Maps) ...... 28

Figure 31: Geology map for the area surrounding the proposed development ...... 30

Figure 32: Map for the soil types of the area surrounding the proposed development ..... 31

Figure 33: Groundwater bodies in Malta’s Water Catchment District (MRA) ...... 32

Figure 34: Coastal water bodies around Malta (Source: 2nd Water Catchment Management Plan) 33

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Table of Tables

Table 1: Raw materials required for the construction phase of the proposed development 35

Table 2: Quantity and number of machinery to be utilised during the construction of the Scheme...... 36

Table 3: Estimated volumes of waste produced during the construction processes ...... 36

Table 4: Potential impacts and their mitigation measures ...... 39

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1.0 Introduction

AIS Environment Ltd (AIS) has been commissioned by Transport Malta to prepare a Project Description Statement (PDS) to assess the impacts expected from the proposed development (henceforth referred to as the ‘Scheme’), in line with requirements made by ERA. The proposed Scheme consists of the removal of a concrete pathways found at the Blue Lagoon, Comino, and extension of the current demountable pier.

The PDS is a detailed report requested by ERA to provide the necessary information for screening in the Environmental Impact Assessment (EIA) process and is aimed to describe the Scheme, the site of the development and its surroundings, and proposed activities. An indication of the main environmental impacts expected is also included in the report. Through the PDS, ERA will be able to establish whether the planning application requires further environmental impact studies.

This PDS has been prepared and structured in accordance with the S.L. 549.46 of 2017 (ENVIRONMENTAL IMPACT ASSESSMENT REGULATIONS, 2017).

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2.0 Applicants Details

The applicant is Mr Joseph Bugeja (ID card number 822454M), chairperson and chief executive officer of Transport Malta.

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3.0 Project Description and Objectives

3.1 Comino Comino is a small island with a land area of 3.5 km2 and forms part of the local council boundary of Għajnsielem. The island is relatively undeveloped and is predominantly covered by sclerophyllous vegetation1. It houses a limited number of buildings including the historical Santa Marija tower and battery, a chapel and residences for Comino’s three permanent residents. Commercial activities on and around the island include offshore fish-farms, and tourism facilities comprising of accommodation and food outlets. The island is a popular touristic destination due to its pristine inlets, the most popular of which being the Blue Lagoon.

3.2 Scheme Site and Immediate Surroundings The site of the proposed pier extension is along the northwest shore of the Blue Lagoon, which is one of the landings points for boats which are ferrying visitors to and from the island. Passengers currently disembark either at a dismountable pier which extends from a cement platform, or at makeshift cement quays and adjoining cement passages which are present along the northwest shore of the Blue Lagoon (Figure 1). These structures are utilised by boats of various sizes, and support heavy boat traffic throughout the summer season as indicated Figure 1 to Figure 3. The layout plan of the existent structures at the Blue Lagoon is presented in Figure 4.

1 PA Geoserver CLC2018

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Figure 1: Indicative locations of the current infrastructure at Blue Lagoon

Figure 2: Boats of various sizes moored at Blue Lagoon (Source: Google Maps)

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Figure 3: Boats moored at the makeshift quays (Source: Google Maps)

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Figure 4: Layout plan of the existing infrastructure at the Blue Lagoon

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The Scheme falls within the Gozo and Comino Local Plan as per the DEVELOPMENT PLANNING ACT (1992), established by the then Malta Environment & Planning Authority (MEPA). The Comino Policy Map is shown in Figure 5. The sea around Comino including the Blue Lagoon is designated as a marine protection area by the Local Plan Policy GZ-GHJN-12, and forms part of the Natura 2000 network as a Site of Community Importance (MT0000105).

Cominotto is scheduled as a Level 2 Area of Ecological Importance and as a Level 1 Site of Scientific Importance for ornithology, and the shingle beach on the islet is scheduled as a Level 1 Site of Scientific Importance for geology (Figure 6). The proposed Scheme will facilitate disembarking from larger boats at it will eliminate the use of the makeshift cement quays and adjoining cement passages indicated in Figure 1. Any intervention on pedestrian routes should seek to reduce surface wear while maintaining resemblance to a pedestrian country path as per the requirements of the Local Plan Policy GZ-Ghjn-11.

Figure 5: Comino Policy Map

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Figure 6: Scheduling of Cominotto and Blue Lagoon Rocks

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3.3 Scheme Development The proposed Scheme includes interventions to the concrete pathways and demountable pier which are currently present in the Blue Lagoon. The makeshift concrete pathways will be excavated to expose the original rock formation underneath, and the demountable pier present in the inlet will be extended.

The extension will consist of three linear segments and two circular nodes, and will follow the coastal curvature of the northwest shore of the Blue Lagoon. The Scheme will extend the current pier by a total of 135.9 metres, and will rest on piles which will be embedded in the underlying seabed. The deck of the pier will consist of a steel bedding which will secure the structural elements of the pier, and serve as a level surface for the top wooden decking and railing.

3.4 Project Justification The proposed Scheme will address the shortfall of mooring facilities in the Blue Lagoon. The site is a popular tourist destination and experiences a large influx of passengers in the summer season. The high number of visitors results in heavy boat traffic as these are ferrying passengers to and from the Blue Lagoon.

The interventions will also enhance the health and safety of visitors, primarily by eliminating the use of the makeshift concrete paths which are present along the northwest shore of the Blue Lagoon. Large ferry boats currently disembark passengers along this stretch of the coast, and passengers then access the bay via the said structures which are a health and safety hazard, especially for the mobility impaired (Figure 7 and Figure 8). The extended pier will replace these cement paths, thereby improving the safety of passengers by providing a level surface from which they can access the ferries. The Scheme will also remove these concrete passages, thereby restoring the shoreline to its original state and reducing the extent of trampling on the natural habitats present.

The Scheme will also be improving the health and safety of bathers at the Blue Lagoon since the extended pier will shift the mooring site further away from the swimming zone (Figure 9).

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Figure 7: Passengers making use of makeshift concrete pathways (Source: Google Maps)

Figure 8: Makeshift concrete pathways present along the northwest coast (Source: Doric Studio)

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Figure 9: Vessels moored close to the swimming zone (Source: Doric Studio)

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4.0 Proposed Project Timing

The proposed pier extension will be carried out in three phases identified below:

1. Phase 1: Setting out, lowering, and driving of steel casing, boring of piles, placing of reinforcement and casting of concrete in piles 2. Phase 2: Prefabrication and manufacturing of steel deck structure in an offsite workshop, delivery of deck structure and installation on site. 3. Phase 3: Installation of wooden deck, railing, fenders, and other morning features. In this phase the existing concrete makeshift walkways will be dismantled and carted away.

The works are envisaged to start in October and the indicative timing of each phase is shown in Figure 10.

Figure 10: Indicative timing of each phase (Source: Doric Studio)

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5.0 Scheme Location

The geographical location (36° 0' 52.06"N 14° 19' 25.74"E) of the Scheme is in the Blue Lagoon, as shown in Figure 11 and in greater detail in Figure 12. The site map and satellite map of the scheme and its 100 m boundary are shown in Figure 13 and Figure 14 respectively.

Figure 11: Map showing the Scheme location in the Maltese Islands (Google Earth, 2020)

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Figure 12: Map showing the scheme location in Comino (Google Earth, 2020)

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Figure 13: Site plan of the scheme with a 100 m buffer zone

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Figure 14: Satellite map of the scheme with a 100 m buffer zone.

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6.0 Alternative Uses, Technologies and Locations

6.1 Location A site analysis for the demountable pier extension has been carried out by the applicant. The location for the proposed extension was chosen since a similar pier already exists at the chosen site, and infrastructures such as roads, paths, landing facilities are also present. The site for the proposed extension is adequately distanced from the swimming zone, toilets, lifeguards and other necessities, such that these are easily accessed by visitors on foot. The site is located outside of the swimming zone, thus shifting boats away from bathers, and it is easily accessed by large boats and ferries as it offers open water for the vessels to be manoeuvred safely.

6.2 Layout and Design The proposed design was selected from two previous layouts for the pier presented in Figure 15 and Figure 16. The final version of the Scheme offers larger open water areas then the other two designs, allowing safer manoeuvrability of larger ferries when mooring to the pier. Secondly, it is located the furthest away from the swimming zone while being sufficiently close for visitors to reach the beach on foot.

6.3 Alternative Technology The use of eco-moors has been considered by the applicant. This technology utilises mooring anchors which occupy less area on the seabed, and sees the installation of additional buoys on the mooring chain to lift it off the seabed. These variations to traditional mooring systems reduce the extent of contact which the anchoring system has with the seabed features, thereby reducing the impact on benthic habitats.

Various designs of eco-moors have been developed for different seabed substrates and for various boat sizes2. However, a pier supported by concrete piles was the design chosen for mooring of ferries. This offers anchorage to maximise the stability of the pier, which is especially relevant at the site as it is exposed and will need to withstand harsh sea conditions. The stability of the proposed design will allow safe movement of large volumes of people on the pier, and it will offer the necessary stability for the mooring of larger ferries.

2 Francour, P., Magréau, J.F., Mannoni, P-A., Cottalorda, J.M., & Gratiot, J. (2006). Ecological mooring. Parc National de Port-Cros.

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Figure 15: Layout plan of an alternative project design (Option A)

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Figure 16: Layout plan of an alternative project design (Option B)

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7.0 Physical Characteristics

7.1 Size, Scale and Design The proposed extension to the demountable pier will consist of three linear segments and two circular nodes which will be resting on piles that will be embedded in the seabed. The first two linear segments of the deck are referred to as Type A decking, and the third linear segment is referred to as a Type B decking (Figure 17). These differ in the deck width, where Type A has a width of 3 m and Type B has a width of 6 m.

7.1.1 Pile Design and Installation The preliminary design of the pier extension will include the laying of 45 piles to support the new structure, which will have a diameter varying between 0.22 m and 0.45 m. Thus, the area of contact between the proposed structure and the seabed will vary between 1.71 m2 and 7.16 m2. The exact number, configuration, and diameters of the piles will vary depending on the bathymetry and the composition of the bedrock which will be confirmed after a geotechnical survey. The piles will be organised in rows of 2 under the Type A decking, and in rows of 3 under the Type B decking.

The piles will be installed by first lowering the pile steel casing until the bedrock is reached. The latter will be drilled using a pile auger which is lowered through the steel casing, thereby preventing lose material on the seabed from accumulating in the drilled holes. The pile will be drilled approximately 4 m into the seabed, after which it is filled with pile reinforcement and concrete. The depth to which each pile will be drilled into the bedrock is dependent on variations in the bathymetry and geological conditions. Each pile will pass through around 2 m of sand present on the seabed, however the exact depth of this layer will be determined following a detailed survey. The piles will stand vertically through a water column of depth varying between 3 to 3.3 m, and will protrude above the mean sea level to a height of about 1 m (Figure 18).

A jack up barge will be utilised during the boring of the piles. This will be mounted along the outer side of the proposed pier, and will be moved at intervals of around 15 m along the pier to allow boring in all of the locations identified in the geotechnical survey.

7.1.2 Deck Design and Installation The deck consists of steel beams which will be rested on the piles. Together they will form the steel bracing which will serve as a level surface for the wooden decking. The material used for the decking is prefabricated and painted Greenheart timber slats, which will be attached using stainless steel bolts. Safety railing and mooring equipment will finally be installed on the pier. The decking will occupy an area of 655 m2 in total.

The design of the pier allows the dismantling of the deck for the winter season. This can be stored offsite and re-assembled for the following summer season. The only permanent elements of the structure are the vertical piles which will be rising above mean sea level for about 1 metre.

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7.1.3 Removal of Current Concrete Infrastructure The concrete paths identified in Figure 4 will be removed via the use of hand held tools which are powered by on-site generated electricity and/or compressed air. The use of heavy machinery will be avoided in this section of the site to prevent damaging the surrounding habitats. The concrete paths will be dismantled from the top-layer and moving downwards, to allow workers to transfer the removed material by carts using the same concrete path.

.

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Figure 17: Proposed layout plan for the pier extension

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Figure 18: Drawings of the proposed pier extension

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7.2 Number of Employees The number of employees working on site during the construction phase will vary between 15 and 20 workers, while 5 personnel will be on site during its operational phase to dismantle and reassemble the structure.

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8.0 Land Uses & Environmental Characteristics

8.1 Land Uses The land uses in the AoI are highly seasonal due to the high number of visitors during the summer season. This results in temporal variations in land uses, where the area occupied by commercial entities including mobile kiosks, deckchairs and umbrellas is higher during the summer season. This land survey was based on data collected by AIS in 2017 and by a desktop-study of Google Maps images due to travel restrictions to Comino during the COVID-19 outbreak. The maps showing the land uses in the AoI is presented in Figure 19.

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Figure 19: Map showing land-uses in the AoI

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8.1.1 Ecological Comino forms part of the Natura 2000 network and it is scheduled as a Special Area of Conservation of International Importance (MT0000017). The two dominant EUNIS habitats in the AoI are the Thermo-Mediterranean and pre-desert scrub (5330), and the West Mediterranean clifftop clifftop phyrganas (Astragalo-Plantaginetum subulatae) (5410). Typical species of the former habitat include Thymus capitatus, Pistacia lentiscus and Euphorbia melitensis, and the latter is characterised by Asphodelus aestivus and Capparis orientalis, however the two habitat-types are often present in conjunction with one another. These two Naturua 2000 habitats dominated the land labelled as Ecological in Figure 19. The spatial distribution of the habitat-types on Comino is shown in Figure 20.3

Trampling has been identified as one of the main pressures on these two habitats, and is particularly evident in the Blue Lagoon region. The gravel road and the network of pedestrian paths present offer a passage through these habitats, and the high volume of visitors especially in the summer season results in degradation of these Natura 2000 habitats.

3 https://era.org.mt/en/Documents/Kemmuna_ManagementPlan.pdf

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Figure 20: Distribution of habitat types on Comino (Source: Natura 2000 Management Plan)

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Figure 21: Triq Kemuneti traversing through Natura 2000 habitats (Source: Google Maps)

Figure 22: Natura 2000 degraded by pedestrian paths (Source: Google Maps)

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Figure 23: Trampling of natural habitats due to pedestrian paths (Source: Google maps)

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8.1.2 Commercial The AoI is utilised by various commercial entities which include food kiosks, ferry-landing services, and deckchair and umbrella hiring outlets. Commercial activity is highly seasonal, and it is more evident throughout the summer season (Figure 24 to Figure 26).

Figure 24: Food outlets present in the AoI (Source: Google Maps)

.

Figure 25: Food outlets present in the AoI (Source: Google Maps)

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Figure 26: Ferry-landing, and deckchair and umbrella hiring outlets present in the AoI (Source: Google Maps)

8.1.3 Public Amenities A building housing public amenities is present in the AoI as shown in Figure 27.

Figure 27: Public amenities located in the AoI (Source: Google Maps)

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8.1.4 Existing Concrete Structures Various concrete structures are present in the AoI which serve as access infrastructure to visitors of the Blue Lagoon. The structures present include the concrete platform located in the inner part of the Blue Lagoon, which leads to the food outlets via a concrete pathway (Figure 28). A number of concrete quays and pathways are present along the northeast coastline of the Blue Lagoon (Figure 29 and Figure 30).

Figure 28: Concrete platform and the concrete pathway which leads to the food kiosks (Source: Google Maps)

Figure 29: Concrete quays located on the northeast coast of the site (Source: Google Maps)

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Figure 30: Concrete pathways located on the northeast coast of the site (Source: Google Maps)

8.2 Geology, Geomorphology and Hydrology

8.2.1 Geology and Geomorphology The terrestrial AoI surrounding the Scheme lies on the Tal-Pitkal geological member as seen in Figure 31. The Tal-Pitkal member is an upper coralline limestone (UCL) formation which yields high quality hard rock aggregates. It is comprised of wackestones and packstones, containing significant coralline algal, mollusc and echinoid bioclasts4. Tal-Pitakal beds developed on Gozo and Comino are dominated by pelloidal and molluscan carbonate mudstones, crustose coralline algae and corals.

8.2.2 Soils The terrestrial AoI surrouding the Scheme consists of soil from the Xagħra series (Figure 32). This type of soil forms in karstic areas of lower coralline, Franka or Upper Coralline, which have been relatively unaltered due to the unsuitability of the land for agriculture. Xagħra soils are found in crevices and hallows in the landscape which have higher moisture levels that support its formation5.

4 Continental Shelf Department at the Ministry for Transport and Infrastructure 5 https://era.org.mt/en/Themes/Documents/Soils%20of%20Malta%20and%20Gozo%20- %20DM%20Lang%201960.pdf

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8.2.3 Hydrology The AoI is located on the Comino mean sea level groundwater body (MT012) as shown in Figure 33. This aquifer forms a Ghyben-Herzberg body within the upper coralline limestone layer, where the freshwater forms a lens shaped body within the rock stratum as it floats on the saline layer underneath. The groundwater body is probably not at risk of failing the objectives of the Water Framework Directive6. The Scheme is located in the coastal water body MTC 103 which includes the waters surrounding Comino as shown in Figure 34. The biological quality of macroalgae and Posidonia oceanica indicate that the water body is of a high ecological status.

6 Malta Resources Authority

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Figure 31: Geology map for the area surrounding the proposed development

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Figure 32: Map for the soil types of the area surrounding the proposed development

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Figure 33: Groundwater bodies in Malta’s Water Catchment District (MRA)

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Figure 34: Coastal water bodies around Malta (Source: 2nd Water Catchment Management Plan)

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9.0 Services Available on Site

The proposed Scheme is intended to serve as a safe landing place for ferries, and as a link for visitors to get on and off from the island. Hence it is not envisaged that any services will be installed on the pier. However, a system of empty sleeves will be incorporated in the design to facilitate the installation of services, such as emergency lights and first aid pillars, which might be necessary in the future.

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10.0 Nature and Quantities of Raw Material, Energy, Waste and Machinery Used

10.1 Raw Materials

10.1.1 Construction Phase The raw materials required for the construction of the Scheme are listed in Table 1.

Table 1: Raw materials required for the construction phase of the proposed development

Raw Material Quantity Reinforced concrete 60 m3 Steel 105 tons Wood 25 tons

The concrete, steel, and wood which will be utilised for the construction of the Scheme will be pre-fabricated before these are delivered on site. The system of a cased bored piles will be employed when introducing the reinforcing concrete, which will minimise the possibility of turbidity and water contamination. However, the contractor is planning on using a purpose-built silt curtain around the site to contain any plume produced.

Any temporary storage of construction raw materials which may be necessary during the construction phase will be stored within the site boundaries as per the clauses of the ENVIRONMENTAL MANAGEMENT CONSTRUCTION SITE REGULATIONS7.

10.1.2 Operational Phase During the operational phase, new material will only be required for maintenance of the system installed. The quantities required for such procedures cannot be estimated at this stage.

10.2 Energy

10.2.1 Construction Phase Liquid fuel will be used as an energy source during the construction phase of the Scheme due to the lack of services on the island. The estimated amount of fuel required is 35,000 L, however this will depend on the size and type of machinery used, on the rock composition, and on the sea conditions.

10.2.2 Operational Phase During its operation, energy will be required for the dismantling and re-assembly of the deck, and for maintenance of the Scheme. 2,500 L are estimated to be required dismantling and re-assembly of the structure.

7 S.L.552.09

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10.3 Machinery

10.3.1 Construction Phase The type and quantity of machinery which will be utilised during construction of the Scheme is presented in Table 2.

Table 2: Quantity and number of machinery to be utilised during the construction of the Scheme.

Machinery Type Quantity Jack-up barge 1 Floating barge 2 Pile driver 1 Pile boring machine 1 Clawer cranes 2

The construction activities should avoid damaging the Natura 2000 habitats and species present around the site. The requirements of ENVIRONMENTAL MANAGEMENT CONSTRUCTION SITE REGULATIONS OF 2007 (S.L. 435.79) should be followed to prevent the spillage of dust, materials and waste outside of the site boundary. Vegetation present in the vicinity of the concrete pathways should be protected when these are being excavated, and uprooting of plants should be avoided.

10.3.2 Operational Phase No machinery will be used during the operational phase of the Scheme.

10.4 Waste

10.4.1 Construction Phase The waste produced during the construction phase will mostly comprise of material excavated during the boring of the piles, and concrete removed when dismantling the concrete pathways. This waste will be a mixture of sand, silt, fragmented rock and broken concrete, and waste characterisation should be performed to identify the most suitable disposal options. The estimated volumes of waste which will be produced from the different construction processes are presented in Table 3.

Table 3: Estimated volumes of waste produced during the construction processes

Construction process Estimated waste volume (m3) Boring of piles 25 Removal of concrete walkways 35 Total 60

On-site waste management will be conducted as per the requirements of ENVIRONMENTAL MANAGEMENT CONSTRUCTION SITE REGULATIONS OF 2007 (S.L. 435.79). The waste material should be separated by waste stream and stored temporarily on site in the waste management area. The material excavated during the boring of the piles will be loaded immediately on

Page | 36 PDS FOR THE PROPOSED EXTENSION OF DEMOUNTABLE PIER, COMINO the floated barge, and off-loaded in Gozo where it will be disposed in facilities which are licensed to accept the respective waste. Concrete removed from the walkways will be stored temporarily on the concrete platform prior to transfer on the barge.

10.4.2 Operational Phase The type and quantity of waste generated from the Scheme during its operational phase will be limited to materials which are disposed when maintenance is performed. The quantities of operational waste cannot be estimated at this stage.

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11.0 Access and Parking Requirements

11.1 Access during Construction Phase Access and use of the barges during the construction phase of the Scheme will follow the provisions of a notice to mariners that will be issued prior to the commencement of works on site, informing of the works which will be conducted at the site. The perimeter of the site will be marked using black and white buoys which will be installed a couple of meters around the silt curtain. The target construction period of the Scheme is during the winter season when the ferry service is not operational. Private boats would be able to moor at other jetties located around the island during the construction period.

Terrestrial access to the pier will be prevented by the installation of hoarding around the site.

11.2 Access during Operational Phase The design of the Scheme will allow large ferries to moor to the outer segments of the proposed pier since these are facing open water and allow better manoeuvrability. Smaller boats may access the pier safely at its inner segments.

11.3 Parking during Construction and Operational Phase Given the inaccessibility of cars to the island, the Scheme will not be accommodating any parking provisions during its construction and operational phases.

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12.0 Environmental Impacts and Mitigation

A preliminary indication of the environmental impacts that are likely to be associated with the Scheme are described in this section, and may serve as an initial scoping assessment in the context of the ENVIRONMENTAL IMPACT ASSESSMENT REGULATIONS OF 2017 (S.L. 549.46).

Potential impacts are expected to arise from the construction phase of the project, with negligible impacts during the operational phase. Measures are to be taken to eliminate or reduce the residual impact. The potential impacts and their respective mitigation measures are listed in Table 4.

Table 4: Potential impacts and their mitigation measures

Features Potential Impact Mitigation Measures Land Use Moderate adverse during The positions where the legs of construction as the installation of the jack up barge will be resting jack up barge at 15 consequent shall be determined following a positions along the outer side of benthic survey to minimise the the pier will degrade the seabed impact on protected or sensitive present outside of the footprint of habitats or species. The overall the Scheme. area of impact of the jack up barge may be minimised by reducing the number of times it is shifted along the site. Minor adverse during operation N/A since the site was already being used by ferries when mooring, however the Scheme will now introduce permanent structures utilising the site.

Cultural Negligible adverse as there are no Any archaeological artefacts Heritage known archaeological or cultural identified during the construction features at the site of the Scheme. of the Scheme will be reported to the relevant authorities. Should any artefacts be discovered, works should be stopped and guidance provided by the SCH should be followed.

Geology, Minor adverse during construction Environmental monitoring of the Geomorphology, since the removal of the concrete construction site and enforcement Palaeontology, pathways may result in accidental of the ENVIRONMENTAL MANAGEMENT Hydrology, damage to the natural rock present CONSTRUCTION SITE REGULATIONS of Hydrogeology underneath. Boring will result in 2007 (S.L. 435.79) should be loss of natural sediment and rock, implemented to minimise damage but the volumes are relatively which may be exerted on the small. bedrock during removal of the current terrestrial concrete structures. The presence of any significant geological features Page | 39 PDS FOR THE PROPOSED EXTENSION OF DEMOUNTABLE PIER, COMINO

which are observed during the geotechnical survey of the site will be reported, and the design of the Scheme will be altered as necessary.

Landscape and Moderate adverse during Environmental monitoring of the Visual Impact construction as the presence of the construction site and enforcement barge, crane and other machinery of the ENVIRONMENTAL MANAGEMENT will exert a negative visual impact CONSTRUCTION SITE REGULATIONS of on the surroundings of the Scheme. 2007 (S.L. 435.79) should be implemented to minimise the visual impact.

Major adverse during operation as Establish a capping system for the Scheme will introduce an boats of various sizes to ensure artificial structure along an that the inlet is not over-saturated otherwise natural coastline. The with mooring boats. structure will be visible in views of the Blue Lagoon from the higher grounds located around the site of the Scheme. The Scheme will facilitate the mooring of larger ferries; thus, it introduces the risk of having additional large vessels which will further disturb the views of the inlet.

Ecology Moderate adverse during The spatial spread of any construction as 1.71 m2 to 7.16 m2 protected or sensitive habitats and of sea floor will be damaged by species should be determined boring, potentially affecting any through a benthic ecological sensitive or protected species and survey. The number, configuration habitats which are present. The and diameter of the piles, and the proposed use of a jack up barge will positions at which the jack up further extend the footprint of the barge is installed will be adjusted damage on the seabed. The water to minimise the overlap on quality at the site may be degraded sensitive or protected habitats and by sediment dispersion during the species present. A silt curtain installation of the piles, or by should be utilised throughout the accidental release of material. construction phase to reduce the Construction activities, material and risk of water contamination. The waste may spill beyond the site ENVIRONMENTAL MANAGEMENT boundary when removing the CONSTRUCTION SITE REGULATIONS of concrete pathways, damaging the 2007 (S.L. 435.79) should be Natura 2000 habitats and species. followed, and a monitoring programme should be compiled and followed to ensure that works are confined to the site boundary, and that overspills to the surrounding marine and terrestrial habitats are minimised.

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Moderate adverse during The spatial spread of any operation since the proposed protected or sensitive habitats and Scheme will have a decking with an species should be determined, and area of 655 m2 which will shadow the layout of the Scheme adjusted the biota present underneath. The to minimise shadowing of Scheme may result in an increase in protected or sensitive species and the number of visitors to the Blue habitats. The use of a grated Lagoon, thereby increasing the decking may be considered to disturbance to any protected or reduce shadowing. A capping sensitive habitats and species system may be introduced to present in the Natura 2000. regulate the number of visitors, thereby mitigating the disturbance on biota.

Moderate beneficial during operation as the piles will be re- colonised by opportunistic marine organisms. The removal of the N/A concrete pathways, and their replacement with the proposed pier will reduce trampling on the Natura 2000 habitats and plants present along the coast.

Water Quality Major adverse during construction Chemicals used during construction as accidental release construction are appropriately of oil or other chemicals will bunded, and machinery is well- degrade the water quality in the maintained to prevent leakages. area Spill kits should be present on-site to contain and clean any spillage, while silt curtains should be properly installed to prevent the spread of any spillages outside of sited boundary. Air Quality Minor adverse during construction Vehicles and machinery used since the operation and transport during construction of the Scheme of the barge, crane, other heavy is properly serviced and machinery will increase the maintained to reduce the fleet emissions in the area. emissions.

Moderate adverse on the air Monitoring of air quality when the quality in the area as the Scheme Scheme is in operation to ensure will attract more boat traffic to the that the emission levels do not area when it is in operation. exceed the current baseline levels. Noise Major adverse during construction The ENVIRONMENTAL MANAGEMENT since increased noise levels are CONSTRUCTION SITE REGULATIONS of expected. These may disturb 2007 (S.L. 435.79) should be marine and terrestrial biota, implemented to minimise the including colonies of Yelkouan disturbance to surrounding shearwaters which nest on receptors. Specific measures Cominotto and Comino throughout include restricting working hours

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the winter period. to daylight hours and switching off machinery when not in use. The works should be monitored to ensure compliance. Waste Minor adverse during construction The ENVIRONMENTAL MANAGEMENT management due to the waste generated during CONSTRUCTION SITE REGULATIONS of the removal of the current concrete 2007 (S.L. 435.79) should be structures and boring. Storage of implemented to ensure that waste waste material on site and its is stored and managed on site in transfer may lead to accidental an appropriate manner before spillages into the surrounding being transported to a registered environment. waste disposal facility. Where possible, waste should be reused on site to limit the volume of disposed waste. The extracted materia extracted during boring of the piles should be characterised to identify the suitable disposal methods. Infrastructure Negligible impact during N/A and utilities construction since no infrastructure is expected to be damaged by the proposed Scheme.

Major beneficial during operation N/A as the Scheme will improve the safety by providing a level-surface for visitors who are arriving at Blue Lagoon, and by shifting the mooring site further away from the swimmer zone Social impacts Moderate adverse during Good environmental construction construction, since the usual practices outlined in S.L. 435.79 disturbances associated with (ENVIRONMENT MANAGEMENT construction sites will be a nuisance CONSTRUCTION SITE REGULATION, to visitors and residents. Such 2007) should be adhered to during inconveniences include the construction to minimise generation of noise, exhaust disturbance to surrounding emissions and temporary loss of receptors. The works should be access to the shore. Boat owners monitored to ensure compliance. will be unable to berth their boat at Temporary berthing space should the site during the construction be installed at the Blue Lagoon phase, and would need to berth at during construction works to allow Santa Marija bay or San Niklaw if berthing in emergency situations. access to the Blue Lagoon is completely hindered. Moderate adverse during A degree of capping may be operation as the Scheme may introduced to regulate the number increase the number of arrivals to of visitors, thereby mitigating the the Blue Lagoon beyond the social impacts exerted from a high- carrying capacity of the site. density of visitors.

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