PDS for the Construction of Mooring Bays in Kalkara
as per ERA requirements for the Planning Application
Technical Report AIS REF. NO: PRJ-ENV482 CLIENT REF. NO: ENV332980/A/19 FIRST VERSION Publication Date 23 July 2020
ff PDS FOR THE CONSTRUCTION OF MOORING BAYS IN KALKARA
DOCUMENT REVISION HISTORY
Date Revision Comments Authors/Contributors
23/07/2020 1.0 First Version 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 Kalkara...... 3 3.2 Scheme Site and Immediate Surroundings ...... 3 3.3 Scheme Development ...... 7 3.4 Project Justification ...... 7
4.0 Proposed Project Timing ...... 9
5.0 Scheme Location ...... 10
6.0 Alternative Uses, Technologies and Locations ...... 14 6.1 Location ...... 14 6.2 Layout and Design ...... 14 6.3 Alternative Technology ...... 14
7.0 Physical Characteristics ...... 15 7.1 Size, Scale and Design ...... 15 7.1.1 Number of Employees ...... 17
8.0 Land Uses & Environmental Characteristics ...... 18 8.1 Land Uses ...... 18 8.1.1 Residential ...... 20 8.1.2 Commercial ...... 22 8.1.3 Historical ...... 24 8.1.4 Disturbed Ground ...... 26 8.1.5 Boating Facilities ...... 27 8.1.6 Recreational ...... 30 8.2 Geology, Geomorphology and Hydrology...... 33 8.2.1 Geology and Geomorphology ...... 33 8.2.2 Soils ...... 33 8.2.3 Hydrology ...... 33
9.0 Services Available on Site ...... 38
10.0 Nature and Quantities of Raw Material, Energy, Waste and Machinery Used ..... 39 10.1 Raw Materials ...... 39
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10.1.1 Construction Phase ...... 39 10.1.2 Operational Phase ...... 39 10.2 Energy ...... 39 10.3 Machinery ...... 40 10.3.1 Construction Phase ...... 40 10.3.2 Operational Phase ...... 40 10.4 Waste ...... 40 10.4.1 Construction Phase ...... 40 10.4.2 Operational Phase ...... 40
11.0 Access and Parking Requirements ...... 41 11.1 Access during Construction Phase ...... 41 11.2 Access during Operational Phase ...... 41 11.3 Parking during Construction and Operational Phase ...... 41
12.0 Environmental Impacts and Mitigation ...... 42
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Table of Figures
Figure 1: Land uses in Kalkara, border marked in blue (Source: PA Geoserver) ...... 3
Figure 2: Private boats moored in the site of the Scheme (June 2020) ...... 4
Figure 3: Grand Harbour Local Plan Kalkara Inset Map ...... 5
Figure 4: Grand Harbour Local Plan General Proposals Map ...... 6
Figure 5: Plans showing the proposed location of the Scheme ...... 8
Figure 6: Map showing the Scheme location in the Maltese Islands (Google Earth, 2020) . 10
Figure 7: Map showing the scheme location in the Grand Harbour (Google Earth, 2020) .. 11
Figure 8: Site plan of the scheme with a 100 m buffer zone ...... 12
Figure 9: Satellite map of the scheme with a 100 m buffer zone...... 13
Figure 10: Drawings of the proposed Scheme ...... 16
Figure 11: Map showing land-uses in the AoI ...... 19
Figure 12: Seafront residences present in Kalkara (June, 2020) ...... 20
Figure 13: Residences present in narrow roads in Birgu (June, 2020) ...... 21
Figure 14: Residences present in narrow roads in Birgu (June, 2020) ...... 21
Figure 15: Residences present in narrow roads in Kalkara (June, 2020) ...... 22
Figure 16: Apartments present in Birgu (June, 2020) ...... 22
Figure 17: Food outlet present in Birgu (June, 2020) ...... 23
Figure 18: Bakery present in Kalkara (June 2020) ...... 23
Figure 19: Carpenter workshop in Kalkara (June, 2020) ...... 24
Figure 20: Birgu bastions (June, 2020) ...... 25
Figure 21: Birgu bastions (June, 2020) ...... 25
Figure 22: Sacra Infermeria (June, 2020) ...... 26
Figure 23: Disturbed ground in Kalkara (June, 2020) ...... 27
Figure 24: Disturbed ground in Kalkara (June, 2020) ...... 27
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Figure 25: Boat slipway (June, 2020) ...... 28
Figure 26: Boat slipway (June, 2020) ...... 28
Figure 27: Boat slipway and boat yard (June, 2020) ...... 29
Figure 28: Boat yard (June, 2020) ...... 29
Figure 29: Boat yard (June, 2020) ...... 30
Figure 30: Promenade present under the Birgu bastions (June, 2020) ...... 31
Figure 31: Kalkara promenade (June, 2020) ...... 31
Figure 32: Open space in Birgu with harbour views (June, 2020) ...... 32
Figure 33: Playground in Kalkara (June, 2020) ...... 32
Figure 34: Geology map for the area surrounding the proposed development ...... 34
Figure 35: Soil map in the area surrounding the proposed development ...... 35
Figure 36: Groundwater bodies in Malta’s Water Catchment District (MRA) ...... 36
Figure 37: Coastal water bodies around Malta (Source: 2nd Water Catchment Management Plan) 37
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Table of Tables
Table 1: GPS coordinates of the two proposed mooring clusters ...... 15
Table 2: Raw materials required for the construction phase of the proposed development 39
Table 3: Type and number of machineries to be utilised during the construction of the Scheme...... 40
Table 4: Potential impacts and their mitigation measures ...... 42
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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 Scheme is proposing the construction of 305 mooring bays in the Kalkara harbour.
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 Kevin Farrugia (ID card number 416377), deputy chief executive officer of Transport Malta.
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3.0 Project Description and Objectives
3.1 Kalkara Kalkara is a village located in the northeast of the Grand Harbour with a population of 2,948 in 2013. It spans an area of 1.76 km2 and borders with the localities of Xgħajra, Żabbar, and Birgu. The land surrounding the Kalkara harbour is utilised for urban residence, and for industrial and commercial entities as shown in Figure 1. The harbour encompasses a number of historical heritage sites, including the prominent Birgu bastions that are scheduled as an Area of High Landscape Value. The Bighi Hospital, and other Grade 2 and Grade 3 buildings which are scheduled for their architectural heritage are also present along the eastern shore of the Kalkara harbour.
Figure 1: Land uses in Kalkara, border marked in blue (Source: PA Geoserver)
3.2 Scheme Site and Immediate Surroundings The site of the proposed Scheme is located in the inlet found between the Birgu and Kalkara peninsulas. It is currently utilised as a mooring area for a large number of private boats (Figure 2), and forms part of the GRAND HARBOUR LOCAL PLAN remit (2006). Policy GK 12 identifies the Kalkara waterfront as an opportunity area which requires that development proposals seeking to upgrade this area need to take in consideration a number of factors, which include the moorings for small boats and a scope for a ferry terminal (Figure 3)1. Proposals in the Kalkara inlet should also take into account future development which may encourage the use of ferry services (Policy GT12), and the use of the Cottonera waterfront as
1 https://www.pa.org.mt/en/local-plan-details/file.aspx?f=803
Page | 3 PDS FOR THE CONSTRUCTION OF MOORING BAYS IN KALKARA a pedestrian link between Kalkara and Senglea (GC05). The policy also recommends that development in the Cottonera waterfront must be compatible with the restrained residential/town centre character of the area (GP05) (Figure 4)2.
Figure 2: Private boats moored in the site of the Scheme (June 2020)
2 https://www.pa.org.mt/en/local-plan-details/file.aspx?f=804
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Figure 3: Grand Harbour Local Plan Kalkara Inset Map
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Figure 4: Grand Harbour Local Plan General Proposals Map
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3.3 Scheme Development The Scheme is proposing the introduction of 305 new berthing spaces for boats of widths ranging between 4.5 m and 9.0 m, and will occupy a total area of 35,000 m2. The site plan for the proposed berths is shown in Figure 5.
3.4 Project Justification The Scheme site is currently utilised for the mooring of private boats. These are anchored in a random manner creating a haphazard arrangement of moored boats. The proposed Scheme will create a uniform mooring arrangement thereby maximising the capacity of the inlet, in line with the SPED thematic objective seeking efficient operation of the Harbours.3
3 https://issuu.com/planningauthority/docs/sped_approved_doc__1_
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Figure 5: Plans showing the proposed location of the Scheme
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4.0 Proposed Project Timing
The proposed Scheme will be carried out in three phases identified below:
1. Phase 1: Displacing of material 2. Phase 2: Laying of concrete anchors 3. Phase 3: Installation of buoys.
The timeframe of the project phases is dependent on the planning application process and on final project layout. More information will be made available once the Scheme layout is finalised and approved.
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5.0 Scheme Location
The geographical location (35°53'19.64"N 14°31'34.49"E) of the Scheme is in the Kalkara inlet as shown in Figure 6 and in greater detail in Figure 7. The site map and satellite map of the scheme and its 100 m boundary are shown in Figure 8 and Figure 9 respectively.
Figure 6: Map showing the Scheme location in the Maltese Islands (Google Earth, 2020)
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Figure 7: Map showing the scheme location in the Grand Harbour (Google Earth, 2020)
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Figure 8: Site plan of the scheme with a 100 m buffer zone
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Figure 9: 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 No other locations were considered by the applicant for the proposed development, as the proposal seeks to address the demand for additional berthing places at the Kalkara inlet.
6.2 Layout and Design No alternative layouts or designs are being considered at this stage of the application. However, the proposed design may be altered depending on the outcomes of the benthic survey, which will determine the exact position of protected habitats and species. Subsequently, direct impact on sensitive species and/or habitats may be avoided to a certain extent.
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 between the anchoring system and the seabed, thereby reducing the impact on benthic habitats.
Various designs of eco-moors have been developed for different seabed substrates and for various boat sizes4. However, given the uncertainty on whether the substrate in the inlet will support the eco-moor anchors, and given that the load exerted by the moored boats is unknown, the applicant has opted for traditional anchoring via concrete blocks.
4 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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7.0 Physical Characteristics
7.1 Size, Scale and Design The Scheme consists of two clusters of berthing spaces, which together will occupy an area of 35,000 m2 and provide berthing spaces for 305 boats. The respective locations of the two mooring clusters are indicated in Table 1 below.
Table 1: GPS coordinates of the two proposed mooring clusters
Cluster GPS Coordinates 1 35°53'19.7"N 14°31'34.0"E 2 35°53'24.5"N 14°31'20.2"E
The proposed design for the mooring structure will consist of catenary beams (heavy mooring lines) which will be positioned in a parallel formation, and secured by anchorage to precast concrete blocks. The number of mooring lines in Cluster 1 and Cluster 2 will be twelve and seventeen respectively (Figure 10), and a total of 500 concrete anchors are deemed necessary to support the buoyancy of the berthed boats throughout the entirety of the Scheme.
A crane operated from a barge will be utilised for lowering of the anchors into the sea, and for exerting a dragging motion to ensure proper burying of the anchors in the sediment. Placement of the anchors will be carried out by employing a team of commercially-licensed SCUBA divers who will be in direct communication with the crane operator and project manager to accurately guide the procedure. The position and final number of the anchors on the seabed will be dependent on the outcomes of the marine benthic survey which will identify and locate the presence of protected and/ sensitive habitats and species. The use of a silt curtain is envisaged during this phase to decrease the risk of silt dispersion in the inlet and its surroundings.
Spherical or cuboidal buoys will be attached to catenary beams using light mooring lines. These will be utilised by boats during berthing by means of their own lines.
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Figure 10: Drawings of the proposed Scheme
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7.1.1 Number of Employees The employees working on the Scheme throughout the construction phase will include four barge operators and two divers for the installation of the mooring structures. The number of employees required during the operational phase is not known at this stage, and will be determined by Transport Malta or the contractor who is operating the site.
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8.0 Land Uses & Environmental Characteristics
8.1 Land Uses The land uses within a 100 m buffer zone surrounding the site of the proposed development are shown in Figure 11. The area around the site of the Scheme is characterised residential and historical buildings, and by a public promenade along the Birgu-Kalkara coastline.
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Figure 11: Map showing land-uses in the AoI
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8.1.1 Residential The residential area present within the AoI comprises of residences which form part of the localities of Birgu and Kalkara. The residential areas may be categorised into seafront residences which will have a direct view of the proposed Scheme (Figure 12), and inland residences which are present in narrow, undulating roads (Figure 13 to Figure 15). Modern, post-war apartments located on the northwest of the Birgu peninsula are also present in the AoI (Figure 16).
Figure 12: Seafront residences present in Kalkara (June, 2020)
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Figure 13: Residences present in narrow roads in Birgu (June, 2020)
Figure 14: Residences present in narrow roads in Birgu (June, 2020)
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Figure 15: Residences present in narrow roads in Kalkara (June, 2020)
Figure 16: Apartments present in Birgu (June, 2020)
8.1.2 Commercial The commercial holdings present within the AoI mostly comprise of food and drinks outlets which are located along the Birgu-Kalkara promenade (Figure 17). These buildings coincide
Page | 22 PDS FOR THE CONSTRUCTION OF MOORING BAYS IN KALKARA with residential holdings in the inner-Kalkara bay (Figure 18). A carpenter workshop is also present in Kalkara (Figure 19).
Figure 17: Food outlet present in Birgu (June, 2020)
Figure 18: Bakery present in Kalkara (June 2020)
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Figure 19: Carpenter workshop in Kalkara (June, 2020)
8.1.3 Historical The bastions present around Birgu are important historical heritage and form part of the Area of High Landscape Value of the Harbour Fortifications (Figure 20 and Figure 21). Present at the top of the Birgu bastions is the Sacra Infermeria, a hospital which was built by the Knights of St. John and which now functions as a monastery for Benedictine nuns (Figure 22).
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Figure 20: Birgu bastions (June, 2020)
Figure 21: Birgu bastions (June, 2020)
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Figure 22: Sacra Infermeria (June, 2020)
8.1.4 Disturbed Ground Two parcels of disturbed ground were present in Kalkara. One is located in the inner Kalkara inlet and it is currently dominated by ruderal vegetation such as fennel and castor oil plant. However, planning permission for the development of residential units has been acquired from the PA, implying that its use will soon be used for residential purposes (Figure 23). The second parcel of land is located north of the Scheme, where intrusive works were undergoing during the time of visit (Figure 24).
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Figure 23: Disturbed ground in Kalkara (June, 2020)
Figure 24: Disturbed ground in Kalkara (June, 2020)
8.1.5 Boating Facilities The AoI supports boating activity occurring in the Kalkara inlet. This was evident in the number of slipways which are present along the coast, and boat yards dedicated for boat storage (Figure 25 to Figure 29).
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Figure 25: Boat slipway (June, 2020)
Figure 26: Boat slipway (June, 2020)
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Figure 27: Boat slipway and boat yard (June, 2020)
Figure 28: Boat yard (June, 2020)
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Figure 29: Boat yard (June, 2020)
8.1.6 Recreational There are various open-spaces and buildings which support recreational activities in the AoI. The most prominent open-space is the promenade connecting Birgu to Kalkara, utilised for recreational walking, swimming and fishing (Figure 30 and Figure 31). An open space offering panoramic views of the Kalkara inlet is present in Birgu (Figure 32), while a seaside playground is found in Kalkara (Figure 33).
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Figure 30: Promenade present under the Birgu bastions (June, 2020)
Figure 31: Kalkara promenade (June, 2020)
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Figure 32: Open space in Birgu with harbour views (June, 2020)
Figure 33: Playground in Kalkara (June, 2020)
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8.2 Geology, Geomorphology and Hydrology
8.2.1 Geology and Geomorphology The major portion of the terrestrial AoI surrounding the Scheme lies on Lower Globigerina Limestone, while a smaller potion in Kalkara lies on the Xlendi and Attard Members.
The Lower Globigerina Limestone consist of soft, near-horizontally-bedded, pale cream to yellow planktonic foraminiferal packstones and wackestones that are moderately strong and have a fine to medium grain size. The Xlendi and Attard layers are both members from the Lower Coralline Limestone, a hard, pale grey limestone which consist of beds containing marine calcareous coralline algae5.
8.2.2 Soils The terrestrial AoI surrounding the Scheme is a built-up area and thus supports minimal soil.
8.2.3 Hydrology The terrestrial AoI is located on the Malta mean sea level groundwater body (MT001) as shown in Figure 36. This aquifer forms within the lower coralline limestone due to the contrasting densities of fresh water and the sea, and extends over the southern and central parts of the Malta. It spans under a variety of industrial entities including farms, petrol stations, waste storage facilities and quarries. The levels of chlorides and nitrates are above the threshold values and it is at risk of failing the objectives of the Nitrate Regulations and the Water Framework Directive.7 The Scheme is situated within the MTC 105 water body which includes the Grand Harbour and Marsamexett Harbour (Figure 37). The high density of industries and residences around this water body exert high pressures due to pollution from urban waste water discharge, sewage overflows, and industrial and urban runoff.
5 Continental Shelf Department at the Ministry for Transport and Infrastructure
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Figure 34: Geology map for the area surrounding the proposed development
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Figure 35: Soil map in the area surrounding the proposed development
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Figure 36: Groundwater bodies in Malta’s Water Catchment District (MRA)
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Figure 37: Coastal water bodies around Malta (Source: 2nd Water Catchment Management Plan)
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9.0 Services Available on Site
The Scheme of the site currently comprises of numerous boat moorings. No sewage, water, electricity or telecommunication services are envisaged to traverse the Scheme site. Hence the development of the Scheme is not expected to affect any of the aforementioned services. However, the presence of any services which are encountered on the seabed will be reported to the project manager and the applicant, and action is taken according to the instructions provided by the respective authorities.
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10.0 Nature and Quantities of Raw Material, Energy, Waste and Machinery Used
This section will discuss the raw materials, energy, waste and machinery utilised or produced during the development of the Scheme. The site is currently occupied with a haphazard and unquantified arrangement of moorings, which consist of various anchoring arrangements, mooring lines and buoys. Furthermore, the spatial spread of any protected and/or sensitive habitats and species is yet to be determined by a benthic survey. Hence, the material, waste and energy quantities presented below are approximations as these cannot be established accurately at these early stages of the project.
10.1 Raw Materials
10.1.1 Construction Phase The raw materials required for the construction of the Scheme are listed in Table 2.
Table 2: Raw materials required for the construction phase of the proposed development
Raw Material Quantity Concrete anchors 500 Heavy chain 305 x depth in metres x 1.4* * factor accounts for chain slack and Z-profile due to attachment to >1 concrete anchor
The concrete anchors, heavy chain, and other materials which will be utilised for the construction of the Scheme will be pre-fabricated before these are delivered on site.
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 REGULATIONS6.
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 The type and quantity of energy needed during the construction and operational phases is not known at this stage.
6 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 3.
Table 3: Type and number of machineries to be utilised during the construction of the Scheme.
Machinery Type Quantity Crane 1 Barge 1
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.
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 comprised of the current moorings and anchors which will be removed from the site of the Scheme. This waste is envisaged to constitute of metal, concrete, ropes and plastic, however the respective waste amounts cannot be established at this stage. These materials are likely to be in a degraded state due to their exposure to seawater and currents, thus their re-use on the site is impractical. The current mooring infrastructure will be checked for the presence of Cladocora caespitosa, Litophaga litophaga via diving spot checks before any material is removed as waste.
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. All waste generated during the construction Phase will be transported off-site by registered waste carriers, and to facilities which are licensed to accept the respective waste.
No removal of sediment is expected during the construction phase since dredging is not being proposed at this stage of the development. However, should the need for dredging arise when the works have commenced, a sampling plan in line with ERA’s requirements for Managing and Disposing of dredged material will be submitted.
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 barge during the construction phase of the Scheme will be performed after the relevant notice to mariners have been issued, informing of the works which will be conducted in the inlet. Terrestrial access to the site will be from the public promenade, and disruptions to traffic and the pedestrian access will be minimised where possible. The specific location/s of the terrestrial site access cannot be established at this stage.
11.2 Access during Operational Phase The Scheme will not be interrupting access along the public promenade when in operation. Boating activity in the inlet will not be disrupted, and the buffer zone between the site boundary and the shore will ensure access to the slipways present along the coast.
11.3 Parking during Construction and Operational Phase There are no parking arrangements planned for employees during the construction phase, and for any personnel when the Phase is in its operational phase.
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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).
The potential impacts of the Scheme 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 Minor beneficial N/A The present main use at the Kalkara inlet is mooring of private boats. Thus, the development of the Scheme will not exert a major impact on the current land use. The Scheme will organise the current haphazard arrangement of moorings, thereby improving access in the inlet.
Cultural Minor-moderate adverse Any archaeological artefacts Heritage The planned interventions are identified during the benthic limited to the removal of current survey will be reported to the mooring infrastructure. No relevant authorities. Should any dredging, or removal of benthic artefacts be discovered during the material is currently envisaged. removal of the current mooring However, the presence of system, and/or during the laying of submerged artefacts cannot be the proposed system, works excluded given the historic and should be stopped and guidance archaeologic importance of the provided by the SCH should be surrounding land, which may be followed. damaged during the removal of infrastructure and/or installation of the Scheme.
Geology, Minor adverse The presence of any significant Geomorphology, Geological features which may be geological features which are Palaeontology, present on the seabed may be observed during the benthic Hydrology, damaged during the removal of the survey of the site will be reported, Hydrogeology current mooring system, and during and the design of the Scheme will the construction of the proposed be altered as necessary. Scheme.
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Landscape and Moderate adverse Environmental monitoring of the Visual Impact During construction the presence of construction site and the barge, crane and other enforcement of the machinery will exert a temporary ENVIRONMENTAL MANAGEMENT negative visual impact on the CONSTRUCTION SITE REGULATIONS of surroundings of the Scheme. 2007 (S.L. 435.79) should be implemented to minimise the visual impact.
Moderate adverse The adverse visual impact may During operation the Scheme will be mitigated by capping the increase the number of large boats number of large vessels mooring berthed in the inlet, and may also in the inlet, and by installing their increase the overall number of boats mooring buoys in areas which moored in the area. This will disturb will exert the least visual impact the views of the Birgu bastions and in the inlet. Kalkara, which form part of the Area of High Landscape Value of the Harbour Fortifications.
Ecology Moderate adverse The benthic survey will identify The placement of the concrete and map the presence of any blocks during the construction phase sensitive/protected habitats and will damage any benthic habitats species, and diving spot checks present. The proposed sliding will map the presence of C. motion employed to secure the caespitosa and L. lithophaga on concrete anchors will extend the infrastructure earmarked for footprint of this damage. Sessile removal. The design of the fauna which are attached to the Scheme will be altered as present mooring infrastructure will necessary to reduce the negative be lost when these are removed ecological impact. The number of from the site. concrete anchors may be reduced by considering the option of having two berths supported per anchor. Minor beneficial/adverse N/A During operation the concrete anchors and moorings will provide opportunities of new species to colonise the area, which may improve the species biodiversity in the inlet. However, the structures may be colonised by invasive alien species, which will result in a reduction in biodiversity.
Minor adverse N/A The introduction of the concrete anchors may change the water currents in the inlet, potentially affecting marine organisms from scouring of benthic sediments, and changes in the sedimentation
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patterns. This may act cumulatively with other hydrodynamic impacts arising from current or proposed developments in the inlet.
Water Quality Moderate adverse during Chemicals used during construction as accidental release of construction are appropriately oil or other chemicals will degrade bunded, and machinery is well- the water quality in the area. The maintained to prevent leakages. suspension of sediments during Spill kits should be present on- construction may further degrade site to contain and clean any the water quality. spillage, while silt curtains should be properly installed to prevent the spread of any chemical spillages and suspended silt.
Minor adverse N/A When in operation the Scheme may increase the number and density of boats in the inlet, which may exacerbate the water quality in the harbour due to additional seepage/leakage of fuels, lubricating oils, and other chemicals used in boating.
Air Quality Minor adverse Vehicles and machinery used The use and transport of the barge, during construction of the crane, other heavy machinery during Scheme is properly serviced and the construction phase will increase maintained to reduce the fleet the emissions in the area. emissions.
Minor-moderate adverse N/A The Scheme will attract more boat traffic when in operation, thereby increasing the regional atmospheric pollution.
Noise Moderate adverse The ENVIRONMENTAL MANAGEMENT The operation of heavy machinery CONSTRUCTION SITE REGULATIONS of during the construction phase will 2007 (S.L. 435.79) should be increase in the noise pollution in an implemented to minimise the area which is surrounding by various disturbance to surrounding noise-sensitive receptors. receptors. Specific measures include restricting working hours to daylight hours and switching off machinery when not in use. The works should be monitored to ensure compliance.
Waste Moderate adverse The ENVIRONMENTAL MANAGEMENT management The current mooring infrastructure is CONSTRUCTION SITE REGULATIONS of envisaged to be deteriorated beyond 2007 (S.L. 435.79) should be
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use, eliminating the possibilities its implemented to ensure that re-use or recycling. Storage of waste waste is stored and managed on material on site and its transport to site in an appropriate manner and from the site may be a nuisance before being transported to a to the local residents. registered waste disposal facility. Where possible, waste should be reused on site to limit the volume of disposed waste.
Infrastructure Negligible impact Any infrastructure observed on and utilities No infrastructure is expected to be the seabed during the benthic damaged during construction of the survey will be reported to the Scheme. contractor and to the relevant authorities. The design of the Scheme will be altered as necessary to minimise damage, and any damages exerted will be repaired.
Minor beneficial N/A When operating, the Scheme will increase the mooring space for boats, and improve safety of access to the berthing spaces.
Social impacts Moderate adverse Good environmental construction Construction of the Scheme will practices outlined in S.L. 435.79 exert the usual disturbances (ENVIRONMENT MANAGEMENT associated with construction sites, CONSTRUCTION SITE REGULATION, which will be a nuisance to the 2007) should be adhered to residents and land users. Such during construction to minimise inconveniences include the disturbance to surrounding generation of noise, exhaust, receptors. The contractor should emissions, and temporary loss of regularly consult the local council access along the public promenade. and residents to identify and Boat owners who are making use of rectify any causes of concern. the current moorings in the inlet will The works should be monitored be unable to berth their boat during to ensure compliance. An the construction phase. alternative berthing place needs to be offered to boat owners who are currently berthing their boat in the inlet.
Moderate beneficial N/A When in operation the Scheme will be beneficial to boat owners who will be berthing to new moorings.
Moderate adverse N/A The Scheme may lead to loss of access or utility to current users of the inlet, and the increase in number and size of the berthed boats will
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have a negative impact on the harbour views from the pedestrian promenade and recreational areas present in the AoI.
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