PDS for the extension of Wine Wharf quay for a Ferry Landing Place, Floriana
as per ERA requirements for the Planning Permit PA/02776/20
Technical Report AIS REF. NO: PRJ-ENV 513 CLIENT REF. NO: PA/02776/20 FIRST VERSION Publication Date 14 September 2020
PDS FOR THE EXTENSION OF WINE WHARF QUAY FOR A FERRY LANDING PLACE, FLORIANA
DOCUMENT REVISION HISTORY
Date Revision Comments Authors/Contributors
14/09/2020 1.0 First Version Siân Pledger
14/09/2020 1.1 First Version – Minor revisions Siân Pledger
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 Valletta Cruise Port Plc; 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 Details of person/s wishing to carry out development ...... 2
3.0 Description of the Project and its General Objectives ...... 3 3.1 Floriana ...... 3 3.2 Scheme Site and Immediate Surroundings ...... 3 3.2.1 Proposed Development ...... 4 3.3 Project Justification ...... 4 3.3.1 Relevant Policy ...... 4
4.0 Indication of the Proposed Timing of the Project and Why its Timing is Preferred .. 13
5.0 The Location of the Scheme with Site Boundaries Shown ...... 14
6.0 Alternative Uses, Technologies and Locations for the Scheme ...... 16 6.1.1 Location ...... 16 6.1.2 Design ...... 16 6.1.3 Technology ...... 16
7.0 Physical Characteristics ...... 21 7.1 Size, Scale and Design ...... 21 7.2 Phasing ...... 28 7.2.1 Number of Employees ...... 28
8.0 Land Uses & Environmental Characteristics ...... 29 8.1 Land Uses ...... 29 8.2 Geology, Geomorphology, Soil and Hydrology ...... 35 8.2.1 Geology, Geomorphology and Soil ...... 35 8.2.2 Hydrology ...... 35 8.3 Cultural Heritage ...... 38 8.4 Ecology ...... 39
9.0 Services Available on Site ...... 40 9.1 Energy and Water ...... 40 9.2 Sewage ...... 40 9.3 Surface Water Run-Off and Storm Water Drainage ...... 40
10.0 Nature and Quantities of Raw Material, Energy, Waste and Machinery Used ..... 41 10.1 Raw Materials ...... 41 Page | iii PDS FOR THE EXTENSION OF WINE WHARF QUAY FOR A FERRY LANDING PLACE, FLORIANA
10.1.1 Construction Phase ...... 41 10.1.2 Operational Phase ...... 41 10.2 Energy ...... 41 10.2.1 Construction Phase ...... 41 10.2.2 Operational Phase ...... 41 10.3 Machinery ...... 41 10.3.1 Construction Phase ...... 41 10.3.2 Operational Phase ...... 42 10.4 Waste ...... 42 10.4.1 Construction Phase ...... 42 10.4.2 Operational Phase ...... 42
11.0 Access and Parking Requirements ...... 43 11.1 Access ...... 43 11.1.1 Construction Phase ...... 43 11.1.2 Operational Phase ...... 43 11.2 Parking ...... 43 11.2.1 Construction Phase ...... 43 11.2.2 Operational Phase ...... 43
12.0 Major Environmental Impacts and Mitigation Measures ...... 45
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Table of Figures
Figure 1: Wine Wharf quay that is being proposed for seaward extension (10th September 2020) 4
Figure 2: Overall strategy map for the Grand Harbour area (Source: GHLP) ...... 8
Figure 3: Coastal zone designation (Source: GHLP) ...... 9
Figure 4: Floriana policy map (Source: GHLP) ...... 10
Figure 5: Floriana transport strategy (Source: GHLP) ...... 11
Figure 6: General proposals made in the revision of the GHLP (Source: GHLP) ...... 12
Figure 7: Map showing the location of Grand Harbour within the Maltese Islands (Source: Google Earth) ...... 14
Figure 8: Map showing the location of the proposed development (Source: Google Earth) 14
Figure 9: Site map for the proposed development ...... 15
Figure 10: Mooring and anchoring plan for an alternative layout ...... 17
Figure 11: Berthing and accessibility for an alternative option ...... 18
Figure 12: Sections for an alternative option ...... 19
Figure 13: Alternative site plan superimposed onto photograph of the site ...... 20
Figure 14: Design of the proposed ferry vessels (Source: Joe Bugeja Associates PDS, 2020) 22
Figure 15: Site plan of the proposed Scheme ...... 23
Figure 16: Sections of the proposed Scheme ...... 24
Figure 17: Outline of the proposed Scheme superimposed on a photograph taken from the eastern section of quay ...... 25
Figure 18: Close up of the outline of the proposed Scheme superimposed on a photograph taken opposite the site ...... 26
Figure 19: Proposed Scheme outline superimposed on a photograph taken from the opposite side of the creek ...... 27
Figure 20: Numerous vessels within Grand Harbour opposite to the Scheme site (10th September 2020) ...... 29 Page | v PDS FOR THE EXTENSION OF WINE WHARF QUAY FOR A FERRY LANDING PLACE, FLORIANA
Figure 21: Commercial port facilities to the west of the Scheme site, Triq l-Għassara ta’l- Għeneb (10th September 2020) ...... 30
Figure 22: Sea passenger terminal, Triq l-Għassara ta’l-Għeneb (10th September 2020) .... 30
Figure 23: One of the commercial premises within the study area, off Triq l-Għassara ta’l- Għeneb (10th September 2020) ...... 31
Figure 24: Garages with overlying vacant premises, Triq l-Għassara ta’l-Għeneb (10th September 2020) ...... 31
Figure 25: Recently refurbished office building, Triq l-Għassara ta’l-Għeneb (10th September 2020) ...... 32
Figure 26: Historic bastions, Triq l-Għassara ta’l-Għeneb (10th September 2020) ...... 32
Figure 27: Vilhena Gardens (Source: Florina Local Council) ...... 33
Figure 28: Private car park, Triq l-Għassara ta’l-Għeneb (10th September 2020)...... 33
Figure 29: Land use map within a 100m buffer zone ...... 34
Figure 30: Geology map for the area surrounding the proposed development ...... 36
Figure 31: Map for the soil types of the area surrounding the proposed development ..... 37
Figure 32: Level and depth of Maltese coastal water bodies (Source: 2nd Water Catchment Management Plan) ...... 38
Figure 33: Area of Listed National Heritage within the study area, highlighted by the blue ploygon (Source: PA geoportal) ...... 39
Figure 34: Proposed access route to the Scheme for the ferry ...... 44
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Table of Tables
Table 1: Approximate quantities of raw materials required for the construction phase of the proposed Scheme ...... 41
Table 2: Quantities of machinery required for the construction phase of the proposed Scheme ...... 42
Table 3: Approximate quantities of waste expected during the construction phase of the proposed Scheme ...... 42
Table 4: Potential impacts and their mitigation measures ...... 45
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1.0 Introduction
Valletta Cruise Port plc, is in the process of filing a full development application for the “extension to existing quay by means of an independent deck on piles structure” (PA/02776/20). AIS Environment Ltd (AIS) has been commissioned by Valletta Cruise Port plc (henceforth referred to as the ‘Applicant’) to prepare a Project Description Statement (PDS) to pre-validate the impacts expected from this proposed development (henceforth referred to as the ‘Scheme’).
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 planned activities during the construction and operational phases of the development with an indication of the main environmental impacts expected. Through the PDS, ERA will be able to establish whether the planning application requires an EIA or not.
This PDS has been prepared and structured in accordance with S.L. 549.46 (Environmental Impact Assessment Regulations, 2017).
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2.0 Details of person/s wishing to carry out development
The Scheme has been submitted by Mr Stephen Xuereb (0189872M) obo Valletta Cruise Port Plc, in his role as CEO.
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3.0 Description of the Project and its General Objectives
3.1 Floriana Floriana is a fortified town occupying 0.95km2. The town is located on the Sciberras peninsula adjacent to the capital city of Valletta. The town has a long history dating back to the times of the Knights of St John. The town was named after an Italian engineer, Pietro Paolo Floriani, who was brought over by the Grandmaster de Paule in 1634 to build the fortifications around the town to provide an additional degree of protection to the capital city.1 Many of the historic buildings found with Floriana today were built in the times of the Knights; for example the Wignacourt water tower, which formed part of the aqueduct infrastructure and the Port des Bombes gate which was built between 16977 and 1720 by Grandmaster Ramon Perellos y Roccaful.1
The town has a large number of churches, memorials and gardens (such as Argotti and Mall gardens) which attract people to the area. One of the most popular areas is St Publius Square and the adjacent granaries. The granaries were traditionally used to store grain and the entrances covered by large stone blocks. Since the area occupied by the granaries offers one of the largest open spaces in the Maltese Islands, it is often used to host several largescale outdoor events which attract huge numbers of both local and visiting people.
The town’s largest and most spectacular church, which was consecrated in 1792, is dedicated to Saint Publius. The Saint is believed to have greeted St Pauls when he was shipped wrecked on the islands. He is also acclaimed to be the first national Saint of the Maltese Islands.1
The southern coastline is commonly known as the Valletta Waterfront. The area, once in a very poor state of dilapidation, underwent extensive regeneration in recent years. It now occupies a large variety of restaurants which are very popular amongst the locals and tourists alike. The waterfront is also caters for the disembarkation of large cruise ships.
The town is home to a large number of administrative organisations. Many of the Government offices are based in Floriana, including the Ministry of Education. The national police headquarters and national library are also located within the confinements of the this locality.
3.2 Scheme Site and Immediate Surroundings The proposed Scheme involves the extension of an existing quay at Wine Wharf, located on the southern coast of Floriana, Grand Harbour. The commercial port referred to above is situated to the west of the site whilst the passenger cruise ship terminal is located to the east. This implies and confirms that the creek is heavily utilised by a large numbers of vessels and that the proposed development is in line with other sea uses in the area.
1 www.malta.com (2011 – 2019) https://bit.ly/3lCjs53
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Figure 1: Wine Wharf quay that is being proposed for seaward extension (10th September 2020)
3.2.1 Proposed Development The proposed Scheme involves the extension of an existing quay at Wine Wharf by 209 sqm. The extension will constitute fourteen piles, various pre-cast beams, slabs and a surface layer of concrete.
The extended section of the quay will be used as a new ferry landing site, to connect other ferry landing sites located in Sliema and Kalkara. Although the construction of a terminal structure has been considered by the applicant, the proposed design will not entail a terminal structure as the passengers would be allowed to make use of the existing Valletta cruise port terminal located close to the site.
For further details on the proposed development, kindly refer to Section 7.0.
3.3 Project Justification The proposed development aims to provide an area for a new ferry service. The extension of the quay is required in order to ensure that the new service does not interfere with the current berthing facilities along the quay. The Scheme will enable the provision of a new ferry service to increase the accessibility of Floriana and connectivity with other locations.
3.3.1 Relevant Policy
3.3.1.1 GRAND HARBOUR LOCAL PLAN (2002) Floriana falls under the remit of the Grand HARBOUR LOCAL PLAN (GHLP). The overall strategy for development in the Grand Harbour area focuses on tourism, specifically:
» Co-ordinating general improvement measures and tourism potential » Extending tourism into hitherto ignored areas » Using tourist interest as a vehicle for other initiatives
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Under the transport goals for the Grand harbour region, the GHLP also specifically states “increased use of ferry services” as a development area. Since the proposed Scheme will enable the provision of a new ferry service to be used by both locals and tourists, it fulfils the overall goals for the area.
The GHLP identifies three broad zones along the coast (Figure 3). The Scheme site falls within Zone A of the coastal Grand Harbour Waterfront designation areas. This area is referred to as the Inner Harbour which is characterised by commercial, industrial and dock areas. New developments must not interfere with the operations of the port and related activities. The need to safeguard the marine environment is also highlighted in this section of the GHLP. A short distance to the east of the site, the coastline designation changes to Zone B, The Valletta/Floriana waterfront, which is used for passenger and related services, leisure and tourism. This area can be used for a range of uses and development is encouraged if it brings economic benefits to the local area as well as on a national level.
The Scheme site falls outside of the urban development boundary. The marine area in which the extension will be constructed and in which the ferry will operate is covered by Policy GP08. This policy relates to shipping movements and safeguards ship manoeuvring spaces. No developments which affect the navigational operations of ships in the harbour will be permitted. The Scheme has been designed to ensure that the ferry service will not interfere with the current vessel movements within the Harbour.
Wine Wharf quay falls within the area covered by Policy GP04: Sea Passenger Terminal Development Brief. This area has been designated to improve the services and facilities at the cruise passenger terminal. The Policy does mention a ferry service, but provides no specific details. As the proposed Scheme will bring additional people to the area, it should complement the goals of Policy GP04.
To the west of the Scheme site the area is covered by Policy GP02 which relates to port related uses. The only permitted developments in this area are those which relate to ship repair, cargo handling, cargo distribution, warehousing and supporting facilities which as workshops. Since the Scheme site is adjacent to this area and not within, it does not contradict this policy.
A map dedicated to the Floriana Development Strategy is also included in the GHLP. Although this map does include ferry landing places, there are none located near to the proposed Scheme site (Figure 5). Similarly, the revision of the GHLP carried out in 2006 added a number of ferry landing points to the policy maps, but no ferry landing places were added near the Scheme site (Figure 6).
3.3.1.2 STRATEGIC PLAN FOR THE ENVIRONMENT AND DEVELOPMENT (2015) The Scheme must also complement the goals and objectives set out in the STRATEGIC PLAN FOR ENVIRONMENT AND DEVELOPMENT (SPED, 2015). SPED (2015) aims to direct development to ensure that the land and sea resources of the Maltese Islands are utilised effectively, whilst ensuring that the environment is protected and enhanced.
The proposed Scheme specifically fulfils a number of the SPED’s objectives, including:
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» Environment: Thematic Objective 6 To safeguard environmental health from air and noise pollution and risks associated with use and management of chemicals by….promoting alternative modes of travel such as walking, cycling and waterborne travel
» Climate Change: Thematic Objective 9 To control Greenhouse gas emissions and enhance Malta’s capacity to adapt to Climate Change by…..improving public/collective transport as a high priority adaptation measure for Climate Change
» Travel Patterns: Thematic Objective 11 To facilitate the provision of an efficient public transport service and other green modes by…..seeking inclusion of public transport, walking and cycling prioritisation measures in road improvement, traffic management schemes and large scale development, as well as the use of inner harbour water-based transport
» Travel Patterns: Thematic Objective 12 To ensure the continuing efficient operation of the Harbours and Airport whilst minimising adverse environmental impacts by…..promoting Integrated Harbour Management……prioritising the efficient use of the port area on land and sea of the Grand Harbour and Freeport….. ensuring that the transport network servicing the Harbours and Airport can accommodate their anticipated growth
3.3.1.3 NATIONAL STRATEGY FOR THE ENVIRONMENT FOR 2050 (2020) The NATIONAL STRATEGY FOR THE ENVIRONMENT FOR 2050: WELLBEING FIRST: A VISION FOR MALTA (2020) is currently in the public consultation review stage. The Strategy aims to provide a framework for all plans, policies and programmes in order to ensure that the natural environment is protected and managed sustainably. The main objectives of the strategy, to be achieved within one generation (i.e. 30 years), are as follows:
» Ensuring a better and sustainable quality of life » Providing clear and long-term direction for our environment » Setting out national environmental targets » Addressing environmental challenges Malta is facing » Integrating and synergising efforts of all polices and stakeholders who directly or indirectly influence the state of our environment.
The Strategy identifies ten key themes and challenges that may hinder environmentally compatible developments for each. Those which relate to the proposed Scheme include:
» Safeguarding environmental quality: environment and wellbeing Limited planning for environmental noise, and integrating solutions in land-use and transport planning » Addressing climate change Levels of GHG emissions » Sustainable use of resources: land and coast Need for integrated coastal zone management that continues to curb pressures of economic activities on the natural environment Page | 6 PDS FOR THE EXTENSION OF WINE WHARF QUAY FOR A FERRY LANDING PLACE, FLORIANA
» Sustainable use of resources: Marine and fresh wasters Inland and coastal water pollution risks Managing and safeguarding the quality of the marine environment
The Strategy specifically outlines the need for transport development to be approached in a holistic manner. It states that any transport related development should contribute towards providing a range of alternative transportation modes, discouraging use of the private car, to reduce congestion on the roads and overall reduce harmful emissions to the air.
The proposed Scheme is in line with the objectives of the Strategy and directly fulfils the guidelines related to transport development.
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Figure 2: Overall strategy map for the Grand Harbour area (Source: GHLP)
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Figure 3: Coastal zone designation (Source: GHLP)
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Figure 4: Floriana policy map (Source: GHLP)
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Figure 5: Floriana transport strategy (Source: GHLP)
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Figure 6: General proposals made in the revision of the GHLP (Source: GHLP)
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4.0 Indication of the Proposed Timing of the Project and Why its Timing is Preferred
Subject to the approval of the planning permit, the construction of the quay is expected to commence in November 2020 and conclude by January 2021. This will enable the ferry service to start operating during the peak tourism seasons.
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5.0 The Location of the Scheme with Site Boundaries Shown
The geographical location of the Scheme is on the Northern coast of the Grand Harbour, as shown in Figure 7 and Figure 8 and in greater detail in Figure 9. The GPS coordinates for the proposed development are 35°53'15.66"N, 14°30'21.53"E.
Figure 7: Map showing the location of Grand Harbour within the Maltese Islands (Source: Google Earth)
Figure 8: Map showing the location of the proposed development (Source: Google Earth)
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Figure 9: Site map for the proposed development
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6.0 Alternative Uses, Technologies and Locations for the Scheme
6.1.1 Location No other locations were considered in the design phase. The Scheme site was selected based on the size of the vessels that will be used on site.
6.1.2 Design Apart from the proposed design methodology, two other options were considered when the Scheme design was being formulated. The first option involved the placement of pre-cast structures directly on the bedrock. This option was ultimately rejected as the depth of the water at the site is significant, thus rendering the placement of the block a very complicated and difficult task to achieve on site. Furthermore, this option would entail dredging of the seabed to ensure that the block are placed on a levelled surface.
The second alternative involved the construction of a canter-lever structure attached to the existing quay and a floating pontoon, as shown in Figure 10 to Figure 13. This would eliminate the need to disturb the underlying seabed. However, the option was disregarded because it would require large light weight structures in order to support the vessel loadings, which are financially unfeasible for such a project.
6.1.3 Technology At the present time it is not expected that the Scheme will incorporate any alternative means of energy. However, it is pertinent to note that if lighting fixtures are required along the quay between the passenger terminal and the ferry landing site, these will be powered by solar energy.
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Figure 10: Mooring and anchoring plan for an alternative layout
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Figure 11: Berthing and accessibility for an alternative option
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Figure 12: Sections for an alternative option
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Figure 13: Alternative site plan superimposed onto photograph of the site
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7.0 Physical Characteristics
7.1 Size, Scale and Design The site plans for the Scheme are presented in Figure 15 to Figure 19
The Scheme involves the extension of a section of the existing quay at Wine Wharf by 209 sqm. The extended structure will be composed of fourteen piles, each with a diameter of 900 mm, which in total will occupy an area of 9 sqm. The piles will be bored to a depth of approximately 5m into the bedrock (the depth may change depending on the results of geotechnical investigations that are yet to be carried out), passing through around 10m of overlying silt material on the seabed. Once the piles are installed, pre-cast beams will be attached to the piles to create a supporting structure. Additional pre-cast beams and slabs will then be fitted onto of the supporting structure and the surface of the new quay will be topped with a layer of concrete to provide a smooth and levelled surface. The extension of the quay will not involve any direct dredging works of the seabed.
The extended quay area will be used to operate a new passenger ferry service connecting Floriana, Kalkara and Sliema. The ferry passengers would utilise the existing Valletta Cruise Port terminal, located to the east of the Scheme site. As previously mentioned, no additional terminal structures are being proposed as part of this project.
A series of barriers will be installed along a section of the quay from the terminal to the ferry landing place to guide passengers accordingly. Access to and from the vessel to the quay will be via a ramp, with a gradient of 1:7. This will ensure that the ferry is accessible to people of all mobility levels, including passengers with severe physical impairments. Cylindrical fenders will be installed along the edge of the quay to protect the vessels from damage whilst the passenger embark and disembark.
It is envisaged that the service will be provided by two vessels. The ferries will be 20m long and 7.6m wide enabling them to accommodate 197 persons. The vessels to be used for such a service will be composed of state of the art technologies and interior fittings to amplify the passengers’ travel experience. The ferries will be berthed for approximately 7 minutes at the proposed site, thus allowing sufficient time for disembarkation and embarkation.
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Figure 14: Design of the proposed ferry vessels (Source: Joe Bugeja Associates PDS, 2020)
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Figure 15: Site plan of the proposed Scheme
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Figure 16: Sections of the proposed Scheme
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Figure 17: Outline of the proposed Scheme superimposed on a photograph taken from the eastern section of quay
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Figure 18: Close up of the outline of the proposed Scheme superimposed on a photograph taken opposite the site
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Figure 19: Proposed Scheme outline superimposed on a photograph taken from the opposite side of the creek
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7.2 Phasing The project is expected to take approximately 3 months to construct and will be divided into two main phases:
» Phase 1: Pre-casting of deck elements Duration: November 2020 to Mid-December 2020
» Phase 2: Boring of piles and pre-cast installation Duration: Mid-December 2020 to January 2021
7.2.1 Number of Employees The approximate number of personnel to be employed during the different phases is as follows:
» Construction phase: 10 persons during the peak periods » Operational phase: 2 persons on the vessel and 1 person on shore
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8.0 Land Uses & Environmental Characteristics
8.1 Land Uses Land uses present within a 100m buffer zone around the scheme site have been mapped in Figure 29.
The proposed Scheme site is adjacent to the existing Wine Wharf quay, which is located off Triq l-Għassara ta’l-Għeneb. The quay is located within the Grand Harbour, and therefore, the marine area is very busy (Figure 20). One of the main port facilities is situated to the west, whilst the cruise ship passenger terminal is located to the east of the proposed site (refer to Figure 21 and Figure 22). The quay, which extends along the entire coastline, is made of concrete and fitted with numerous fenders to protect the vessels during berthing.
To the north of the site the majority of the buildings are used for commercial purposes. Garages with overlying vacant premises are also a common occurrence. The vacant premises appear to have been originally residential properties, but have most likely been utilised for port related activities in the past. These buildings are unfortunately in a dilapidated state (Figure 24). In contrast, a relatively large office block, which has been recently refurbished is also present close by (Figure 25).
The historic bastions that surround Valletta cut through the northern section of the study area (Figure 26). These bastions are the most dominant feature in the area surrounding the Scheme site. Within the bastions lies the Vilhena Garden (Figure 27), a public garden which provides a resting area with fabulous views of the harbour and the three cities.
Several small private parking areas are also spread out around the study area (Figure 28).
Figure 20: Numerous vessels within Grand Harbour opposite to the Scheme site (10th September 2020)
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Figure 21: Commercial port facilities to the west of the Scheme site, Triq l-Għassara ta’l-Għeneb (10th September 2020)
Figure 22: Sea passenger terminal, Triq l-Għassara ta’l-Għeneb (10th September 2020)
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Figure 23: One of the commercial premises within the study area, off Triq l-Għassara ta’l-Għeneb (10th September 2020)
Figure 24: Garages with overlying vacant premises, Triq l-Għassara ta’l-Għeneb (10th September 2020)
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Figure 25: Recently refurbished office building, Triq l-Għassara ta’l-Għeneb (10th September 2020)
Figure 26: Historic bastions, Triq l-Għassara ta’l-Għeneb (10th September 2020)
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Figure 27: Vilhena Gardens (Source: Florina Local Council)
Figure 28: Private car park, Triq l-Għassara ta’l-Għeneb (10th September 2020)
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Figure 29: Land use map within a 100m buffer zone
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8.2 Geology, Geomorphology, Soil and Hydrology
8.2.1 Geology, Geomorphology and Soil The Scheme site and the area to the south are located entirely at sea. The remaining proportion of the study area is composed of Lower Globigerina Limestone, as shown in Figure 30. Lower Globigerina Limestone is pale yellow brown to yellow in colour and has medium sized grains. It was formed during the Aquitanian age of the Miocene Epoch and is the oldest of the three Globigerina Limestone members. Its thickness varies across the island, reaching a maximum of 80m.
The Scheme site is in a sheltered location, as it is located deep within the natural creek of the Grand Harbour. The creek is very narrow and elongated in shape. The site lies approximately 2.4km from the breakwater at the mouth of the Harbour. The entire harbour area is characterised by a ria coastline.
The AoI has no exposed soils, it is either seabed or man-made impermeable surfaces due to the surrounding developments, refer to Figure 31.
8.2.2 Hydrology The coastal waters off the shores of Floriana in the Grand Harbour are classed as being exposed and of intermediate depth in the 2nd Water Catchment Management Plan (refer to in Figure 32). Due to the intensive use of the harbour over an extended period of time, including shipyard activities, the coastal waters of the area have been significantly modified.Error! Bookmark not defined. In the Water Catchment Management Plan for the Maltese Islands2 the water body was classified as an “urban waste sensitive area”, however, in the 2nd Water Catchment Management Plan it was removed because it does was no longer acting as a sink for direct discharge of urban waste.
The ecological status of the water within Grand Harbour is not classed as having good chemical or ecological status according to the 2nd Water Catchment Management Plan. The ecological status has improved in recent years, but not enough to be classed as “good” it is currently considered to be of “moderate potential”.Error! Bookmark not defined.
2 MEPA (2011). The Water Catchment Management Plan for the Maltese Islands. Valletta, Malta.
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Figure 30: Geology map for the area surrounding the proposed development
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Figure 31: Map for the soil types of the area surrounding the proposed development
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Figure 32: Level and depth of Maltese coastal water bodies (Source: 2nd Water Catchment Management Plan)
8.3 Cultural Heritage The status of the cultural heritage of the buildings within the 100m buffer zone was researched on the PA geoportal website. The 100m AoI around the proposed site for the development contains two scheduled structures, both of which are located to the north of the Scheme site:
» Military bastions, Triq Pinto Grade 1 degree of protection
» Harbour fortifications Area of High Landscape Value
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The western section of the AoI also includes an area of Listed Natural Heritage, with a classification E degree of protection.
Figure 33: Area of Listed National Heritage within the study area, highlighted by the blue ploygon (Source: PA geoportal)
8.4 Ecology Due to the fact that the entire of the proposed Scheme is located in the sea, the ecological impacts arising from the development are related to the marine environment. Marine ecological studies need to be carried out to assess the baseline conditions in the area and subsequently determine the extent of the impact. The Applicant has in fact already commissioned a benthic survey to be carried out.
No terrestrial vegetation will be affected by the Scheme.
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9.0 Services Available on Site
9.1 Energy and Water No existing energy or water services are currently available at the Scheme site. It is not envisaged that the proposed Scheme will require electricity or water. For this reason, no modifications of the existing infrastructure are required. However, if it is decided that additional lights are required along the quay, the necessary arrangements will be made with Enemalta.
9.2 Sewage Sewage infrastructure is not currently present onsite. Since the proposed Scheme does not involve the construction of toilet facilities, there will be no need to connect the site to the sewage system and/or to construct any cesspits.
9.3 Surface Water Run-Off and Storm Water Drainage The rainwater from the extended quay will drain into the sea by natural processes.
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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 approximate quantities of raw materials required for the construction phase are listed in Table 1.
Table 1: Approximate quantities of raw materials required for the construction phase of the proposed Scheme
Raw Material Quantity Concrete 390 m3 Cement 65 m3 Water 25 m3 Aggregate 300 m3 Steel 88 tonnes
The majority of the material required for the construction phase will be stored offsite. When material is brought to site it will either be stored on the quay itself or on the barge.
10.1.2 Operational Phase The operational phase will require very little raw materials, generally for maintenance purposes only.
10.2 Energy
10.2.1 Construction Phase During the construction phase, the electrical power needed will be sourced from diesel- powered generators and machinery. The quantity of energy needed during the construction phase is currently unknown.
10.2.2 Operational Phase No electricity will be required for the operational phase.
10.3 Machinery
10.3.1 Construction Phase The machinery to be used during the construction phase of the proposed development is listed in Table 2.
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Table 2: Quantities of machinery required for the construction phase of the proposed Scheme
Machinery Estimated Quantity Mobile crane 1 Piler 1 Spud barge and crane 1 Hydraulic grab 1 Truck 1
10.3.2 Operational Phase There will be no machinery in use during the operational phase.
10.4 Waste
10.4.1 Construction Phase The waste generated during the construction phase will be predominately from pilling activities. The expected type and quantity of waste generated during the construction phase is listed in Table 3.
Table 3: Approximate quantities of waste expected during the construction phase of the proposed Scheme
Waste Type Quantity Rock 45 m³ Silt 89 m3
The excavated material will be stored temporarily on the barge until it is transferred to a truck and taken to an approved disposal facility by a licensed waste carrier. As the waste material to be removed may be potentially hazardous and contaminated, the applicant will be carrying out a waste characterisation exercise of silt samples collected from the area of interest. These preliminary assessments will be used to determine the nature and levels of contamination of the excavated material. Should the waste material be classified as hazardous, the applicant will dispose of such waste in an appropriate manner by adopting to the local waste management guidelines and regulations.
10.4.2 Operational Phase Waste generated during ferry operations is expected to comprise of minimal quantities of domestic waste. The waste will be managed by the existing Valletta Cruise port terminal.
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11.0 Access and Parking Requirements
11.1 Access
11.1.1 Construction Phase During the construction phase the main access to the site will be via the existing entrance to Wine Wharf, off Triq l-Ghassara ta’ l-Gheneb. The barge will moor as close to the site boundary as possible.
11.1.2 Operational Phase The Scheme site is highly accessible by car, motorbike, public bus, bicycle and foot. The passengers would be asked to wait at the existing Valletta Cruise port terminal building, located to the east of the ferry landing place. When the vessel arrives, the passengers will walk along the quay to access the ferry, as shown in Figure 34.
The ferry itself will access the site from the east via the main navigation channel. The site has been designed to ensure that the vessel has ample turning space, as illustrated in Figure 34.
11.2 Parking
11.2.1 Construction Phase During the construction phase, heavy vehicles will be parked inside the construction site itself. Construction workers may park their cars in nearby parking spaces.
11.2.2 Operational Phase No parking spaces will be provided at the ferry landing site. However, since there are already a relatively large number of parking spaces in the marina carpark and surrounding roads, no additional parking provisions are expected. Two of the car parking spaces opposite the passenger terminal are also reserved for the Go To electric cars.
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Figure 34: Proposed access route to the Scheme for the ferry
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12.0 Major Environmental Impacts and Mitigation Measures
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 Article 6(2) of LN 114 of 2007: Environmental Impact Assessment Regulations.
The proposed Scheme involves the extension of a section of Wine Wharf quay to accommodate a new ferry landing site. The development involves piling works, but no dredging.
The permanent potential impacts are expected to relate to the piling works; however, 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 Potentially Description of Potential Impact Mitigation Measures Impacted Moderate adverse Since the site is located within a The Applicant should issue a busy harbour, the construction and “notice to mariners” of the piling works will disturb the boat schedule of work to be users in the area, particularly when carried out to inform the the barge is present on site. other users of the marina of the activities taking place.
Minor adverse The operators of the vessels in the area should be Since the harbor is already provided with a ferry intensively used by vessels, the Sea Use timetable. introduction of another ferry may
disrupt the established routes of
third party vessels. However, since
the ferries will only be at the quay
for 7 minutes at a time, the impact
is considered to be of minor
significance. The vessels will also be
relatively small compared to the
large cargo vessels and cruise liners.
Moderate adverse A silt curtain should be utilized throughout the The seabed piling works required duration of the construction Marine Ecology for the construction of the phase to reduce the supporting structure will have an dispersion of suspended adverse effect upon the marine sediment into the bay. environment as a whole, specifically
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the marine habitats and any Given that the site is not organisms living within the seabed. designated for environmental protection, During the construction of the the impact is not expected project there is a risk of leakages to be significant. In order to and contamination from raw better understand the materials and machinery, which potential impacts, a marine may result in harmful substances benthic survey has been being released into the sea. commissioned by the applicant to ensure that there are no ecologically important features in the area and to allow for an effective monitoring plan to be drawn up if required. To avoid the occurrence of spillages and leakages raw materials should be stored away from the water edge in bunded areas. In case accidental spillages do occur, spill kits should be readily available on site. Any machinery being used on site should be regularly maintained and serviced to reduce the chance of any leakages. Negligible to Minor The extended quay area will provide an increased surface area that will attract the colonisation of new species, some of which may be invasive. The ferry movements may N/A also lead to some scouring effects along the seabed. These impacts are considered to be negligible/minor since the site is in a highly disturbed area. Unknown Should any artefacts be discovered, monitoring Piling through the sediment and the should be carried out seabed may uncover archaeological according to the guidance features and cultural assets of Archaeology and provided by the SCH. interest. Cultural Assets Seabed surveys may be carried out to confirm the presence of any potential artefacts within the sediment. Geology, Minor adverse N/A Geomorphology, Page | 46 PDS FOR THE EXTENSION OF WINE WHARF QUAY FOR A FERRY LANDING PLACE, FLORIANA
Paleontology, The piling works will result in the Hydrology, removal of rock, in turn altering the Hydrogeology geology, geomorphology and paleontology of the area. It is envisaged that there will be no significant changes in the hydrology and hydrogeology as a result of the development. Moderate adverse The machinery should be parked in designated areas During the construction phase, the when not in use. construction machinery will temporarily reduce the landscape and visual amenity of the area.
Landscape and Minor adverse The extension should be Visual Impact designed to ensure that it Since the proposed development looks like part of the involves the extension of an existing existing quay. quay and no construction of additional structures, the visual impact of the Scheme is considered to be minor.
Minor adverse The ENVIRONMENTAL MANAGEMENT CONSTRUCTION During the construction phase there SITE REGULATIONS of 2007 will be increased levels of dust (S.L. 435.79) should be generation, which will temporarily enforced and implemented reduce the air quality of the throughout the construction surrounding area. phase to minimise the dispersal of dust into the surrounding environment. For example, all stockpiles Air Quality should be kept covered by a heavy-duty sheet when not in use. Minor beneficial The development seeks to encourage the use of low emission, N/A public transport modes which will result in a shift away from private car use.
Moderate Adverse The ENVIRONMENTAL MANAGEMENT CONSTRUCTION During the construction phase of SITE REGULATIONS of 2007 the project, especially the piling (S.L. 435.79) should be works, additional noise will be Noise implemented to minimise generated which may disturb the the disturbance to locals in local businesses. line with S.L. 435.79. Specific measures include restricting working hours to
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daylight hours and switching off machinery when not in use.
Minor Adverse During the operational phase of the project, the increased numbers of people visiting the area to use the ferry terminal may cause some N/A additional noise. However, this is expected to be minimal as it is located in an already very busy area.
Minor adverse The ENVIRONMENTAL MANAGEMENT CONSTRUCTION The piling work required for the SITE REGULATIONS of 2007 construction of the supporting (S.L. 435.79) should be structure will generate quantities of implemented to ensure that waste silt and rock. The quantities waste is stored and of material are minimal and managed on site in an therefore, the severity of the appropriate manner before impact is considered to be minor. being transported to a registered waste disposal facility.
A material characterization study will be carried out to determine the most appropriate disposal Waste Management method for the waste.
Where possible any waste material should be re-used on site to limit the volumes of waste that needs to be disposed of. Negligible The 3 Rs (Reduce, Reuse and Recycle) will apply to all The operation of the ferry service recyclable material. will generate minimal quantities of Unrecyclable waste will be waste. Since the waste will be disposed of accordingly in managed within the existing authorised landfills or waste Valletta cruise port terminal, the disposal facilities. impact of the additional waste will be negligible.
Minor adverse The ENVIRONMENTAL MANAGEMENT CONSTRUCTION During the construction phase of SITE REGULATIONS OF 2007 the project the usual disturbances (S.L. 435.79) should be Social Impacts associated with construction sites implemented to minimise will be a nuisance to local the disturbance to local businesses. Such inconveniences businesses. A traffic include: traffic bottlenecks, noise Page | 48 PDS FOR THE EXTENSION OF WINE WHARF QUAY FOR A FERRY LANDING PLACE, FLORIANA
and dust. The impact is considered management plan can be to be minor as there are no drafted if required to ease sensitive residential receptors the impact on the already within close proximity of the site. busy road. The Applicant should also regularly consult the local council and businesses to identify and rectify any causes of concern. Moderate Beneficial The provision of a new ferry landing site will increase the accessibility of Floriana with Kalkara and Sliema. It will provide a new route between these three areas which is not currently available. This is considered to be a beneficial impact. The severity of the impact is increased due to the fact that the N/A ferry service provides a public transport alternative to the car, which will encourage collective transport. However, the project may be a hindrance to some of the surrounding businesses as it will most likely increase the pressure on the car parking in the area.
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