port of southampton master plan 2009-2030

Port of SouthamptonMaster Plan 2009-2030

Aerial photograph of the Port of Southampton

ABP Port of Southampton Master Plan 2009-2030 • Foreword

Doug MorrisonPort Director, ABP Southampton

ForewordThe Port of Southampton is the UK’spremier international gateway port. Itconnects trading nations across the worldand helps the UK to benefit from the globaleconomy.

In 2007, we handled more cargo than ever before. In2008, the Port broke another record with almost onemillion cruise passengers passing through the Port. It is,therefore, no surprise that the Port is recognised as one ofvery few UK international gateways whose commercialgrowth is critical to regional and national economicsuccess.

Success for the Port is also success for Southampton andthe community in the surrounding region. It is estimatedthat the Port supports around 10% of the City’s workforcedirectly and indirectly. We are also at the heart of theSolent maritime sector which is estimated to support up to77,000 jobs and be worth a massive £5.5 billion.

Our predecessors made far-sighted decisions to grow,consolidate and expand the Port. At the turn of the 20thcentury they extended the Eastern Docks; in the 1920s and30s they planned and built the Western Docks, and in the1960s they built one of the UK’s first container terminals.

These are just a few of the world-class advances that havehelped to ensure that in the decades that have followed,Southampton has been able to respond to trends inshipping and trade. The decisions made all those years agoare recognisably the foundation of the Port’s contemporarysuccess.

For some years, ABP has been following the sameapproach - long-term investment to secure the Port’sfuture. We intend to continue doing so. In 2008 alone weinvested £61 million in Southampton, including £19million on a brand new fourth cruise terminal.

To make sure that Southampton maintains and builds onits recent success, we now need to set out a vision of thefuture for the Port and work together with the communityof which we are part, and with government at all levels, toachieve it.

The master plan sets out what we consider needs to bedone in the interests of the Port and the community itserves, over the period 2009-2030. Our vision has beensubjected to an extensive consultation exercise, the resultsof which are reflected where appropriate in the masterplan. We have also taken into account the challenging

economic conditions of 2009 in our forecasting as well asidentifying opportunities for the Port to contribute to asustainable, low carbon economy.

When preparing the plan we have borne in mind threeessentials:

• the need to continue to attract investment and createjobs;

• the need to promote environmental and economicsustainability; and

• the need to support the community that depends on us.

Shared vision and commitment have made the Port ofSouthampton the world class-port it is today. I hope thatour master plan can renew and extend that vision andcommitment, to ensure that the Port remains Britain’sgateway to the world, and our gateway to a sustainableand prosperous future.

Thank you for your support.

Doug MorrisonPort DirectorABP Southampton

The French shipping giant CMA CGM is a major customer of the Port of Southampton

Page 2

ABP Port of Southampton Master Plan 2009-2030 • Contents

Contents

Introduction 5

Chapter 1 Executive Summary 9

Chapter 2 Consultation Process and Next Steps 19

Chapter 3 The Port of Southampton and its Master Plan 21

Chapter 4 Planning 29

Chapter 5 Trade Demand Forecasts 39

Chapter 6 Issues and Options 59

Chapter 7 Infrastructure Requirements 63

Chapter 8 Intermodal Connections (road, rail and coastal shipping) 85

Chapter 9 Environment 95

Chapter 10 Socio Economic Impact 123

Glossary of Terms 132

Cunard’s two “Queens” at the Port of Southampton- Queen Mary 2, and Queen Victoria

ABP Port of Southampton Master Plan 2009-2030 • Introduction

Introductioni.1 The Port of Southampton is identified by

Government as a key international gateway whichis a component of the nation’s transport systemthat is critical both to the functioning of thattransport system, and the economic success of thecountry 1.

i.2 In the context of the South East, the Port ofSouthampton is further recognised by Governmentas a major deep sea international gateway portwith significant global and economic importance2.

i.3 Government makes clear that it is the responsibilityof ports to bring forward and justify developmentproposals. The ports industry is recognised as asuccessful, competitive sector which does notrequire central direction.

i.4 In July 2007, during the process of reviewingnational ports policy, Government recommendedthat the major UK ports produce master plans, andconsult on them, in order to help co-ordinate theirfuture planning. Subsequent guidance on theproduction of master plans produced in 2008indicated that such plans should be produced bymajor ports (defined as those handling at least 1million tonnes) to:

• clarify the port’s own strategic planning for themedium to long term;

• assist regional and local planning bodies, andtransport network providers, in preparing andrevising their own development strategies; and

• inform port users, employees and localcommunities as to how they can expect to seethe Port develop over the coming years.

i.5 The Government’s guidance makes clear that portsare disparate, and master plans will be prepared atdifferent times relative to other planning anddecision cycles.

i.6 In this regard the rationale for producing a masterplan for the Port of Southampton is underlined bythe application of relevant Government policy forthe South East region set out in the South East Plan(which is the Regional Spatial Strategy for theSouth East and the strategic element of thestatutory development plan).

i.7 The South East Plan, through policy T10, requiresthe provision in relevant regional and local plans ofpolicies and proposals that not only maintain butalso enhance the role of the Port of Southampton.

1 Paragraph 4.10 - Delivering a Sustainable Transport System, Department for Transport, November 2008 2 Policy T10 and supporting text – The South East Plan, Government Office for the South East, May 2009 3 Policy SH1 and supporting text - The South East Plan, Government Office for the South East, May 2009

The supporting text to the policy further explainsthat the role of the Port of Southampton, to bemaintained and enhanced, is as a majorinternational deep-sea port with significant globaland economic importance.

i.8 This master plan is the vehicle through which theGovernment requires the identification of the shortand long term development and infrastructurerequirements that are needed to maintain andenhance the role of the Port of Southampton as amajor international deep-sea port.

i.9 The contribution of the South East’s economy tothe performance of the UK is identified byGovernment as being of critical importance.Policies applicable to the region within the SouthEast Plan seek to support and develop nationallyand regionally important sectors and clusters andensure that due regard is had to strategic and localbusiness needs, including the provision of asufficient supply of land to meet these needs. Inrespect of the provision of land to meet thoseneeds, regard must also be paid to relevant sub-regional strategies.

i.10 The Port of Southampton is located within theSouth Hampshire sub-region. This sub-regioncovers the districts of Eastleigh, Fareham, Gosport,Havant, Portsmouth and Southampton, and partsof East Hampshire, New Forest, Test Valley andWinchester districts.

i.11 For the period to 2026 the strategy set for this sub-region in the South East Plan is one wheredevelopment is to be led, by sustainable economicgrowth and urban regeneration, the aim of thestrategy being to improve the sub regionseconomic performance to at least match the southeast regional average3. A target is set of achieving agross value added (GVA) of 3.5% per annum by2026.

i.12 The South East Plan strategy makes it clear that toachieve this aim will require, amongst other things,an increase in jobs and land for businessdevelopment. In this regard the strategy states thatland may be required for port uses at the Port ofSouthampton, including land for infrastructure thatmaintains and enhances the role of the Port.

i.13 Accordingly, this master plan identifies what isneeded to be provided to ensure that the


Government’s strategy for the sub-region and theregion as a whole is achieved.

i.14 In pursuance of these regional objectives, localauthorities will include in their local developmentdocuments policies and proposals that maintainand enhance the role of the Port of Southampton,in general conformity with the regional strategy.This master plan therefore has a further role inindicating to relevant local authorities the likelyfuture requirements of the Port to which they willhave regard in the production of their localdevelopment documents.

i.15 In summary, therefore, from a Government policyand planning perspective, the Port of Southamptonmaster plan is being produced to:

i. Clarify the Port’s own strategic planning for themedium to long term and thereby assist otherbodies and stakeholders in the carrying out oftheir functions and activities;

ii. Set out the future development andinfrastructure requirements needed to bothmaintain and enhance the role of Southamptonas a major international deep-sea gateway portas required by Government policy for the region;

iii. Set out the future needs of the Port in order thatthe Government’s strategy for the SouthHampshire sub-region can be achieved; and

iv. Provide an indication to relevant local authoritiesof the future needs of the Port to which regardshould be had in the production of relevant localdevelopment documents.

The area covered by the Master Plani.16 The geographical area that is considered in detail in

this master plan is the commercial port and otherland that is owned by Associated British Ports (ABP)at Southampton. This is subsequently referred tothroughout the master plan as ‘the Port’, or ‘thePort of Southampton’. The boundary of this area isshown in Figure i.1.

i.17 ABP’s responsibilities, however, are not justrestricted to the areas of land which they own. ABPis also:

i. The Harbour Authority for the statutory Port ofSouthampton. The statutory port boundary isshown opposite in Figure i.1 and consists ofSouthampton water, tidal elements of the RiversTest and Itchen and parts of the East and WestSolent;

ii. The Pilotage (Competent Harbour) Authority forthe Harbour Authority area and the Central andEast Solent (see Figure 3.1); and

iii. The Vessel Traffic Services (VTS) Authority,responsible for the monitoring and safe passageof vessels out beyond the Nab Tower. See Figure3.1.

i.18 Throughout this master plan, occasional referenceis made to strategic port facilities, such as theExxon refinery at Fawley, the BP Terminal at Hambleand the military port at Marchwood (MarchwoodSeamounting Centre), which are not on landowned by ABP but which are facilities within thewider ABP controlled harbour authority area.


Figure i.1 Statutory Port Boundary

Port of Southampton’s Vessel Traffic Services providing 24 hour management of Southampton Water

ABP Port of Southampton Master Plan 2009-2030 • Chapter 1 • Executive Summary

About ABP

1.1 Associated British Ports (ABP) is the UK’s largestand leading ports group. We own 21 ports inthe UK and in 2008 handled nearly 140 milliontonnes of cargo.

1.2 All of our UK ports, including the Port ofSouthampton, are vital transport hubs,characterised by state-of-the-art cargo handlingfacilities and a highly skilled and flexibleworkforce.

The Port of Southampton today

1.3 The Port of Southampton is owned and operatedby ABP. It is a dynamic international transporthub that operates 24 hours a day and 365 daysa year. It handles one fifth of the UK’s trade withnon-EU countries by value and is the UK’spremier international maritime gateway.

Western Docks Eastern Docks

Strategic Land Reserve

Figure 1.1 ABP Port of Southampton Land HoldingsCopyright Google 2007

Chapter 1Executive Summary

1.4 In 2008, the latest available national statistics,the Port handled 41 million tonnes of cargo,making it one of the largest ports in the UK bytonnage. Key trades of national significancehandled by the Port include containers, cars,passenger cruise and petrochemicals.

1.5 In spatial terms, ABP’s land holdings at the Portcomprise three primary areas:

• The Eastern Docks (approximately 170 acres);

• The Western Docks (approximately 585 acres);and

• A strategic land reserve, totallingapproximately 800 acres, held for future portexpansion, located at Dibden.


Master plan key objectives

1.6 Given the significance of the Port ofSouthampton in terms of international flows ofcargo as well as its contribution to the local,regional and national economy, ABP recognisesthe benefit of setting out its vision for the futuredevelopment of the Port.

1.7 We also recognise that our vision needs to beshared with stakeholders in a way that bestencourages their participation in shaping thePort’s future.

1.8 The key objectives of our master plan are to:

• Clarify the Port’s strategic planning for themedium to long term;

• Identify how land currently owned by thePort of Southampton may be sustainablydeveloped in order to handle the forecastgrowth in maritime trade;

• Set out the approximate timescales fordevelopment;

• Inform other planning decisions in theregion;

• Assist regional and local planning bodies,and transport network providers, inpreparing and revising their owndevelopment strategies; and

• Inform port users, employees and localcommunities as to how they can expect tosee the Port develop over the coming years.

Planning

1.9 The Port is located within a city region that ishome to one million people and the statutoryboundary of the Port falls within the boundariesof a number of local planning authorities.

1.10 The statutory development plan for the area ofthe Statutory Port of Southampton consists ofthe Regional Spatial Strategy (RSS) for the SouthEast and the Local Development Frameworkdocuments (LDFs) produced by the localplanning authorities.

1.11 The RSS for the South East is Government policyfor the region. The RSS recognises that theregion’s ports play a vital role in supporting theUK economy. It also recognises the Port ofSouthampton as a major international deep-seaport with significant global and economicimportance and states that its infrastructure anddevelopment needs, both short and long term,require further consideration.

1.12 The local planning authorities, comprisingSouthampton City Council and New ForestDistrict Council, are progressing the preparationof LDFs for their areas. ABP will be involved inthe development of the LDFs to protect thePort’s interests in planning policy.

1.13 In addition ABP is a statutory undertaker and hasextensive powers under the Town and CountryPlanning (General Permitted Development) Order1995 which grants consent for works onoperational land.

Trade demand forecasts

1.14 We have analysed likely demand for port trafficin Southampton through to 2030 using workcarried out by MDS Transmodal, authors of thenational port demand forecasts used by UKgovernment.

1.15 Between 1980 and 2007 total traffic throughSouthampton increased by 83%. This was inspite of two periods of economic recession inthe UK during the early 1980s and early 1990s.

1.16 This pattern of sustained growth demonstrateswhy it is important to take the long term viewand why, despite recent changes in the UK’sshort to medium term economic outlook, ABPcontinues to plan for growth.

1.17 A summary of the ABP demand forecast appearsin Table 1.1.


Table 1.1: Forecast demand analysis for the Port of Southampton to 2030. Source: ABP.

Cargo category

Cruise

Containers

Motor vehicles

Containers

Motor vehicles

Dry bulks

General cargo

Liquid bulks

TOTAL**

000 Units

passengers

TEU*

units

tonnes

tonnes

tonnes

tonnes

tonnes

tonnes

2005

702

1,382

724

7,625

1,377

1,357

104

28,367

38,830

2020

1,498

2,694

702

14,947

1,335

1,786

156

33,739

51,963

2030

1,917

4,204

844

23,325

1,605

2,166

208

35,359

62,663

*Twenty Foot Equivalent Unit, the industry standard measure of container capacity.

**Does not include non-liquid bulk traffic that is handled outside the Southampton port estate.

Issues and options

1.18 In noting the recent successes of the Port ofSouthampton, it is important to acknowledgethe debt owed to its founders and subsequentowners who left a legacy without which it wouldnot have been possible to meet the hugechallenges of the last few decades. Legacies,however, do not last forever. Several practicalboundaries of the Port have already beentouched, and finite constraints on capacity arewell in sight.

1.19 The biggest challenge facing the Port and themost important strategic issue for this masterplan, is that within the lifetime of the plan it willbe necessary for the Port to expand and enhanceits role.

1.20 It would not be responsible to plan for a futurePort of Southampton on the basis solely of landand quays available within the area of theexisting docks, with no expansion possible. To doso, it would be necessary to countenance anentirely different Port, one that would beincreasingly marginalised as a major deep-seainternational port.

1.21 Since the mid 1960s consideration has beengiven on several occasions to the appropriatelocation for port expansion, should it berequired. The common conclusion has been thatthe land at Dibden Bay is not only the mostsuitable, but also the only option, with much ofthe land at Dibden specifically created for futureport use. The Dibden reclaim offers a uniquecombination of advantages for the expansion ofthe Port of Southampton. These include its size;proximity to the deep-water channel; andproximity to an existing railway and to a primaryroad network.

1.22 In identifying the Dibden reclaim as the onlypossible location for port expansion, ABP is fullyaware of the nature conservation value of thesite and adjoining foreshore. ABP intends toengage with key stakeholders to put together abrief identifying how best the site may beplanned.

Land use trends

1.23 Land use within the Port is summarised in Figure1.2 (overleaf).


Figure 1.2

ABP Port of SouthamptonLand Use 2009

Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty’ Stationery Office © Crown Copyright. Entec UK Ltd. AL100001776


1.24 In spatial terms, the current Port estate can besub-divided into the following broadcategories of land use:

• Port related areas;

• Non-port related areas; and

• Future expansion land.

1.25 It is possible to identify a number of trends inland use within the Port of Southampton.

1.26 This analysis indicates:

• Increasing allocation of land to the Port’skey trades;

• Elimination of non-port related land uses;

• Intensification of land use; and

• Increasing specialisation in port relatedland use.

1.27 In general, we expect these trends to increasethe land use pressure on available land in the Eastern and Western Docks.

Infrastructure proposals – 2020

1.28 By 2020, the Port is expected to handle almost2.7 million container units (TEU); over 700,000motor vehicles; almost 1.8 million tonnes of drybulks and around 1.5 million cruise passengers.

1.29 An indicative land use plan as at 2020 appearsin Figure 7.3.

1.30 We forecast that the following major spatialchanges will occur in the Eastern and WesternDocks by 2020:

• Construction of a number of multi-deck carcompounds in the Eastern and WesternDocks;

• Re-commissioning of berths 201 and 202 inthe Western Docks into container use inorder to accommodate the new, longer anddeeper-draughted container ships;

• In the Western Docks, displacement oftrade car and roll-on/roll-off storage areasby additional container storage areas;

• Construction of additional cargo sheds, inresponse to customer demand; and

• Appropriate re-routing of dock roads whichmay be required by any of the land usechanges listed above.

1.31 By 2020, we consider it likely that the intensityof land use in the Eastern and Western Dockswill have increased to the point where the Portwill be approaching the practical limits of landuse optimisation within the Eastern and WesternDocks.

1.32 We think that it is unlikely that the expansionland at Dibden will have been brought on-stream before that date, subject to anunforeseen commercial opportunity arising.

1.33 Given the considerable lead-time inherent inobtaining permission to develop major newtransport infrastructure, it is likely that ABP willhave to commence the process of seeking thenecessary approvals to develop the Dibdenreclaim for port related uses well before it isrequired to be fully operational, which weestimate would be no earlier than 2021.

Infrastructure proposals – 2030

1.34 By 2030, the Port is expected to be handling aminimum of 4.2 million containers units (TEU);840,000 motor vehicles; over 2.1 million tonnesof dry bulks and almost 2 million cruisepassengers.

1.35 An indicative land use plan as at 2030 appearsin figure 7.4.


1 TEU means Twenty Foot Equivalent Unit, the industry standard measure of container capacity.

The Hitachihigh speedtrain unloadedat the Port ofSouthampton

1.36 Our forecast is that the following spatialchanges will occur in the Eastern and WesternDocks between 2020 and 2030:

• Construction of further multi-deck carcompounds for the storage of import andexport trade cars and for the parking ofvehicles belonging to cruise passengers;

• Further expansion of the Port’s containerterminal, together with the intensificationof container handling operations tooptimise the efficiency of land use;

• Construction of port facilities on theDibden reclaim;

• Construction of a fifth passenger cruiseterminal, most probably in the WesternDocks, to accommodate anticipatedgrowth in the cruise market; and

• Appropriate re-routing of dock roads whichmay be required by any of the land usechanges listed above.

Marine proposals to 2030

1.37 During the period of the master plan, it is likelythat average vessel sizes will continue to grow,reflecting a continuing trend of minimising theend-to-end unit cost of shipping goods.

1.38 It is likely that additional navigationalimprovements to the Port will be required during

the period of the master plan to maintain thePort’s position as the UK’s premier internationalgateway port.

Intermodal connections(road, rail and coastal shipping)

1.39 Government policy recognises that the Port ofSouthampton is a key gateway to the UK’snetwork of Strategic National Corridors.

1.40 The principal driver of cargo flows moving toand from the Port over land is containers. Thistraffic mainly has its origin and destination atSouthampton’s container terminal, whichhandled over 900,000 boxes in 2008 (equatingto approximately 1.5 million TEU1).

1.41 Currently around 70% of containers aretransported to/from other destinations in Britainby road; rail moves around 25% with coastalshipping accounting for the balance (5%).

1.42 For the future, it is essential that connectivityacross all modes is fit for purpose. Within thatcontext, we believe it is important to increasethe use of rail and coastal shipping as well asmaintaining effective road connections.

1.43 The Port’s aspiration is to increase rail’s share ofcontainer traffic to more than 40% by 2030 andat least treble coastal’s share by the same year.We are focused on helping to promote the useof more sustainable modes for other trades suchas motor vehicle imports and exports.


2 The economic contribution of ports to the UK economy, Oxford Economics (February 2009) 3 The economic contribution of ports to the UK economy, Oxford Economics (February 2009)4 Solent Waterfront Strategy, South East England Development Agency, Marine South East, Partnership for Urban South Hampshire (2007)

The CMA CGM vessel Andromeda berthed at Southampton’s container terminal

Summary

ABP is committed to ensuring thatSouthampton remains a world-class port and a gateway tointernational trade with a sustainableand prosperous future.

This master plan plays a central role inidentifying the Port’s requirementsand intentions for the future, whichcan be reflected in new planningpolicy documents as they areprepared.

Environment

1.44 ABP places considerable emphasis on managingits responsibilities and obligations to theenvironment. As the UK’s largest port operatorwe recognise the need to operate and developour ports to meet the requirements of thecountry’s trade in a way that has due regard forsustainable development.

1.45 At the master planning stage, it is not possibleto identify detailed enhancement, mitigation oroffsetting measures in relation to the overalldevelopment strategy. As a consequence, themaster plan considers possible environmentalissues that may arise in the context of theidentified infrastructure projects, together withthe approach which may be adopted by ABP tominimise or remove those effects.

1.46 More detailed assessment, with identification ofand agreement on enhancement, mitigation andoffsetting measures, will be required in relationto individual development projects that formpart of the overall master plan.

Socio economic impact

1.47 The UK ports industry makes a huge contributionto our economy. It is estimated that the UK portssector directly employs over 130,000 people andin 2007 contributed around £7.7 billion to GDP2.In the same year the ports sector contributedaround £3 billion to theExchequer in tax revenues3.

1.48 Southampton handles one fifthof the UK’s trade with non-EUcountries by value and is theUK’s premier internationalmaritime gateway. The Port is atthe heart of the Solent maritimeeconomy, a sector which it isestimated supports 77,000 jobsand is calculated to generate atotal GDP of £5.5billion 4.


Aerial picture of the Port of Southampton

Royston Smith, Deputy Leader of Southampton City Council withDoug Morrison, Port Director at the launch of the Port of

Southampton’s master plan.

ABP Port of Southampton Master Plan 2009-2030 • Chapter 2 • Consultation Process

Contents

2.1 This chapter summarises the process of publicconsultation that we have undertaken inproducing the final version of the Port ofSouthampton master plan and related StrategicEnvironmental Assessment (SEA) and ShadowAppropriate Assessment (SAA) documents aswell as the next steps in our master planprocess.

Public Consultation

2.2 The master plan, SEA and SAA consultationdrafts were published in hard copy and onlinefor comment on the Southampton VTS website(www.southamptonvts.co.uk) between 19 Julyand 13 November 2009. Copies of theconsultation document were also lodged in 25libraries in Southampton and the Watersidearea. We also published an 8-page summaryleaflet explaining, in non-technical language, ourmaster plan vision for the Port. Two publicexhibitions were held, one in Southampton andone in Hythe which welcomed 51 and 96 visitorsrespectively.

2.3 In total 52 organisations and 100 members ofthe public responded in writing to theconsultation. Responses were received from awide variety of organisations, including electedrepresentatives at parish, district, county,national and European levels as well as localauthorities, Government agencies, businesses,business representatives and community groups.

2.4 The themes of the consultation responses aresummarised in a separate document (Summaryof Responses to the Consultation on the Port ofSouthampton Master Plan 2009 available atwww.southamptonvts.co.uk). The final versionof the master plan, SEA and SAA have beenamended as required to take account of theresponses received.

Chapter 2Consultation process and next steps

Next Steps

2.5 This master plan has been adopted by ABP asour vision for the future development of the Portof Southampton to 2030.

2.6 We recognise, however, that one of ourobjectives – namely to expand the Port into theDibden reclaim, an area of land reclaimed forthat purpose – faces a number of environmentaland planning concerns, including issues raisedby local communities, if it is to become a reality.We do not underestimate the scale ofsatisfactorily addressing those concerns but weconsider it to be the only course of action tosecure the future prosperity of the Port in themedium and long term. ABP is confident that itwill be able to demonstrate an overriding publicinterest justification and a commercial need forany development.

2.7 As this master plan identifies, and based oncurrent projections of future trade, we areseveral years away from submitting a proposal todevelop the Dibden reclaim. We intend to usethis time to engage with key stakeholders to puttogether a brief identifying how best the sitemay be planned, so as to ensure that theopportunities for the site are optimised(including the reservation of suitable areas ofland for use by other businesses within the widermaritime sector as well as for community andenvironmental use).

Future review

2.8 We intend to review and update the master planfrom time to time and at least every five years toensure that it remains relevant and appropriate.

ABP’s staff provide first class customer care for passengers and crew onboard visiting cruise liners

ABP Port of Southampton Master Plan 2009-2030 • Chapter 3 • The Port of Southampton and its Master Plan

The Port of Southampton is a premierglobal gateway for international trade andof national strategic importance to the UK.

The Port of Southampton

3.1 The Port of Southampton is located on thecentral south coast of England, in closeproximity to international shipping lanes andmainland Europe.

3.2 In 2008, the latest available national statistics,the Port handled 41 million tonnes of cargo,making it one of the largest ports in the UK bytonnage. HM Revenue and Customs statistics for2006 show that 21% of all of the UK’s non-EUseaborne trade by value passed throughSouthampton, more than any other port in theUK.

3.3 The Port is therefore a premier global gatewayfor international trade and is of nationalstrategic importance to the UK.

ABP is the UK’s largest and leadingports group.

ABP

3.4 ABP is the UK’s largest and leading ports group.In 2008 our 21 UK ports handled nearly 140million tonnes of cargo.

3.5 Our activities include transport, haulage andterminal operations, ships’ agency, dredging andmarine consultancy. We also have a well-established community of port-service providerssuch as stevedores and terminal operators.

3.6 ABP was formed in 1982 after the privatisationof the British Transport Docks Board (BTDB), as

Chapter 3The Port of Southampton and its Master Plan

an independent statutory authority. The BTDB,and its predecessor authority, the BritishTransport Commission, owned and operatedvarious transport undertakings in the UK,including many docks, after nationalisation bythe Government in 1948.

3.7 We have always been committed to modernisingthe port facilities that we own in response tocustomer requirements, growth in internationaltrade and port labour practices. Today, all ofABP’s ports, including the Port of Southampton,are vital transport hubs, characterised by state-of-the-art cargo handling facilities and a highlyskilled and flexible workforce.

3.8 In addition to being the owner and operator ofthe Port of Southampton, ABP is the StatutoryHarbour Authority (SHA); Competent HarbourAuthority (CHA) for the provision of Pilotageservices; Vessel Traffic Services (VTS) Authorityand Local Lighthouse Authority forSouthampton.

3.9 Through the exercise of the duties of theHarbour Master, ABP has a wide range ofstatutory responsibilities that include:

• Safety of navigation and regulation of vesseltraffic;

• Provision of pilotage services;

• Conservation of the Harbour Area, includingthe maintenance of obstruction-freenavigational channels;

• Response to oil pollution incidents and theconservation of flora and fauna; and

• Protection of water quality.

3.10 ABP owns over 12,000 acres of land in the UKpredominantly at port locations in order tooperate its ports’ business.


Then and now: vintage poster advertising liner servicesfrom the Port of Southampton

3.11 The majority of our port estates are used in thecommercial operation of the ports and comprisea mixture of land used for short-term storage ofcargo prior to export or inland distribution andareas subject to long term agreements for use bya single customer.

3.12 We have also invested heavily in the constructionof cargo handling, warehousing and distributionfacilities at our ports, to enable cargo to bestored securely and efficiently prior to onwardstransportation.

Strategic land banks allow for plannedgrowth in response to customerrequirements and mitigation of theenvironmental impacts of development.

3.13 Not all of our property holdings are fullydeveloped. We maintain a strategic land bank atvarious port locations to allow for the plannedgrowth of our ports around the UK in responseto customer requirements.

3.14 An example of this is our land holding of around800 acres at Dibden, on the western shore ofSouthampton Water. Of this around 500 acres island that has been reclaimed for port use. Thesite lies directly opposite the Eastern Docks.

3.15 In addition, ABP hasalso built up anetwork of landholdings around theUK, the purpose ofwhich has been to mitigate against the impactof our port developments.

A brief history ofthe Port of Southampton

3.16 The history of docks and wharves at and aroundSouthampton goes back to Roman times. Duringthe eighteenth century the area was recognisedas an important coastal port, the few quaysavailable at Southampton being supplementedby other private quays along the River Itchen andin locations along the western shore of

Southampton Water such as Eling and AshlettCreeks.

3.17 The development of the modern Port ofSouthampton began in 1838, with the laying ofthe foundation stone for Southampton dock.Key milestones in the development of the Portare summarised in the timeline opposite.

The Port of Southampton today

The Port is a major contributor to the local, regional and national economy.

3.18 Today the Port of Southampton is a dynamicinternational transport hub that operates 24hours a day, 365 days a year. The Port is ofnational significance in a number of tradesectors, including the handling of containers,cars, passengercruises andpetrochemicals.

3.19 The Port is a majorcontributor to thelocal, regional andnational economy,both in terms ofproviding directemployment and also in businesses thatindirectly rely on the Port’s activities, such asroad haulage, warehousing and distribution.

SeeChapter 9: Environment fordetails of ABP’s environmentalpolicy and approach

SeeChapter 5: Trade DemandForecasts for analysis of thegrowth in container goods.

SeeChapter 10: Socio Economic Impact


1838 Construction of the new Southampton docks commences, alliedto the development of a railway connection to London.

1890 HM Queen Victoria opens Empress Dock, making Southamptonthe only British port at the time able to accommodate thedeepest-draught vessels at any state of the tide.

1907 White Star Line moves its services to Southampton, bringing someof the largest liners afloat to the Port.

1911 The Eastern Docks system is completed.

1912 RMS Titanic sails from Southampton on her ill-fated voyage.

1914 Southampton docks are taken over by the Government andbecome the No.1 Military Embarkation Port.

1919 Cunard Line moves to the Port. To this day, Southampton remainsthe home port for Cunard’s cruise fleet.

1932 The reclamation of land between the River Test and Royal Pier iscompleted to form the Western Docks.

1933 HM King George V opens the King George V Graving Dock, whichat the time was the largest dry dock in the world.

1939 Southampton becomes the casualty of enemy action.

1943 Marchwood Military Port is established on the western shore ofSouthampton Water to provide a base for the D-Day invasion ofEurope.

1950 Ocean Terminal – purpose-built for the ocean-going passengerliners of the day – is opened.

1952 The Esso Oil Refinery at Fawley opens.

1958 The world’s first port radio and radar station is opened at Calshoton Southampton Water.

1966 HM Queen Elizabeth II opens the new passenger facility – TheQueen Elizabeth II Cruise Terminal.

1967 Dibden Bay is purchased as a strategic reserve for the futureexpansion of the Port.

1969 Berth 201 is completed for container handling.

1972/3 Berths 203, 204 and 205 are completed for container handling.

1976 Berth 206 is completed for container handling.

1989 Abolition of the National Dock Labour Scheme.

1991 The temperature-controlled Canary Islands Fruit Terminal isopened. Southampton remains the sole UK port of entry for allfresh produce imported from the Canary Islands.

1996 Work begins to deepen the main port approach channel to caterfor the growing size of vessels calling at the Port.

1997 Berth 207, a fourth new deep-sea berth, is completed at thecontainer terminal.

2004 Government refused permission for the construction of DibdenTerminal.

2005 – • The construction of new multi-deck car storagepresent terminals is completed.

• The Mayflower and The Queen Elizabeth II passenger terminals undergo major refurbishment.

• The City Cruise Terminal and Ocean Cruise Terminal are constructed to serve the rapidly expanding cruise sector.

Development of the Port of Southampton over200 years


Figure 3.1: Port of Southampton Statutory Harbour Area and VTS and pilotage areas. Source: Adams Hendry and ABP

3.20 The statutory harbour area for the Port ofSouthampton comprises the Central Solent,Southampton Water and the lower reaches ofthe Rivers Test and Itchen. A plan illustrating thestatutory harbour area is shown at Figure 3.1.

3.21 The Southampton Vessel Traffic Services (VTS)and Pilotage areas extend beyond the statutoryharbour area, through the Eastern Solent, tosouth of the Nab Tower, to the east of the Isle ofWight. Figure 3.1 also illustrates coverage of theVTS and pilotage areas.

3.22 Road and rail corridors connect the Port ofSouthampton with the wider south-east regionand provide inter-regional links to the rest of the

UK. These are vital tothe continueddevelopment of the Port.

3.23 In spatial terms, the Port comprises threeprimary areas:

• The Eastern Docks (approximately 170 acres);

• The Western Docks (approximately 585 acres);and

• A strategic land reserve, totallingapproximately 800 acres, held for futureport expansion, located at Dibden.

3.24 A plan showing ABP’s land holdings is illustratedopposite.

SeeChapter 8:Intermodal Connections

Port of Southampton Statutory Harbour Area


Western Docks Eastern Docks

Strategic Land Reserve

© Google 2007

Left: Aerial view of the Western Docks

Below: Aerial view of the Eastern Docks with theWestern Docks in the distance

Port land acquired in the 1960s for future portdevelopment at Dibden


Eastern Docks

3.25 The origins of the modern Port of Southamptongo back to the mid-eighteenth century, with thedevelopment of the Eastern Docks at theconfluence of the Rivers Test and Itchen.

3.26 While a number ofthe earliest docksconstructed havebeen redeveloped asmarinas or in-filled because they were too smallto accommodate modern ships, the majority ofthe original Eastern Docks remains as a thrivingpart of the Port of Southampton and continuesto undergo development to meet the demandsnow placed upon the Port.

Western Docks

3.27 Construction of the first phase of the WesternDocks commenced in the 1920s, with thereclamation of some 400 acres of mudflatsalong the River Test. This continues to be a busypart of the Port serving a wide variety of tradesthat include cruise, roll-on/roll-off cargoes anddry bulk commodities.

3.28 In the mid-1960s development of the secondphase commenced with the construction of thecontainer terminal at berths 201 and 202, one ofthe first dedicated container terminals in the UK.

3.29 The growth in containerisation of goods sincethe 1960s has been rapid and resulted in theexpansion of the container terminal into a morerecently reclaimed area to create berths 203 to207, all of which are dedicated to containerhandling.

3.30 Ten years ago thetypical capacity ofcontainer ships wasaround 4,000 container units (measured inTwenty Foot Equivalent Units or TEU). Recentlycommissioned ships now in service typically carry9,000-10,000 TEU. This trend of maximisingvessel size is set to continue, with 13,300 TEUcontainer ships now being constructed and dueto enter service in 2009.

3.31 In 2008 ABP submitted applications to theGovernment to deepen berths 201 and 202 toenable the Port to accommodate these newlarger container vessels and to create a deeperand wider approach channel to the Port.

3.32 The existingoperational Port istherefore beingrenewed continuallyto respond to changing commercialrequirements and to meet the over-riding needto utilise port land as efficiently as possible.

3.33 The construction of multi-deck storage facilitiesfor the car trade and increased utilisation ofSouthampton’s existing container terminaldemonstrate a trend that is set to continue and,indeed, must do so if the Port is to maintain itsrole as a premier international port.

The Port must continue to grow ifSouthampton is to maintain its role as apremier international port.

Dibden

3.34 There is, however, a physical limit to the extentto which the sustainable use of existing landholdings in the Eastern and Western Docks canbe intensified to meet the commercialrequirements of the Port’s customers.

3.35 For this reason, in the 1960s ABP’s predecessorBTDB purchased partly reclaimed land at Dibden,on the western shore of Southampton Water.This area is predominately land reclaimed fromdredgings for port use and was purchased byBTDB as a strategic land reserve for portexpansion.

3.36 Ownership of this land will enable the Port toeffect a step-change expansion as and when theexisting port operational areas become fullydeveloped and opportunities for further land useintensification are exhausted.

3.37 We envisage that this will happen during theperiod of this masterplan.

SeeChapter 7: InfrastructureRequirements for details ofland use plans

SeeChapter 5: Trade DemandForecasts for analysis of thegrowth in container goods.

SeeChapter 7: InfrastructureRequirements for discussion ofthe plans to develop the Port

SeeChapter 7: InfrastructureRequirements for expectedland use requirements


ABP’s expansion land at Dibden is adjacent to the southern shore of Southampton Water

The master plan

We recognise the need to share ourobjectives for the future growth of the Portwith the Port’s many stakeholders.

3.38 Given the significance of the Port ofSouthampton in terms of international flows ofcargo as well as its contribution to the local,regional and national economy, we recognisethe benefit of setting out our objectives for thefuture growth of the Port.

3.39 We also recognise that these objectives need tobe shared with the Port’s many stakeholders.

3.40 This master plan has been developed using theguidance provided by the Department forTransport document ‘Guidance on thePreparation of Port Master Plans’ (2008).

3.41 As explained in the Introduction, the master planhas been developed in accordance with thestatutory planning system introduced by thePlanning and Compulsory Purchase Act 2004.For further details on the planning framework,refer to Chapter 4.

3.42 The key objectives of the master plan aredetailed below. Although specific, theseobjectives are nevertheless sufficiently flexible toallow evolution in tandem with the emerginglocal, regional and national planning policyframework of which this plan will form a part.

3.43 The master plan is designed to be used as areference document to inform and influence the

statutory spatial planning process for the South East region.

3.44 The master plancovers the period to2030, whichcomforms to the DfTguidance on master plans. We have chosen thisdate as it coincides with:

• National trade forecasts produced for theDepartment for Transport in 2006; and

• The regional planning policy up to 2026 asdefined within the South East Plan 2009.

Master plan key objectives

• Clarify the Port’s strategic planning for themedium to long term;

• Identify, in broad terms, how land owned bythe Port of Southampton may be sustainablydeveloped in the future to handle the forecastgrowth in maritime trade at the Port;

• Set out the approximate timescales fordevelopment;

• Inform other planning decisions in the region;

• Assist regional and local planning bodies andtransport network providers in preparing andrevising their development strategies; and

• Inform port users, employees and localcommunities on how the Port may developover the coming years.

SeeChapter 4: Planning for moreinformation on the planningprocess

The flotilla welcoming the Queen Mary 2 to the Port of Southampton

ABP Port of Southampton Master Plan 2009-2030 • Chapter 4 • Planning

Contents

4.1 This chapter outlines the current legal andplanning policy framework in the context of theissues that are likely to face the Port in theplanning period covered by the master plan.

4.2 Chapter 3 has already provided a brief accountof the historic development of the Port ofSouthampton. That information is not,therefore, repeated here; instead, the history anddevelopment of the Port are considered in a landuse planning sense.

Introduction

4.3 Major ports such as Southampton operatewithin a complex planning framework thatreflects differences in the legislative systemsrelating to land and sea.

4.4 Port development and operations may also affectpublic rights of navigation and have historicallyrequired the grant of powers through a public orprivate Act or a Parliamentary Order.

Planning history

The Port’s natural advantages include thedeep-water channel, a double tide and aposition close to one of the world’s majorshipping lanes.

4.5 After the Second World War the rebuilding ofSouthampton and the surrounding area wasfacilitated by the provisions of the 1947 Townand Country Planning Act. The subsequentpreparation and approval of the HampshireDevelopment Plan (1955) provided the basis forthis. The main objectives of this plan includedthe maintenance of Southampton as animportant port.

Chapter 4Planning

4.6 After the war demand for refined productsincreased, which prompted the development ofadditional refining facilities at Fawley. Buildingon the locational advantages of the site, a newrefinery was constructed over 3,000 acres, withoperations commencing in 1951.

4.7 The role of Southampton as a major cargo portwas increasingly recognised in the late 1950sand early 1960s. In September 1962 theRochdale Committee into the Major Ports ofGreat Britain considered to what extent themajor docks and harbours of Great Britain wereadequate to meet present and future nationalneeds, whether the methods of working couldbe improved and made certainrecommendations.

4.8 The Committee concluded that there was astrong case for the extensive development ofSouthampton as a cargo port. It recommendedthat the highest priority should be given to thedevelopment of Southampton as one of thecountry’s principal cargo ports due to its naturaladvantages including the deep-water channel,the geographical advantage of the Port on thesouth coast and its location in one of the mostrapidly growing regions of the country.

4.9 At the time of the Rochdale Committee’sconsiderations, initial outline schemes for thefurther extension of the docks to the north westhad been drawn up by their custodian at thetime, the British Transport Docks Board (BTDB).

4.10 The report of the Rochdale Committee andindications that the BTDB were considering plansfor extending the docks upstream resulted in anumber of possible other expansion schemesbeing put forward in the period 1963 to 1964 tomeet the recommendations of the Committee.


4.11 These included the development of new portfacilities on the western shore of Southampton,including on the part reclaimed area of landfrom Dibden Bay.

4.12. Following the Rochdale Committee report, ‘TheNational Ports Council’s Port Development – AnInterim Plan’ of 1965 recommended that thefirst stage of the Southampton Western Docksextension should proceed.

4.13 The 1966 study of South Hampshire prepared byColin Buchanan and Partners for theGovernment identified the long term importanceof the Port to the nation by virtue of its deepwater accessibility and indicated that it would beprudent to ensure that its development beyondthe new berths then proposed (a reference tothe further north west extension of the docks)was not prejudiced by other development.

4.14 The report, in this regard, visualised the whole ofthe western side of Southampton Water beingused for port activities, for the petrochemicalindustry and for power generation.

4.15 Royal assent for the further extension of thedocks to the north west was received in 1966.Construction work for phase 1 (berths 201 and202) began in 1967.

4.16 Also in 1967, the partly reclaimed land atDibden Bay was acquired by the BTDB as astrategic reserve for future expansion of the Port.Reclamation continued until the whole of whatis now the Dibden reclaim had been created.

4.17 By the late 1960s and early 1970s, it wasrecognised by the Port and the planningauthorities that the container trade was a keyelement to Southampton’s future.

4.18 A study of the needs of Hampshire’s portsproduced in 1969 (South Hampshire Plan StudyReport, Seaports, Hampshire County Council) toguide the preparation of the South HampshireStructure Plan identified Southampton asextremely well placed to take advantage of thegrowing container and ro-ro revolution.

4.19 The study further recognised that the mainfuture land needs of the Port were likely to occurin connection with the container industry andidentified that in the forthcoming SouthHampshire Structure Plan it might be necessaryfor BTDB’s long term contingency land holdingat Dibden to be reserved for future use by Portand other industrial activities requiring awaterside location.

4.20 The South Hampshire Structure Plan 1977reflected this recommendation, which in turnwas subsequently carried forward in one form oranother to ‘The First Alteration to the SouthHampshire Structure Plan 1987’ and morerecently ‘The Hampshire County Structure PlanReview (1996 – 2011) 2000’.

Since the late 1960s it has been recognisedthat the container trade is a key element toSouthampton’s future.

4.21 Plans were drawn up in the early 1970s for anadditional three container berths, a containerpark area behind the quay and a new accessroad into the container area via a bridge over themain London – Weymouth railway line.

4.22 These berths (berths 203, 204 and 205) werecompleted in the period 1972-73 andaccompanied by the construction of a new railterminal (built by Freightliner) adjacent to themain container complex.

4.23 A further berth (berth 206) and accompanyingback up land were brought into use in 1976.

4.24 In April 1979 Royal consent was granted fornaming the entire area the Prince CharlesContainer Port.

4.25 During the 1990s the final container berth (berth207) was constructed; growth in the cargohandled by the Port has since increasedsubstantially.

4.26 Faced with the same situation encountered byprevious custodians of the Port estate, namelythat of an increasing amount of trade and a


finite area of land, in addition to maximising theuse of existing land and facilities, ABP soughtpermission from the Government to use thestrategic reserve of land held at Dibden for portpurposes.

4.27 After a lengthy public inquiry ending in 2002,permission was not granted for the specificproposal, although the strategic importance ofthe site for future port development wasacknowledged by the Public Inquiry Inspector.

Current planningand legislative context

The Port is an integral part of the urbanarea and natural environment in which it islocated.

4.28 The Port of Southampton is located at the headof an estuary system and is part of a city regionthat is home to one million people. The statutoryboundary of the Port falls within the boundariesof a number of local planning authorities.

4.29 As is the case with most major European Ports,much of its coastal and water environment isdesignated for its nature conservation value. Theintertidal area of small parts of the westernshore of Southampton Water, (within theboundary of the Statutory Port of Southampton)is also within the New Forest National Park.

4.30 The Port is thus an integral part of the urbanarea and the natural environment in which it islocated.

4.31 The economic activitythe Port generates,which is recognisedas being of local, regional, national andinternational significance, and its physicalpresence in the area means that the relevantpolicy framework has been a key considerationin drawing up this master plan.

4.32 The policy framework envisages a key role forthis master plan document as a means of

identifying future infrastructure requirements ofthe Port of Southampton. As such it is intendedthat the master plan should feed into relevantlocal development documents, an approachwhich is reflected in the Government policy forthe South East Region, the South East Plan.

The existing policy framework envisages akey role for the master plan as a means ofidentifying the future infrastructurerequirements of the Port.

Legal and regulatory framework

4.33 The Port of Southampton operates within a legalframework formed by general legislation, lawsthat apply to all ports and harbours and thespecific Port of Southampton Acts.

4.34 In addition to owning the commercial docks,ABP is the Statutory Harbour Authority for amore extensive area that includes SouthamptonWater and the tidal stretches of the Rivers Testand Itchen.

4.35 ABP is also responsible for navigation within thearea of the Statutory Port and is the PilotageAuthority for a more extensive area covering theNab Channel to the east of the Isle of Wight.ABP also provides Vessel Traffic Services (VTS) fora wide area covering the principal approach tothe Port and on behalf of the naval dockyardport of Portsmouth (which itself includesPortsmouth commercial port).

4.36 For the purposes of the Planning Acts, ABP is astatutory undertaker. The Town and CountryPlanning (General Permitted Development) Order1995 (GPDO) grants consent for works bystatutory undertakers on operational landrequired to support shipping and enable the Portto function.

4.37 UK port and harbour legislation is based aroundthe Harbours Act 1964 and the Harbours, Docksand Piers Clauses Act 1847. These enactmentshave been amended over the years to bringthem into line with more recent relevant law,such as the Transport and Works Act 1992.

SeeChapter 10: Socio Economic Impact


Together with the Southampton Harbour Actsand the Port byelaws, broadly speaking theseprovide the legal foundation for the operation ofthe Port.

4.38 Around this legislation sits the overarchingrequirements of UK planning legislation andregulations, and UK and European law andregulations covering a variety of mattersincluding nature conservation, environmentalimpact assessment, health and safety andenvironmental health.

4.39 The remit of planning law, in so far as it relatesto land, generally extends down to mean lowwater; the statutory Harbour Authority areacovers the water as far as mean high water.Development proposals affecting the HarbourAuthority’s area require ABP’s consent.

4.40 Changes to the legal framework described abovewill occur in the master plan period and thesemay have implications for the way in which thePort operates in the future, particularly in respectof how future development proposals are dealtwith.

4.41 The Planning Act 2008 sets out reforms to theplanning system in respect of applications formajor infrastructure proposals. The Act seeks toprovide a more efficient, transparent andaccessible planning system for nationallysignificant infrastructure projects.

4.42 Under this Act, responsibility for decisions onmajor port development will normally rest withthe newly formed independent InfrastructurePlanning Commission (IPC). The presentarrangements, in which applications for majorinfrastructure frequently require multipleconsents for different aspects of the scheme, willbe replaced by a single ‘Development Consent’.

4.43 The Marine and Coastal Access Act 2009includes measures for a marine planning systemand the establishment of a Marine ManagementOrganisation (MMO), whose remit will include:

• Preparation of plans for the marine areasaround the UK coast;

• Consideration of applications for portdevelopment below the threshold forapplication to the IPC; and

• Streamlining of marine consents.

Policy framework

National policy framework

4.44 Current national ports policy consists of ModernPorts: A UK Policy (November 2000) and thePorts Policy Review Interim Report (2007). Bothof these documents recognise that UK ports playa crucial role in sustaining the UK’s economyand standard of living, and that the UK’s successin a globalised market depends in part on theability of ports to adapt and operate efficientlyas gateways to international trade.

4.45 ABP supports the draft National Policy Statement(NPS) for Ports as issued by the Department forTransport in November 2009. The proposedPolicy Statement will guide the IPC and MMO indetermining applications for port infrastructurehaving due regard to the legislative framework,environmental impact and economic benefits ofa proposed development. The draft NPS largelymirrors the issues highlighted in theGovernment’s Interim Report of Ports Policypublished in 2007 and emphasises the need forthe UK to deliver “substantial port capacity overthe next 20 to 30 years“ both from existing andnew developments in locations where marketdemand is apparent and environmentalrequirements can be satisfied. The draft NPS alsomakes it very clear that it is commercial portoperators who are best placed to make decisionsabout where and when to invest in the portsector.

4.46 In October 2007 the Government produced adiscussion document ‘Towards a SustainableTransport System’ (TaSTS). This set out how theGovernment is responding to: (i) therecommendations made in the study by Sir RodEddington to improve transport’s contribution toeconomic growth and productivity; and (ii) howit is ensuring that transport plays its part in


1 Paragraph 4.10. Delivering a Sustainable Transport System; Department for Transport, 2008.2 Figure 4.1. Delivering a Sustainable Transport System; Department for Transport, 2008.

3 Paragraph 1.7. Planning Policy Statement 11: Regional Planning, 2004. 4 Paragraph 8.33. The South East Plan, May 2009.

delivering the overall level of reductions incarbon emissions recommended by the SternReview of the Economics of Climate Change. Insummary, TaSTS defines the Government’stransport goals as wanting the transport systemto:

• support economic growth;

• tackle climate change;

• contribute to better safety, security andhealth;

• promote equality of opportunity; and

• improve quality of life and promote a healthynatural environment.

4.47 In November 2008 the Government produced‘Delivering a Sustainable Transport System’(DaSTS) which set out how the approach set outin TaSTS is being put into practice.

4.48 DaSTS explains that the analysis undertaken bythe Government has led to the identification of anumber of components of the nation’s transportsystem which, collectively, are critical to thefunctioning of the system as a whole and to theeconomic success of the nation1. The Port ofSouthampton is identified2 as one of thesecritical components. It, along with nine otherports and seven airports make up the country’skey international gateways. Two nationaltransport corridors leading from the Port are alsoidentified as components of this critical transportsystem.

4.49 In addition a wide range of planning policyguidance notes and planning policy statementsare of relevance to the Port, its operations andits future development. These include: PPS1 –Delivering Sustainable Development; PPS7 –Sustainable Development in Rural Areas; PPS9 –Biodiversity and Geological Conservation; PPS11– Regional Planning; PPG13 – Transport; PPS15 –Planning for the Historic Environment; PPG16 –Archaeology and Planning; PPG20 – CoastalPlanning; PPS25 – Development and Flood Risk.

Development Plan Policy framework

4.50 The development plan for the Port ofSouthampton, which for present purposes istaken to be the land owned by ABP, consists of:

• The South East Plan – Regional SpatialStrategy for the South East (May 2009);

• City of Southampton Core StrategyDevelopment Plan Document and relevantsaved Local Plan policies;

• New Forest District Core StrategyDevelopment Plan Document and relevantsaved Local Plan First Alteration policies; and

• Hampshire Minerals and Waste Core Strategy.

The South East Plan

4.51 The South East Plan (the Regional SpatialStrategy (RSS)) is Government policy for thesouth east region. It replaces the policies andtext of the Hampshire County Structure PlanReview (1996-2001) as providing the strategicpolicy context for the Port. Planning PolicyStatement 11: Regional Planning (2004) givesclear guidance on the level of detail to beprovided in policies in RSS, explaining that theyshould be locationally but not site specific andnot going to the level of detail more appropriateto a local development document 3.

4.52 In respect of the Port of Southampton the SouthEast Plan recognises it “as a major internationaldeep-sea port with significant global andeconomic importance” whose “infrastructureand development needs, both short and longterm, require further consideration”4.

4.53 The policy which this text supports (policy T10)makes clear that relevant regional strategies,local development documents and localtransport plans will “include policies andproposals for infrastructure that maintain andenhance the role of the following ports”. ThePort of Southampton is then identified as agateway port.


4.54 Specific reference in the policy is made to portmaster plans, which are identified as a “meansof identifying future infrastructurerequirements”. The supporting text in respect ofmaster plans recognises that they enable betterplanning for planning interventions and that thetransport requirements identified in a masterplan “should then be taken into account inrelevant national strategies, local developmentdocuments and LTPs [Local Transport Plans]”.

4.55 In respect of further considering thedevelopment needs of the Port of Southamptonthat are required to maintain and enhance itsrole as an international gateway, the master planis therefore key.

4.56 The South East Plan contains a series of sub-regional policies. Those relating to the SouthHampshire sub-region make clear that duringthe period to 2026 development in SouthHampshire will be led by sustainable economicgrowth and urban regeneration (policy SH1). Itis stated that this strategy set out in policy SH1aims to improve the economic performance ofthe sub-region to at least match the regionalaverage, and that this will require land forbusiness development and house building.

4.57 A subsequent sub-regional policy then goes onto identify the scale, location and type ofemployment development required (policy SH3).The supporting text to this policy makes clearthat in addition to these land requirements: “land may also be required for port uses atSouthampton Port. This includes land forinfrastructure that maintains and enhances therole of the Port and the protection of waterfrontland that may be required for port use”5

4.58 Reference is also made to the safeguarding ofsites important to the marine industry in andaround Southampton and Portsmouth beforecross reference is made to policies T10(discussed above), T12 and RE3.

4.59 Policy T12, entitled ‘Freight and SiteSafeguarding’ requires relevant regionalstrategies, local development documents andlocal transport plans to include policies andproposals that amongst other things:

• safeguard wharves, depots and other sitesthat are, or could be critical in developing thecapability of the transport system to movefreight, particularly by rail or water; and

• safeguard and promote sites adjacent torailways, ports and rivers for developments,particularly new intermodal facilities and railrelated industry and warehousing, that arelikely to maximise freight movement by rail orwater.

4.60 Policy RE3 relates to employment and landprovision throughout the whole of the region.The policy explains that, in the context of havingregard to strategic and local business needs andthe relevant sub-regional strategy, localdevelopment documents should safeguard keysites of importance to the marine industryidentified through South East EnglandDevelopment Agency’s (SEEDA) waterfrontstrategies.

4.61 SEEDA has produced a waterfront strategy forthe Solent. In the strategy, land areas owned byABP within the existing commercial port and theDibden reclaim are identified as sites ofimportance to the marine industry in the SolentWaterfront Strategy. Other sites adjacent to thestatutory port boundary, such as MarchwoodSeamounting Centre and the former RAF Hythebase are also identified in the strategy.

4.62 Policy C1 is a specific policy relating to the NewForest National Park. Although the Dibdenreclaim is outside the National Park boundary,farmland owned by ABP and the potential roadand rail access may pass through areas coveredby the National Park designation. It is thereforelikely that this policy which seeks to enhanceNational Park areas and character will berelevant. Due regard will be had to the setting ofthe National Park in respect of any developmenton the Dibden reclaim.

5 Paragraph 16.15. The South East Plan, May 2009.


4.63 Policy NRM5 states that planning authorities andother bodies shall avoid a net loss of biodiversityand pursue opportunities to achieve a net gainacross the region. The policy confirms thatwhere a likely significant effect of a proposal ona European site cannot be excluded, anappropriate assessment will be required. Thisapproach is discussed further in the ShadowAppropriate Assessment document, whichaccompanies this master plan, and can be foundat www.southamptonvts.co.uk.

4.64 Policy NRM8 requires an integrated approach tomanagement and planning in coastal areastaking account of social, economic andenvironmental objectives. Such a managementapproach is to be undertaken through dialoguebetween relevant organisations and acrossadministrative boundaries.

City of Southampton Core StrategyDevelopment Plan Document and relevantSaved Local Plan Policies

4.65 The Southampton City Council Core StrategyDevelopment Plan Document partially replacesthe City of Southampton Local Plan Review2006. The Core Strategy will form the overallspatial vision and development framework forSouthampton looking towards 2026. The CoreStrategy was adopted in January 2010 and willbe used as a material consideration whendetermining planning applications.

4.66 The Core Strategy describes Southampton as theregional centre for the growing Solentmetropolitan area and recognises theimportance of the Port to the history and fabricof the City. The Port of Southampton is identifiedas a major deep-sea port and vital part ofSouthampton’s economy, the regional economyand a port of national importance. Support forthe continued prosperity of the Port to ensurethat its future is not constrained by the lack ofland for associated and ancillary development isprovided.

4.67 Policy CS9 specifically relates to the Port ofSouthampton and states that the City Council“will, where it holds the powers, promote andfacilitate the growth of the Port ofSouthampton, provided there are nounacceptable impacts on the environment.”

The New Forest District Council Core StrategyDevelopment Plan Document 2009

4.68 The current development plan documents forthe New Forest District (outside the NationalPark) are the New Forest District Core Strategy(adopted October 2009) and the saved policiesof the New Forest District Local Plan FirstAlteration (adopted August 2005).

4.69 Paragraph 9.15 of the Core Strategy confirmsthat national and regional policy recognises thePort as being of significant global economicimportance and that the Dibden reclaim is theonly area of land which is “physically capable ofaccommodating significant expansion of thePort” subject to satisfying the requirement of theHabitats Regulations.

Hampshire, Portsmouth, Southampton andNew Forest National Park Minerals and WasteCore Strategy

4.70 This document replaces the Hampshire,Portsmouth and Southampton Minerals andWaste Local Plan. That plan required an 8hectare area of land on the Dibden reclaim to besafeguarded for a deep-water aggregates wharf.

4.71 The Core Strategy document currently containsno strategic policy guidance regarding wharvesand rail depots. This is as a result of a High Courtchallenge brought against the Core Strategy byABP on the grounds that it was defective as aresult of which the Court quashed those parts ofthe Core Strategy relating to wharves and raildepots. Hampshire County Council wasconsulting on proposed changes to the Strategyat the time of publication of the master plan.


ABP will continue to be involved in thedevelopment of Local DevelopmentFrameworks to protect the Port’s interests in planning policy.

Implications for the master plan

4.72 The legal, regulatory and planning policyframeworks described above are complex andsubject to change.

4.73 Legislative changes are expected in the short andmedium term that will alter the way in whichdecisions are made on port proposals and theway in which the marine area is planned. As partof this, a new development planning system isbeing brought in that was established by the2004 Planning and Compulsory Purchase Act. Inaddition, the Marine and Coastal Access Bill willalso introduce marine spatial planning to thewider port area, although the precise details ofhow this will be achieved is still subject toconsultation at the time of writing.

As a key regional and national gateway ofinternational significance, it is importantthat the interests of the Port are properlyrepresented.

4.74 It is important that the interests of the Port, as akey regional and national gateway ofinternational significance are properlyrepresented.

4.75 This master plan plays a central role inidentifying the Port’s requirements andintentions for the future, which can then bereflected in new policy documents, as they areprepared.

4.76 The Port’s future is a key element of the social,economic and environmental make-up of southeast England and the South Hampshire sub-region. As one of the UK’s principal gateways forinternational trade, it is a major catalyst forwealth generation and employment.

4.77 The Port’s importance in this respect isconfirmed and, for the first time, quantified inthe recent study of the marine industry sectorcarried out on behalf of SEEDA6.

4.78 The Solent Waterfront Strategy states that“Southampton is by far the most significant andone of the UK’s key gateways for non-Europeantrade… Southampton deals with roughly halfthe UK’s sea-borne Asian trade.” These findingsneed to be reflected in the master plan and inplanning policies.

4.79 The Port shares the coastal waters with otherusers: naval vessels, leisure craft and local andcontinental ferries. The master plan assists inidentifying the weight to be attached to thePort’s needs, enabling them to be properlybalanced in planning policies against thedemands of others on the coastal zone. ABPrecognises that the Ministry of Defence facility ofMarchwood Sea Mounting Centre (MSMC) islocated within the wider Port of Southamptonarea. The operational requirements of MSMCwill be taken into account in any detailedproposal to expand the Port.

4.80 The planning framework is evolving and it isclear that future Port development proposals willneed to take account of policies within theRegional Spatial Strategy (RSS) for the SouthEast and Local Development Frameworks (LDFs).Equally the Port will continue to ensure that theemerging LDFs reflect the local, regional andnational importance of the Port.

4.81 ABP will seek to ensure that the interests of thePort are recognised and suitably protectedthrough the emerging local developmentdocuments produced by the New Forest NationalPark Authority and the Minerals PlanningAuthorities.

As one of the UK’s principal gateways forinternational trade, the Port ofSouthampton is a major catalyst for wealthgeneration and employment.

6 Solent Waterfront Strategy; Adams Hendry Consulting Ltd, W S Atkins, Marina Projects Ltd, December 2007.


Policy

4.82 ABP will continue to engage with planningauthorities and to advise of the developmentneeds of the Port and will work with them toimplement statutory regional and local policies.

Dry-bulk ship MV Ocean Light discharging cargo at the Port of Southampton

ABP Port of Southampton Master Plan 2009-2030 • Chapter 5 • Trade Demand Forecasts

Contents

5.1 This chapter looks at the likely demand for porttraffic in Southampton through to 2030.

5.2 It also seeks to indicate, where appropriate,when capacity constraints will need to beaddressed from ademand perspective,taking into accountexisting and plannedinfrastructure.

Southampton is the UK’s number one cruiseport, second largest container port andhandles almost half of all cars andcommercial vehicles produced for export inBritain.

Introduction

5.3 Southampton is the UK’s premier internationalgateway port. It is the UK’s number one cruise

1 Maritime Statistics 2007, Department for Transport

Figure 5.1: Port of Southampton volume versus UK GDP. Source: ABP / Office for National Statistics.

Chapter 5Trade Demand Forecasts

SeeChapter 7: Infrastructure Requirements

port, the second largest container port andhandles almost half of all cars and commercialvehicles produced for export in Britain.

5.4 According to Department for Transport (DfT)maritime statistics1, in 2007 the Port handledalmost 44 million tonnes of cargo, the highesttotal in its history. Another record was broken in2008 when the Port welcomed almost 1 millioncruise passengers.

5.5 In recent years the growth in traffic throughSouthampton has been particularly strong.Between 1998 and 2007 the volume of cargohandled grew by 33%, compared to an increasein total UK port traffic of just 2% over the sameperiod.

5.6 Between 1980 and 2007 total traffic throughSouthampton increased by 83%. This was inspite of two periods of economic recession inthe UK during the early 1980s and early 1990s(see Figure 5.1).


5.7 This pattern of sustained growth demonstrateswhy it is important to take the long term viewand why, despite recent changes in the UK’sshort to medium term economic outlook, ABPcontinues to plan for growth.

Cargo category

Cruise

Containers

Motor vehicles

Containers

Motor vehicles (Ro/Ro)

Dry bulks

General cargo

Liquid bulks

TOTAL**

000 Units

passengers

TEU*

units

tonnes

tonnes

tonnes

tonnes

tonnes

tonnes

2005

702

1,382

724

7,625

1,377

1,357

104

28,367

38,830

2020

1,498

2,694

702

14,947

1,335

1,786

156

33,739

51,963

2030

1,917

4,204

844

23,325

1,605

2,166

208

35,359

62,663

*Twenty Foot Equivalent Unit, the industry standard measure of container capacity.

**Does not include non-liquid bulk traffic that is handled outside the Southampton port estate.

Southampton’s container terminal © Copyright DP World Southampton

5.8 Table 5.1 summarises some of the outcomes ofour demand forecast analysis, which are detailedbelow. The demand forecast period is alignedwith the DfT’s national forecasts (2005-2030)and uses work carried out by MDS Transmodal,authors of the national port demand forecastsused by the UK Government.

Table 5.1: Forecast demand analysis for the Port of Southampton to 2030. Source: ABP.


Our approach

5.9 In seeking to arrive at a robust view of futuredemand, we have conducted an analysis of thedifferent types of traffic moving through the ABPPort of Southampton, which is shown above (seeFigure 5.2).

5.10 We have also performed a high-level analysis ofliquid bulk traffic handled at sites managed byExxon Mobil at Fawley and by BP at Hamble,both of which fall under the jurisdiction of ABPas the Statutory Harbour Authority.

5.11 Our demand forecasts take into account thelatest national demand forecasts produced forthe Department for Transport and the detailedmodelling upon which they are based.

Our demand forecasts take into accountfactors that are unique to the Port ofSouthampton.

5.12 All ports have their own unique set ofcircumstances, such as location, transport linksand marine access, and can be affected bymarket changes in different ways. Demand forthe same type of traffic can differ widely fromport to port. As a result, our demand forecastsalso take into account local factors that areunique to the Port of Southampton.

2 Inflation Report (November 2009), Bank of England

Figure 5.3: GDP projection for the UK economy to 2012. Source: Bank of England Inflation Report (November 2009)

5.13 Another important point is that the UK’s short tomedium term economic outlook has changedsince the most recent national demand forecastswere published in July 2007.

5.14 In January 2009 the UK economy fell intorecession after a 17-year period of economicgrowth. The Bank of England’s Inflation Reportpublished in November 2009 states that arecovery in output is now likely, although there isstill uncertainty about the exact timing and paceof that recovery - see Fig 5.3 2.

General cargo and

traffic

Figure 5.2: Analysis of Port of Southampton traffic in 2007. Source: ABP


5.15 We have therefore endeavoured to ensure thatour forecasts take into account these uncertaincircumstances, by:• Including as much data as is available;

• Using up-to-date volume projections; and

• Taking a cautious view of the recoverytowards long run trends, which remains atthe heart of the approach used by MDSTransmodal, the authors of the national portdemand forecasts used by UK Government.

Although the near term is uncertain, widereconomic trends may lead to stronger long-term growth.

5.16 It is equally important to recognise that thewider economic trends that emerge over timemay lead to stronger growth. A step change involumes may also be achieved as a result offurther new business wins, which are currentlyoutside the scope of our analysis.

5.17 For cruise and general cargo, our forecasts havebeen mainly informed by our customers’ marketexpectations. With respect to general cargo, thisapproach reflects the scale as well as the specificdynamics of the business in Southampton.

5.18 In this context, it should be noted that DfTnational port demand forecasts do not includecruise traffic.

3 ‘Trans-shipped containers’ are those that arrive in the port but are then transferred to another ship for onward delivery to a third country such as Ireland, Spain, Portugal andsome Baltic countries.

4 Paragraph 2.1.4, Modern Ports, DETR, November 2000

Containers

Market overview

5.19 Over the 10-year period from 1998 to 2007, thetotal volume of UK port container trafficmeasured in Twenty Foot Equivalent Units (TEU)increased from 6.4 million to 8.9 million TEU,reflecting a compound annual growth rate(CAGR) of 3.6% (see Figure 5.4).

5.20 This increase was mainly driven by theglobalisation of world markets, the removal oftrade barriers and the UK’s growing appetite forgoods manufactured overseas.

5.21 The CAGR of direct import/export traffic (or‘domestic’ TEU) over the same period is greaterat 6.7%. The reason for this is that the volumeof trans-shipped containers3 has fallen away as agreater proportion of the UK’s available portcapacity has had to be dedicated to domestic

traffic, at the expense of transhipmenttrade. In other words the UK has beenunable to benefit from transhipmentopportunities, which the Governmentregards as beneficial and in thenational interest4, because of limitedport capacity.

A greater proportion of theUK’s available port capacityhas become dedicated todomestic traffic.

The 11,400 *Twenty Foot Equivalent Units (TEU) Andromeda, thelargest container ship ever to visit the Port berths intoSouthampton’s container terminal: April 2009.

Figure 5.4: Analysis of UK container traffic 1998 – 2007. Source: DfT.


Southampton handles around one fifth of the UK’s total container traffic.

5.22 Southampton is the UK’s second largestcontainer port and handles around one fifth ofthe UK’s total container traffic. Between 1998and 2007 the Port handled an additional onemillion TEU, achieving an annual growth rate ofalmost 10%5 . In 2008 the Port received 624vessel calls from 106 ships operating on deep-sea services.

5.23 This success has been drivenby Southampton’s primelocation and its commitmentto service excellence.

5.24 Southampton is located 28miles from the majorshipping lanes linkingmainland Europe to the restof the world. It is the onlyport on the south coast withsufficient depth of water toattract vessels operating inthe global deep-seacontainer market.Furthermore, as a result ofits location, the Port has theadvantage of being the firstport in to the importantnorth European markets andthe last port out of Europeanwaters.

Southampton today

Key facts

• The UK’s second largest container port

• Only 28 miles from the main shipping lanes

to mainland Europe

• Unique double tide

5 CAGR 9.8%Figure 5.6: Map showing the Port of Southampton’s hinterland

Figure 5.5: Illustration showing Southampton’sproximity to major shipping routes

5.25 Southampton enjoys a unique double high tide,which offers a longer window of high water,generating an extended marine access windowto accommodate some of the largest vesselsafloat.


Figure 5.7: Growth in dimensionsof container vessels since mid-1950s. Source: copyright © 1998-2009, Dr. Jean-Paul Rodrigue,Department of Global Studies &Geography, Hofstra University.

5.26 As a result of the local geomorphology relativelylittle dredging is required to maintain the deep-water navigational access channel.

5.27 In addition, Southampton also benefits from itsclose proximity to major UK markets and enjoysexcellent road and rail links (see Figure 5.6).

5.28 The Port’s ability to adapt to technologicalchange has been critical. In particular, the Porthas readily adapted to the ever-larger ships usedby the world’s major shipping lines.

The Port has readily adapted to the ever-larger ships used by the world’s majorshipping lines.

5.29 In 2008 the average capacity of vessels deployedon Far East / Europe trade routes stood at over7,000 TEU, compared with 4,800 TEU five yearsearlier. The largest vessels today are between10,000 and 11,000 TEU. Figure 5.7 illustratesthe growth in the dimensions of containervessels since the mid 1950s.

5.30 The average capacity of vessels calling atSouthampton has risen from 4,238 TEU in 1998to 7,162 TEU in 2008 (see Figure 5.8).

Figure 5.8: Average TEU of deep-sea container vessels calling atSouthampton. Source: ABP.


Southampton tomorrow

5.31 Our forecasts for container traffic growth, basedon the national demand forecasts, illustrate twoscenarios: unadjusted and adjusted.

5.32 The forecasts under both scenarios use growthrates that have been calibrated to reflect thecurrent and future composition ofSouthampton’s trade in terms of origin anddestination. For example, 80% of all deep-seaTEU handled in Southampton originates fromthe East and West Asia trade lanes and only 8%from America.

5.33 The forecasts use the disaggregated data thatunderpinned the DfT’s national forecasts, namelythe differential growth rates that MDSTransmodal produced for 12 different containertrade routes. These growth rates ranged from3.1% for Central and South America to 4.7% forEast Asia (i.e. China).

5.34 The forecasts do not make assumptions aboutfuture port capacity, but assume that theforecasts are unconstrained and that portcapacity will be sufficient to meet futuredemand.

6 Inflation Report November 2009, Bank of England

5.35 The unadjusted forecasts project forward volumesfrom 2005 and 2007 that would have beengenerated using the national demand forecasts.

5.36 The adjusted forecast seeks to capture theimpact of the current economic slowdown byusing ABP’s own near term volume expectationsand a recovery trajectory informed by the Bankof England’s economic growth forecasts,published in November 2009 6.

5.37 The adjusted forecast assumes that growth willreturn to the long-term trend previously forecastby MDS Transmodal for the DfT. However, theforecast does not fully factor in the step changesin volume that may emerge through newbusiness wins that may, for example, arise fromconsolidation in the liner shipping industry.

5.38 The unadjusted and adjusted forecasts forcontainer demand in Southampton are detailedin Figure 5.9.

5.39 The unadjusted forecast (base year 2007)predicts that demand for containers throughSouthampton will reach 4.7 million TEU by2030. The adjusted forecast shows that 2030throughput will be at 4.2 million TEU.

Figure 5.9: Forecast of Southampton container demand. Source: ABP.


Motor vehicles

Market overview

5.46 Between 1998 and 2007, the market forimport/export motor vehicles grew at acompound annual growth rate of 6%, reachinga total of 4 million vehicles.

5.47 These statistics reflect national industry trends.While total car production has fluctuated andhas been falling since 2004, the proportion ofexports has risen from about 50% to 75% (see Figure 5.10).

5.48 With UK car manufacturing increasingly focusedon exports and home demand for new carsrising during the 1990s, a higher proportion ofcars were imported, again demonstrating theextent to which the UK car industry is operatingin a global market.

Southampton today

Key facts• The UK’s leading port for motor vehicle

exports

• Close to main shipping lanes to theContinent

• First/last deep-sea call

• Able to accommodate the largest carcarriers afloat

5.49 Motor vehicles shipped through Southamptonare primarily cars and commercial vehicles,although the Port also handles larger roll on/rolloff (ro-ro) units such as heavy wheeled vehicles(also known as ‘high and heavy’).

5.50 Regular deep-sea and short-sea services by allmajor ro-ro lines serve Australasia, the Far East,the Middle East, Africa, USA and South America,as well as the Mediterranean and mainlandEurope.

5.51 A wide range of manufacturers ship vehiclesthrough Southampton, including BMW, Ford,Honda, Jaguar, Land Rover, Renault and Toyota.

Infrastructure

5.40 Based on the Port’s approach to land useintensification, taking into account likelyefficiency gains over time (including assumptionsregarding technological innovation) assumingconsent is received to carry out the worksnecessary to reintroduce berths 201 and 202 forcontainer handling, we estimate that thephysical handling capacity constraint on theexisting overall port land footprint is realisticallyin the range of 3.4 million and 3.7 million TEU.

Our forecasts indicate that port expansionwill become necessary between 2021 and2027.

5.41 In order for more containers to be handled, theterminal would have to expand its operationsonto land currently occupied by other port uses.This would be subject to commercial negotiationwith other Port users and would be influencedby the ability to extract further operationalefficiencies from the particular parcels of landavailable.

5.42 In such a scenario it is estimated that realisticallyup to 3.7 million TEU could be handled perannum. Given the physical limitations to thenumber of quay cranes that can be sited andoperated on berths 201 to 207, we haveassumed that no further expansion beyond 3.7million TEU per annum would be possible.

5.43 Our unadjusted and adjusted forecasts thereforeindicate that expansion into strategic portdevelopment land will become necessarybetween 2021 and 2027.

5.44 In terms of a planning time frame, it is clear thatdetailed planning, design and specificationconsideration for port expansion will need tobegin well before that time.

5.45 It is of course possible that expansion will beaccelerated ahead of these dates due tocommercial opportunities that cannot beforeseen at this time.


5.52 The volume of motor vehicles handled inSouthampton has averaged over 700,000vehicles per annum over the last five years,peaking at 747,000 units in 2003. Figure 5.11,which uses the latest available government data,shows that 653,000 units were handled in 2007,giving Southampton a 16% market share thatmade it the leading port for British car exports.

The Port of Southampton has investedheavily in new car handling facilities toaccommodate growth in traffic. The Port has three multi-deck ro-ro storage facilities

Figure 5.10: UK vehicle production 1995-2007. Source: SMMT.

Figure 5.11: Southampton import/export motor vehicle volumes 2007. Source: DfT Maritime Statistics.

Southampton import/export motor vehicles 2007

(Source: DfT Maritime Statistics)

Southampton

All major ports

Thousand of vehicles 2007 share of port traffic

In

210

2,513

Out

443

1,509

All

653

4,022

In

8.4%

62.5%

Out

29.4%

37.5%

All

16.2%

100%


7 Society of Motor Manufacturers and Traders

5.61 It also reflects our view of the likely shape ofrecovery, which is informed by the pattern of theprevious recession in the early 1990s (see Figure5.13).

5.62 Another key factor captured by the adjustedforecast is the Port’s increasing focus on trans-shipment business, where the Port acts as a relaypoint for vehicles being moved between deep-sea and short-sea destinations.

The Port acts as a relay point for vehiclesbeing moved between deep-sea and short-sea destinations.

5.63 For example, large ro-ro vessels from the Far Eastwill deposit cargoes in Southampton which willthen be transferred onto smaller ro-ro vessels foronward distribution to other Europeandestinations. This is already a feature of the ‘highand heavy’ trade and will have a major effect onthe pace and character of volume expansionover the forecast period.

5.64 Southampton’s key advantages in this potentialgrowth market are:

• Close proximity to main shipping lanes;

• Principal port of call in the UK for deep-seaservices ;

• Ability to handle some of the largest carcarriers afloat;

• The UK’s principal loading port for exports,which provides a base for backloads; and

• ‘Close to quay’ multi-deck car storagefacilities.

5.65 In the short to medium term, we anticipate thatthe expansion of trans-shipment business willcontribute to a stepped recovery in volumes.

5.66 In the longer term, it will mean thatSouthampton settles into a trend of modestexport growth instead of the decline envisagedby the unadjusted forecast; the rate of importgrowth will also be greater.

5.53 To accommodate the growth in traffic, the Portof Southampton has invested heavily in carhandling facilities. In February 2009 the Portopened its third multi-deck facility for thestorage of cars, constructed at a cost of £7million.

5.54 Southampton is the first port in the UK toinnovate car handling in this way and by doingso has increased the available car storage areawithin the Port’s existing land footprint byapproximately 30 acres.


5.55 Our unadjusted and adjusted forecasts for themotor vehicle trade in Southampton are shownin Figure 5.12.

5.56 The unadjusted forecasts are based on the‘central case’ in the DfT port demand study andtherefore use generic assumptions for the wholeof the UK port industry, such as the anticipatedgreater growth of imports over exports. They donot allow for changes in market share as a resultof structural changes or changes to relativecompetitive advantage.

5.57 The adjusted forecasts seek to capture theimpact of the economic downturn and othervariables that are expected to have a uniqueeffect on the future of Southampton.

5.58 In line with the SMMT 7 forecast published inJanuary 2009, it is assumed that there will be afurther significant fall in total volume through2009 before a modest recovery begins during2010.

5.59 In 2011, as consumer confidence returns, themomentum of recovery builds and growthaccelerates.

5.60 This partly reflects the ‘bounce’ that can beexpected after a particularly sharp drop-off intrade; for example as pent-up demand isreleased into the market.


Figure 5.12: Forecast of Southampton motor vehicle demand. Source: ABP.

Figure 5.13: UK vehicle registration 1980 – 2007. Source: DfT


5.67 These combined trends for import and exportgrowth in the adjusted forecast will increase thetotal car throughput from 724,000 units in 2005to 844,000 units in 2030, a rise of 17%. Thiscompares to the rise of 10% predicted by theunadjusted forecast over the same period.

Infrastructure

5.68 At the moment motor vehicle trade inSouthampton comprises approximately one-thirdimports and two-thirds exports. Both ourunadjusted and adjusted forecasts will lead to arising proportion of import traffic over time.

5.69 This re-balancing will have a significant effect onthe demand for space, as imports tend to exhibitmuch greater dwell times as they await call-offfrom storage by dealers and distributors.

Up to three new multi-deck storage facilitieswill be needed before 2030.

5.70 In our view it is highly likely that the Port willrequire at least one more multi-deck storagefacility by 2020. Taking the forecast period as awhole, up to three new multi-deck storagefacilities will beneeded before 2030.

5.71 Extra parking spacesrequired toaccommodate cruise passenger growth will alsofeed into the need for new multi-deck facilities.

5.72 A further spatial impact will be the need to allowmore space for the unloading/loading of vehiclesonto rail, which reflects our objective to see agreater proportion of motor vehicle trafficmoved by rail.

Cruise

Market overview

The UK is the number one cruise market inEurope.

5.73 The UK is the number one cruise market inEurope and has seen remarkable growth overrecent years (see Figure 5.14). The latestavailable figures show that between 1996 and2007 the number of cruise passengers departingUK ports increased by over 250%.

5.74 One of the factors that has driven this growth isthe increased capacity offered by new largervessels such as Royal Caribbean’s Independenceof the Seas, P&O Cruise’s Ventura and Cunard’sQueen Mary 2.

5.75 The increase in vessel size from the 1950s to thepresent day is shown in Figure 5.15. As anexample, the Independence of the Seas, whichentered service in April 2008, is able toaccommodate 4,370 passengers.

5.76 Figures released by the Passenger ShippingAssociation in May 2009 demonstrated thatgrowth continued through 2008 with an 11%increase in passenger numbers. Total passengernumbers in 2009 are expected to show furthergrowth despite the economic downturn.

Southampton today

5.77 As the UK’s premier cruise port, Southamptonhas been at the forefront of the industry’sgrowth. Between 1998 and 2008 the number ofcruise passengers using the Port increased fromaround 250,000 to almost one million.

5.78 During the same period the number of cruisevessels visiting the Port increased from 110 to278.

As the UK’s premier cruise port,Southampton has been at the forefront ofthe industry’s growth.



Figure 5.14: Cruisepassengers departing fromUK ports. Source: PassengerShipping Association

Figure 5.15: Capacity of theworld’s cruise fleet. Source: ACE.

Ocean Terminal opened in 2009

8 Dream World Cruise Destinations 2008 Awards – Best Turnaround Port Operations Southampton, UK

5.79 To cater for the growth in cruise passengers ABPhas invested over £22 million in its three existingcruise terminals as well as investing a further£19 million building a fourth cruise terminal. InFebruary 2009 the Port was voted one of thebest cruise turnaround ports in the world 8.

5.80 First-class facilities are one of the reasons for thePort’s success in the cruise market. In addition,the Port is able to accommodate large vessels insheltered deep waters and enjoys excellenttransport links.


The Port is likely to experience a 173%increase in cruise passenger numbers by 2030.

5.85 This projection captures a period of flat demandthrough 2011, followed by steady growth whichdecelerates beyond 2020 when the market isexpected to be approaching maturity.

Infrastructure

5.86 The need to cater for the projected passengergrowth in line with the forecast, and to ensurecustomers continue to benefit from a first classexperience, means it is likely that a fifth cruiseterminal will be needed by no later than 2025.

It is likely that a fifth cruise terminal will beneeded at the Port by no later than 2025.

5.87 The expected increase in passenger numbers willalso increase the amount of space that isrequired for car parking, placing further pressureon the limited land space available. Weanticipate that the construction of a multi-deckparking facility for cruise pasenger vehicles willbe required by 2020.

Figure 5.16: Southampton cruise passenger numbers 1998-2030. Source: ABP.

5.81 Southampton is only 70 miles from London andconvenient for the international airports atHeathrow, Gatwick, Southampton andBournemouth, whilst also benefitting fromexcellent inland road and rail connections to allparts of the UK.

5.82 Southampton is the home-port for Cunard andP&O Cruises; other operators from the Portinclude Princess Cruises, Royal Caribbean,Celebrity Cruises, Fred Olsen, Saga, NorwegianCruise Lines, MSC and Seabourne.


5.83 ABP’s forecast for cruise demand has beenprincipally informed by our customers’ ownexpectations. These include Carnival, who ownover 60% of the cruise vessels calling atSouthampton.

5.84 Our forecast indicates that through to 2030 thePort is likely to experience a 173% increase inpassenger numbers compared to 2005, almostreaching 2 million (see Figure 5.16).


Dry bulks

Market overview

5.88 Dry bulk cargoes include a very wide range ofcommodities including grain, fertiliser, animalfeed, aggregates, cement, coal, biomass, ores,scrap metal, etc.

5.89 Annually, UK ports handle around 130 milliontonnes of dry bulk products, representing about22% of the UK’s total port tonnage.

5.90 Whereas the dry bulk markets are generally slowgrowing, these traffics are often generated bythe needs of local and regional industry and allports play a vital role in serving this need.

Southampton today

5.91 In 2007 Southampton handled 1.13 milliontonnes of dry bulk commodities. Over time, themajor components of dry bulk commodities havebeen agricultural products (grain, fertiliser,animal feed) and marine aggregates (sand andgravel) and crushed rock. Recently the Port hasalso started a new scrap metal export operation.


5.92 ABP has produced unadjusted and adjustedforecasts for dry bulk demand.The unadjustedforecast is based on the national port demandforecasts.

5.93 The national port demand forecasts foragricultural products anticipate a modest declineover the period to 2030. A key factor is thedecline of imported animal feedstuffs as thenational herd size has reduced, although this isbeing offset to an extent by the increasing use of‘biomass’ products in power generation.

5.94 The national forecasts for ‘other dry bulks’ alsoshow a fairly flat market for UK ports, with themarket climbing from 40 million tonnes in 2005to 42 million tonnes by 2030, demonstrating agrowth rate of just 0.2% per annum.

5.95 As with agricultural products, the overall trend isunderlined by decline in some markets andgrowth in others. One area of significant growthhas been the export of scrap metal; total UKexports more than doubled in the 10 years to2007 and are now in the region of 7 milliontonnes a year.

5.96 Our adjusted forecast captures up-to-dateprojections for the near to long term and isinformed by key business developments that willaffect Southampton in the future.

5.97 In the near term the adjusted forecast includesthe emerging view on likely throughput inSouthampton this year. This shows an increaseof 20% compared to 2008, which reflects newbusiness and expectations regarding animproved grain harvest.

5.98 For the balance of the forecast period we havereflected the extension of the Bulks Terminal inthe Western Docks, which has effectivelydoubled the size of the terminal’s open storagefacilities. This has overcome a significantconstraint on the growth of dry bulk trafficthrough the Port and our short to medium termstrategy is to attract more business.

The Port has already been successful insecuring dry bulks contracts with newcustomers.

5.99 The Port has already been successful in securingcontracts with new customers. For example, S.Norton & Co. Ltd., one of the UK’s leading scrapexporters, has recently made a long termcommitment to the Port that will generate a stepchange in traffic and raise long term growth

Dry bulks are unloaded at the Port’s Bulks Terminal


trends. It is also likely that Southampton willbegin to play a new role as a national hub forfertiliser distribution.

5.100 The adjusted forecast therefore shows volumeincreasing by 60% from a relatively low base in2005 to 2.2 million tonnes in 2030. Thiscompares to a 2.5% increase in the unadjustedforecast over the same period. Both forecasts areillustrated in Figure 5.17.

5.101 The Port of Southampton has historically been amajor importer of crushed rock aggregate.These imports are identified by the mineralsplanning authorities in their Minerals and WasteCore Strategy as an invaluable aggregate mineralsource for Hampshire. This trade ceased with thecessation of the importer’s supply contract.

5.102 The amount of aggregate which each area ofthe south east is required to provide is set out inpolicy M3 within the South East Plan. This policyis currently the subject of a review. The regionalfigures are themselves based upon aggregateprovision guidelines produced by Government.

5.103 Although dealing with the amount of aggregateto be obtained from land-won sources there isan assumption that a certain level of aggregateimports will be provided. The amount of crushed

rock aggregate historically imported throughSouthampton has informed these national andregional figures.

5.104 The suggested amendments to policy M3currently being considered through the reviewinclude reference to the need to maintain andprovide sufficient capacity at wharves and raildepots to cater for the region’s dependence onimports of crushed rock and marine dredgedmaterials. The Port of Southampton (being theonly location on the South Coast able toaccommodate the largest size of vessel thatcarries crushed rock aggregate) will need toconsider how to accommodate this trade duringthe period of the master plan. If this trade, andrelated trades such as other forms of aggregatesand waste, were to be accommodated duringthe lifetime of the master plan then the forecastgiven in figure 5.17 would be exceeded,potentially by a significant amount.

Infrastructure

5.105 The size of the Bulks Terminal has recently beendoubled.

5.106 Depending on the precise nature of additionalcargo, additional handling and storage facilitiesmay be required during the master plan period.

Figure 5.17: Dry bulkdemand forecast 2005 -2030. Source: ABP.


General cargo

5.107 General cargo in the Port is mainly fresh producefrom the Canary Islands, Southampton being thesole UK import facility for this traffic.Southampton has extensive specialist facilities forthis trade. The Fruit Terminal provides 14,500 sqm of cool and cold storage and has deep waterberths capable of accommodating two shipssimultaneously.

5.108 Each year the Port handles approximately100,000 pallets of fresh produce from theCanary Islands, consisting predominantly oftomatoes destined for supermarket shelvesaround the UK. Smaller volumes of peppers,avocados and cucumbers are also handledduring the season, which lasts from October toMay.

5.109 The Port expects to retain this trade and isworking hard to capitalise on its excellentfacilities to increase the volume of fresh producebusiness further. This will lead to increasedutilisation of existing assets and it may benecessary to expand these facilities in line withgrowth in trade.

Infrastructure

5.110 We expect that the growth in general cargo willcontinue over the master plan period. Ourintention is to intensify existing facilities beforeconsidering new infrastructure. This will be onan individual cargo basis and reflect prevailingmarket conditions.

Liquid bulks

5.111 Southampton is one of the UK’s leading hubs forthe import and export of liquid bulk cargoes,primarily oil.

5.112 With a major oil refinery at Fawley and tankerterminals located at Hamble, the Port handlesmore than 25 million tonnes of oil and oil-related products each year.

Southampton is one of the UK’s leadinghubs for the import and export of liquidbulk cargoes.

5.113 Over 300,000 barrels of oil are processed atEsso’s refinery at Fawley every day, which is oneof the largest and most modern in Europe. TheBP Hamble oil terminal handles crude oil forrefineries and petroleum products.

5.114 These sites are not controlled by ABP but as theStatutory Harbour Authority we haveresponsibilities relating to marine access.

5.115 Between 1996 and 2007 the volume of liquidbulks (crude oil, oil products and liquid gas)moving through Southampton grew by 15%.This compares to a 13% drop in the amount ofliquid bulks handled in all UK ports over thesame period.

5.116 The application of the growth rates anticipatedin the national port demand forecasts wouldimply a further increase in throughput of 20% by2030 (25% between 2005 and 2030). Most ofthis is brought about by increased imports ofcrude oil as a consequence of the predicteddecrease in domestic (North Sea) oil supply.

Infrastructure

5.117 ABP has not been made aware of anydevelopment proposals being promoted by theoperators of the Fawley and Hamble facilities.Were any such proposal to be promoted duringthe master plan period, ABP would be consultedas Statutory Harbour Authority.

The Port of Southampton’s fleet of pilot vessels


The Port of Southamptonand the low carbon economy

5.118 Climate change is a critical environmentalconcern facing the world today. The UK hasestablished itself as a leading player in tacklingthis global challenge, and has highlighted theimportance of low carbon electricity generationin ensuring that the nation develops into a lowcarbon economy.

5.119 The EU Emissions Trading System seeks atransition towards low carbon electricitygeneration and energy efficiency improvements,by placing a gradually declining cap onemissions from the power generation andindustrial sectors.

5.120 Nationally, the UK Climate Change Act 2008developed a change in approach to combatingclimate change in the UK by establishing legallybinding targets. The UK is now committed toreducing greenhouse gas emissions by 2050 to aminimum of 80% of the 1990 level8 and the EURenewable Energy Directive sets a UK target ofgenerating 15% of its energy from renewableenergy sources by 2020. The UK targetrepresents the most challenging of all EUnations. Not only does the strategy aim toprevent climate change and gain security ofenergy supplies, it also aims to provide £100billion worth of investment opportunities andcreate up to half a million jobs in the renewableenergy sector by 20209.

5.121 Due to its close proximity to large populationareas, as well as providing deep-water access,the Port of Southampton is ideally located tosupport the numerous low carbon energyinitiatives either already in progress or planned,including renewable fuels power stations andharnessing the potential of offshore wind forelectricity production.

5.122 Renewable fuels power stations: The UKGovernment recognised the potential of thissector to make a genuine contribution to its

renewable energy targets and obligations.Investigations are being undertaken by a numberof interested parties for the development offacilities that will generate power fromalternative fuels such as biomass, which isgenerally imported into the UK in large dry bulkcarrying ships.

5.123 The Port is ideally placed to work alongsidepower generating companies in developingthese renewable energy plants, where there ispotential for the development of small-scalerenewable fuel power stations on the portestate. The Port is also ideally located to providefacilities for the import and storage of the rawmaterials consumed in power generation. ThePort is currently in discussions with a number ofinterested parties regarding the opportunities inthis sector.

5.124 Wind Power: Offshore wind will play a crucialrole in meeting the UK’s future energy targets.The British Wind Energy Association believes thatthe UK has potentially the largest offshore windresource in the world, due to favourable factorsof relatively shallow waters and a strong windresource. Estimates suggest that the UK has over33% of the total European potential offshorewind resource, easily sufficient to supply the UKwith all of its energy requirements10.

5.125 As well as reducing the nation’s carbonfootprint, the development of offshore windoffers the UK a great opportunity to become amarket world leader by becoming the home forkey manufacturing and innovation sites.

The Port of Southampton is ideally located to service the on-shoreand off-shore wind industry

8 DECC - Building a low carbon economy: a framework for the development of clean coal (April 2009) 9 DECC – The Renewable Energy Strategy 2009 10 British Wind Energy Association


5.126 The phased development of the offshore windindustry in the UK has been categorised into‘Rounds’ by the UK Government and The CrownEstate. The industry will experience massivechanges over the coming years as it movesbeyond the development stages of Rounds 1 and2 and starts to see the major offshore windinstallations under Round 3.

5.127 The Crown Estate has now signed agreementswith wind energy companies to develop anumber of offshore projects around the UKcoast. All the projects will require significantland-based infrastructure. Two zones areproposed off the south coast. The first is off thecoast of Hastings and the second is to the westof the Isle of Wight (see Figure 5.18).

5.128 The Department for Energy and Climate Change(DECC) recognises that ports are a keycomponent of the offshore wind industry11 andthe UK’s push towards a low carbon economy. Ithas identified them as future bases for theconstruction, manufacture, operation andservicing of the turbine technology. The reportalso identifies the Port of Southampton as beingideally situated for the planned offshore windprojects, acknowledging the alreadyconsiderable experience that ABP has workingwith the wind industry.

5.129 Establishing a strong and reliable supply chain iscrucial to the success of the industry andSouthampton is ideally placed to form part of it.Development sites can be made available withinthe Port’s strategic land reserves for pre-assembly, manufacturing and construction ofwind turbines. The Port is already in discussionswith a number of the industry’s key stakeholdersand remains optimistic of the futureopportunities in the renewables sector and therole it could play.

Policy

5.130 As the UK’s premier international gatewayport, ABP will continue to protect, identifyand where appropriate provide facilities tosupport the growth of:

• deep-sea container hub port trade;

• trans-shipment and coastal containershipping;

• motor vehicles (ro-ro) including trans-shipment;

• cruise shipping (both turnaround andtransit calls);

• dry bulks;

• general cargo; and

• low carbon technologies

by actively working with stakeholders and todeliver that growth in a sustainable andenvironmentally acceptable manner.

11 DECC – UK Offshore Wind Ports Prospectus (May 2009)

Figure 5.18: Round 3 Offshore Wind Zones. Source: The Crown Estate January 2010

A container ship berthed at thecontainer terminal

ABP Port of Southampton Master Plan 2009-2030 • Chapter 6 • Issues and Options

6.1 History clearly shows that the fortunes of thePort of Southampton and its sub-region dependon its ability to exploit its unrivalled assets as asheltered, lock-free port at the head of a deepestuary centrally located on the UK’s south coastfacing the main trade route between Europe andthe rest of the world.

6.2 In noting the Port’s recent success, it isimportant to acknowledge the debt owed to itsfounders and subsequent owners, who left alegacy without which it would not have beenpossible to meet the huge challenges of the lastfew decades. Far-sighted decisions taken in thepast (as long ago as the turn of the 20th centuryto extend the eastern docks, and in the 1920s tobuild the western docks and allow for theirsubsequent extension up the east bank of theRiver Test) have enabled ABP and its predecessorsto grow the modern Port.

6.3 Legacies, however, do not last forever. Severalpractical boundaries of the Port have alreadybeen touched, and finite constraints on capacityare well in sight. The demand forecasts showclearly that the Port’s inheritance will not see itthrough the master plan period. Withoutcontinued development and expansion itscurrent role and function as amajor international deep-sea port,with significant global andeconomic importance, will be lost.

6.4 In terms of quay length, the limitsof the legacy were reached as longago as 1997, with the completionof berth 207 at the head of theestuary. Since then, the number oflarge vessels that can beaccommodated at one time hasreduced, as the length ofsuccessive generations of vesselshas increased.

Southampton’s container terminal is the second largest container port in the UK

Chapter 6Issues and Options

6.5 The bequest of port land behind the quays, inthe 1920s, was initially generous. A large areawas set aside for industrial development that didnot materialise on the scale predicted. Theretrieval and maximisation of the use of this land for Port purposes has been the key to thePort’s ability to continue to grow in the lastdecades of the 20th century and the early yearsof the 21st.

6.6 This process, however, is coming to an end. Thedocks are landlocked by the urban area and havea finite capacity, which is being approached.

6.7 The biggest challenge facing the Port, therefore,and hence the most important strategic issue forthis master plan, is that within the lifetime of theplan it will be necessary for the Port to expand tomaintain and enhance its role.

6.8 No other conclusion is possible. It would not beresponsible to plan for a future Port ofSouthampton on the basis solely of the land andquays available within the area of existing docks,with no expansion possible. To do so, it would benecessary to countenance an entirely differentPort, one that would be increasingly marginalisedas a major deep-sea international port.


Port land at Dibden acquired in the 1960s to enable port expansion

6.9 ABP is unable to identify any alternatives toexpansion of the Port at the Dibden reclaim.Furthermore, no credible alternatives that meetthe needs of the Port of Southampton weresubmitted to ABP during the consultation periodof the draft master plan.

6.10 We have not investigated the scenario of notexpanding the Port beyond its current boundaryin detail because we judge it to be unacceptable.It would have significant adverse effects not onlyon the Port and those who work there but alsoon the economic well-being of the Port’shinterland including the City of Southampton,the sub-region, the South East region and on theUK’s global competitiveness.

6.11 In reaching this conclusion we have taken intoaccount the expectation, expressed in nationalport policy and reflected in policies for the SouthEast Region and the Partnership for UrbanSouthampton (PUSH) area, that port planningwill continue to be market-led, and that the Portwill play an important role in generating theimprovement in economic output that is to bepositively planned for.

6.12 Since the mid 1960s, when a detailed study ofthe Port’s needs was carried out for the SouthHampshire Structure Plan, consideration hasbeen given on several occasions to theappropriate location for Port expansion should itbe required.

6.13 The common conclusion has been that the landat Dibden Bay, reclaimed for the purpose, is notonly the most suitable, but also the only option,with much of the land at Dibden specificallycreated for future port use. We have revisited itfor this master plan and can confirm its validity.The Dibden reclaim offers a unique combinationof advantages for the expansion of the Port ofSouthampton. These include its size; proximity tothe deep-water channel; and proximity to anexisting railway and to the primary roadnetwork.

6.14 In identifying the Dibden reclaim as the onlypossible location for port expansion, ABP is fullyaware of the nature conservation value of thesite and the adjoining foreshore. Portdevelopment could only proceed if theprocedures set down in European Directives andUK regulations are followed.

6.15 Nature conservation is one of manyconsiderations that will have to be borne inmind before it would be possible to begin toassemble a proposal for port development onthe Dibden reclaim (see Table 9.1). The demandforecasts indicate that a detailed developmentproposal is not required for several years. ABPintends to use this time to engage with keystakeholders such as Natural England, theEnvironment Agency and local authorities andcommunities to put together a brief identifyinghow best the site may be planned.

6.16 ABP considers this course of action to be theonly way that the future prosperity of the Port ofSouthampton can be secured beyond themedium-term. If the Port is to remain the majorinternational deep-sea gateway required bynational and regional policy the challenges ofpreparing a sustainable proposal for the Dibdenreclaim have to be faced, by ABP, in partnershipwith stakeholders. ABP does not underestimatethe difficulties, but considers it to be achievable.


Aerial shot of the Eastern and Western Docks and DP World Southampton operated container terminal

HLV Canute, the Port of Southampton’s floating harbour crane that provides customers with the flexible cargo handling facilities

ABP Port of Southampton Master Plan 2009-2030 • Chapter 7 • Infrastructure Requirements

Contents

7.1 This chapter sets out the requirements for thedevelopment of the Port’s infrastructure by 2020and up to 2030.

Introduction

7.2 The history of the Port is one of continual reuseof land coupled with intensification of landutilisation, in response to constantly changingcustomer requirements and growth ininternational trade.

7.3 To place ABP’s future growth strategy in context,it is necessary to explore how the Port hasdeveloped to date.

The history of the Port is one of continualreuse of land coupled with intensification ofland use.

The Port today

7.4 Today’s Port of Southampton has developed overthe last 170 years in anticipation of, and in

Map of the Port ofSouthampton

Chapter 7Infrastructure Requirements

response to, thegrowth ininternational trade. The Eastern Dockswere initially developed in the 1840s and werefollowed by the Western Docks, which havedeveloped throughout the 20th century.

7.5 Details of the facilities offered by the Port can be found at www.abports.co.uk.

7.6 Land use within the Port is summarised in Figure 7.1

7.7 The current Port estate can be sub-divided intothe following broad categories of land use:

• Port related areas;

• Non-port related areas; and

• Future expansion land.

The Port has continually developed inanticipation of and in response to thegrowth in international trade.

SeeChapter 7: Planning for adetailes history of the Port



Figure 7.1



The UK’s premier cruise portSouthampton is home to the UK fleets of both P&O Cruises and Cunard Line – part of the Carnival Group – andis also regularly used by Royal Caribbean International, Fred Olsen Cruise Line and Saga Holidays.

The Port’s cruise business has seen impressive growth over the last six years. The number of passengers passingthrough the Port has doubled, ushering in a new heyday of cruising.

To cater for this growth ABP has invested over £22 million in major refurbishment programmes at its Mayflowerand Queen Elizabeth II passenger terminals as well as providing the new City Cruise Terminal.

In December 2007, ABP announced plans for a fourth cruise terminal backed by a major 20-year contract withCarnival. The new £19 million terminal became operational in May 2009.

Port related areas

7.8 Port related areas sub-divide into:

• Open storage and covered transit sheds forboth goods and passengers.

Since the 1840s the Port has provided areasfor the storage of import and export cargoes,some of which are weather sensitive andtherefore require storage under cover.Traditionally these storage areas have beenused flexibly by a variety of trades, with thecargo being stored changing every few daysin response to vessel arrivals and departures.

• Areas occupied by businesses under tenancyand other agreements.

These businesses rely on the trade flowsthrough the Port. Often processing of thegoods takes place within the Port. Anexample of such a business is Huelin-RenoufShipping, which occupies a dedicated lift-on/lift-off logistics terminal providing shippingand freight forwarding services to and fromthe Channel Islands.

Non-port related areas

7.9 Some businesses within the estate are notrelated to the Port. Historically some businesseshave taken advantage of land availability toestablish major manufacturing, storage anddistribution facilities.

7.10 A successful strategy of removing non-port useshas been implemented over the past decade,

A mobile harbour crane at DP World Southampton

such that today very few non-port relatedactivities remain. An example of this strategy isthe recently demolished Dana Wix vehiclecomponent factory, which first occupied a sitewithin the Western Docks in the 1930s.Demolition of this factory has enabled 12 acresof land to be transferred to port related uses.

Future expansion land

7.11 The Port maintains a future strategic expansionarea on predominantly reclaimed land at Dibdenon the western shore of Southampton Water,further details of which are provided in thischapter.

Trends in port land use

During the last 10 years there has beenconsiderable growth in the key trades thatuse the Port.

The Port has intensified land use across a range of sectors

Page 67


7.12 Land use today is summarised in Figure 7.1.

7.13 This plan shows that the Eastern and WesternDocks are almost exclusively occupied by portrelated businesses, servicing the Port’s keytrades.

7.14 It is possible to identify a number of trends inland use within the Port – by comparing land usetoday (Figure 7.1) with land use a decade ago(Figure 7.2).

7.15 This analysis shows:

• Trend 1: That land is increasinglyallocated to the Port’s key trades;

• Trend 2: The elimination of non-portrelated land uses;

• Trend 3: The intensification of land use;and

• Trend 4: The increasing specialisation inport related land use.



Figure 7.2



One of Europe’s leading container ports Southampton’s container facility – operated by DP World Southampton – is the second largest containeroperation in the UK.

The container terminal sits on over 210 acres of operational land, with 1350m of continuous quay (berths 203 to 207).

The terminal handles approximately 40-45% of the UK’s deep-sea trade with the important economies of the Far East and China.

A port call at Southampton’s container terminal requires the minimum deviation from the main shippingchannels through the English Channel, and thus the least time and lowest fuel cost for a UK port call, by shipson the Europe/Far East liner services.

Trend 1: Land is increasinglyallocated to the Port’s key trades

7.16 During the last 10 years considerable growth hasbeen experienced in many of the key trades thatuse the Port. Thus, today, containers, cruiseactivities and cars occupy a greater proportion ofthe port estate than in the past.

7.17 Examples of trade growth include:• Passenger cruise trade – in response to the

growth in passenger numbers usingSouthampton the Port added two additionalcruise terminals between 2000 and 2009 andhas refurbished the two existing passengerTerminals;

• Containers – container volumes through thePort have increased dramatically over the last

10 years, which has resulted in the containerterminal at the Port increasing in size fromapproximately 180 acres a decade ago toaround 210 acres today. This has necessitatedthe relocation of various port related activitiesto other parts of the Port, which has beenachieved through intensification of land use;and

• Roll-on/roll-off trade cars – there has been asignificant increase in the numbers of tradecars being imported and exported throughthe Port, including major brands such asBMW, Ford, Honda, Jaguar, Land Rover andRenault.

7.18 In summary, the organic growth in the key tradesectors that use the Port has meant that greaterareas of the Port have been utilised by the cruise,containers and car trades. This has placed

Southampton’s container terminal © Copyright DP World Southampton


Trend 3: Intensification ofland use

Intensity of land use within the port estatehas increased significantly in the lastdecade.

7.23 The intensity of land use within the port estatehas increased significantly in the last decade,requiring more sophisticated solutions to handleand store greater quantities of cargo on a givenarea of land.

7.24 A typical example of the intensification of landuse has been the development at the Port of theUK’s first multi-deck car storage terminals, threeof which have now been constructed. This hasproduced an additional 30 acres (approximately)

additional pressure on the port estate, a trendthat is forecast to continue into the future.

Trend 2: Elimination of non-portrelated land uses

7.19 In recent years opportunities have arisen toreturn a number of non-port related sites to portoperational usage in order to facilitate furthergrowth in trade and cargo handling. Land isnow allocated increasingly to port related users.

Almost all non port related land uses havebeen eliminated from the port estate.

7.20 From a comparison of figures 7.1 and 7.2, it canbe seen that almost all non-port related landuses have been eliminated from the estate. Thefew that remain, such as the NationalOceanographic Centre (NOC) in the EasternDocks, are subject to long-term landagreements.

7.21 The Port today therefore largely comprises portrelated land uses, made up of a mixture of portoperational areas (open and covered) and areasoccupied under longer-term agreements by portrelated customers.

7.22 Few opportunities to eliminate non port relatedland use remain.

Maximising port related land useEliminating non-port related land uses has been a way of maximising the use of the port estate for portrelated purposes.

In the last decade, for example, the Dana Wix vehicle components factory occupying some 12 acres of the portestate has been demolished and returned to port related land use.

Similarly, the 11-acre site that was occupied by a Royal Mail sorting centre has now been cleared and alsoreturned to port related use.

There are now, however, few opportunities to eliminate further non port related land uses from the Port.

of storage above ground level anddramatically increased the land use efficiencyin the Eastern Docks. We expect to buildmore multi-deck car terminals in the periodof this master plan in response to customerrequirements.

7.25 Another example is the demolition of a non-port related, single-storey Royal Mail sortingoffice to create high-capacity containerstorage areas in the Western Docks for emptycontainers awaiting shipment back to the FarEast. The new area allows for the storage ofempty containers in block stacks of up toseven containers high, thereby increasing theintensity of land use within the Port.


Intensifying land useThe need to intensify land use within the estate has led tosome notable innovations at the Port, such as the UK’s firstmulti-deck car storage terminals.

Three terminals have been built to date. Each producesapproximately 12.5 acres of car storage on a typicalfootprint of approximately 2.5 acres, creatingapproximately 30 acres of above-ground storage to thePort and dramatically increasing the efficiency of land use.

Trend 4: Increasing specialisationin port related land use requiresdedicated facilities

7.26 Over the past decade land use within the Porthas also tended to become increasinglyspecialised, with bespoke facilities beingconstructed to meet particular identified uses.

7.27 An example of this is the container terminal,which has been used for the loading anddischarge of containers to and from largecontainer ships that call at the Port. Specialisedcargo handling equipment is used for thispurpose.

The trend towards specialisation of facilitiesis set to continue as demand for dedicatedbespoke cargo handling facilities increases.

7.28 Specialisation also applies to other trades in theport – for example trade cars are increasinglystored in dedicated car storage compounds(often multi-deck in the case of Southampton).As the cruise trade has increased through thePort, new cruise terminals have been constructedand transit sheds have been converted fordedicated passenger use.

7.29 This trend towards increasing specialisation offacilities, and hence land use, is set to continueas demand for dedicated bespoke cargohandling facilities increases.

One of several dedicated multi-deck car terminals at the Port thatmaximises vehicle storage

A wide range of vehicles are imported and exported through the Port

The UK’s leading vehicle-handling portWith an average of over 700,000 vehicles per annum handled over the lastfive years, Southampton is the leading vehicle handling port in the UK.

Southampton’s superb facilities, handling experience and excellent transportconnections make the Port an increasingly popular location for roll-on / roll-off traffic, including trade cars, especially in the deep-sea car trade.

Regular deep-sea and short-sea services serve Australasia, the Far East, theMiddle East, Africa, USA and South America, as well as the Mediterraneanand mainland Europe.


Future developmentof the Port of Southampton

7.30 This master plan sets out our objectives for thedevelopment of the Port to 2030. We have alsoincluded an interim reference point of 2020 tohelp explain how we expect land use to changebetween today and 2030.

Land use in 2020

Eastern and Western Docks

7.31 By 2020, the Port is expected to be handling:

• Almost 2.7 million containers (TEU);

• Over 700,000 motor vehicles;

• Almost 1.8 milliontonnes of drybulks; and

• Around 1.5 millioncruise passengers.

7.32 We expect to accommodate this growth byfurther enhancing the efficiency of land usewithin the Eastern and Western Docks.

7.33 In general terms the four land use trendsoutlined above are expected to continue andwill, collectively, increase the land use pressureon available land in the Eastern and WesternDocks.


Prevailing trends will increaseland use pressure on theavailable land in the Easternand Western Docks.

7.35 In comparison to current landuse (see Figure 7.1), we expectthe following major spatialchanges will occur in the Easternand Western Docks by 2020:

An impression of future container handling facilities at the Port of Southampton

• Construction of multi-deck car compounds inthe Eastern and Western Docks for thestorage of import and export trade cars andfor the parking of vehicles belonging to cruisepassengers:

– Possible zones are indicated in Figure 7.3.

• Re-commissioning of berths 201 and 202 inthe Western Docks into container use toaccommodate longer and deeper-draughtedcontainer ships:

– Although these berths were originallydeveloped for lift-on / lift-off containertraffic, there is currently insufficient waterdepth alongside to berth modern containerships.

– An application has been made toGovernment to undertake works to bringthese berths back into service for deep-seacontainer use.

• Displacement of trade car and roll-on/roll-offstorage areas by additional container storageareas in the Western Docks:

– Possible zones for the expansion ofcontainer storage areas are indicated inFigure 7.3.

• Construction of additional cargo sheds inresponse to customer demand

• Appropriate re-routing of dock roads whichmay be required by land use changes.

7.36 By 2020 we consider it likely that the intensity ofland use in the Eastern and Western Docks willhave increased to the point where the Port willbe approaching the practical limits of land useoptimisation within this part of the estate.

SeeChapter 5: Trade DemandForecasts for a more detailedanalysis of the expectedgrowth of the Port


ABP Port of SouthamptonIndicative Land Use 2020

Figure 7.3



Future Development Areas


The land acquired in the 1960s at Dibden to enable expansion of the Port

Royal Pier

7.37 ABP has examined the feasibility of Royal Pierredevelopment over a number of years. We arecommitted to continued close liaison withSouthampton City Council and potential privatesector partners to deliver a viable redevelopmentplan.

7.38 Care will be taken to ensure that any mix ofcommercial, retail, leisure and business use thatmay be identified will form the basis for thesustainable regeneration of this key waterfrontarea, retaining the Red Funnel Terminal, whilstco-existing with the Port’s long-term growthstrategy.

7.39 The redevelopment scenarios evaluated seek toprovide long-term traffic management benefitsfor the city as well as delivering attractivearchitecture and public realm infrastructure.

It is likely that the Port will be approachingthe practical limits of land use optimisationwithin the Eastern and Western Docks by2020.

Dibden reclaim expansion land

7.40 The Dibden port development land comprisesover 500 acres of land reclaimed between the1930s and the late 1970s as a result of variousdredging operations in the Solent area, togetherwith land sufficient to provide road and railaccess to the reclaim.

7.41 Given theconsiderable lead-time inherent inpreparing thenecessaryapplications, securing consent and constructingthe first phase, it is considered necessary tocommence the process of seeking approvals todevelop the Dibden reclaim some time before2020. It is thought prudent to adopt a lead intime of 9 years prior to the requirement for portuses on the Dibden reclaim.

7.42 Although the evidence suggests that it is likelythat additional capacity for container handlingwill be required, it is also evident that there willbe a need for other port uses to potentially beaccommodated on the site. The need for thePort of Southampton to expand onto the Dibdenreclaim is needed during the lifetime of thismaster plan in order that the Port maintains andenhances its role as an international deep-seagateway, as required by Government throughthe regional spatial strategy.

7.43 While no conceptual design work has beencarried out recently, a previous application to theUK Government included six berths for containerand ro-ro ships and a dedicated aggregates-handling berth.

7.44 Any future proposal to develop the Dibdenreclaim for port use will need to address therequirements for new road and rail access to thesite.

7.45 Any future development of the Dibden reclaimwill undergo anenvironmental impactassessment andaddress therequirements of theHabitats Regulations, and will follow the consentprocedures applicable at the time (see Table 9.1).

SeeChapter 4: Planning for thecurrent position in relation tothe Dibden reclaim

SeeChapter 9: Environment


Land use in 2030

Eastern and Western Docks

7.46 By 2030, the Port is expected to be handling:

• 3.4-3.7 million containers (TEU) (operating atcapacity);

• Over 840,000 motor vehicles;

• Over 2.1 milliontonnes of drybulks; and

• Almost 2 millioncruise passengers.


7.48 We expect the following major spatial changeswill occur in the Port between 2020 and 2030:

• Construction of further multi-deck carcompounds for the storage of import andexport trade cars and for the parking ofvehicles belonging to cruise passengers:

– Possible zones are indicated in Figure 7.4.

• Further expansion of the container terminal,together with the intensification of containerhandling operations to optimise the efficiencyof land use:

– Possible zones for the expansion ofcontainer storage areas are indicated inFigure 7.4.

• Construction of additional Port facilities onthe Dibden reclaim

• Construction of a fifth passenger cruiseterminal, most probably in the WesternDocks, to accommodate anticipated growthin the cruise market

• Appropriate re-routing of dock roads whichmay be required by land use changes.

Dibden reclaim expansion land

7.49 As discussed earlier in this chapter, we have beenunable to identify any realistic or practicablealternatives for growth of the Port within the

port estate, given that opportunities to intensifyland use will have been fully utilised during thelife of the master plan. This absence of a realisticalternative to the development of Dibden reclaimfor port use was reinforced during the publicconsultation exercise carried out in relation tothe master plan, with no credible alternativemeans for the Port to expand being suggestedby consultees.

7.50 The actual timing of any Dibden reclaimdevelopment will be driven by commercialdemand and the planning process, both factorsbeing outside the direct control of ABP.

7.51 Commercial demand to expand onto the Dibdenreclaim may come from existing users of the Portwho have outgrown their facilities and whenfurther intensification is not practicable. Giventhe high levels of growth in containerised tradeover the past 20 years it has generally beenassumed that the need for additional containerfacilities would be the likely driver to initiate thedevelopment of the Dibden reclaim.

7.52 However it is possible, although in ABP’s viewless likely, that the growth in containerised tradeslows and that other existing traffic grows morerapidly. In this scenario it should not be ruledout that ABP would seek to develop the Dibdenreclaim for other existing trades such as cruise,cars or bulk commodities.

7.53 It is also possible that entirely new industrysectors which do not use the Port today, mayform the basis of a need to expand the Port. Forexample, opportunities relating to thedevelopment of the low carbon economy mayarise over the period of the master plan. Chapter5 highlights the importance of ports insupporting the future development of theoffshore wind industry. Within the early part ofthe master plan period a major wind turbinemanufacturer may be attracted to the Dibdenreclaim site as a location for UK facilities. Nosuch discussions have taken place as at the dateof this master plan but such interest may bringforward our planning timeframe.

SeeChapter 5: Trade DemandForecasts for a more detailedanalysis of the expectedgrowth of the Port


Figure 7.4

ABP Port of SouthamptonIndicative Land Use 2030



7.54 Our demand forecasts for containerised tradeindicate that expansion beyond the operationalport estate will become necessary between 2021and 2027. As already noted, in terms of aplanning time frame, it will be necessary for usto start detailed planning, design andenvironmental assessment well before then. Asthis master plan identifies, we are several yearsaway from submitting a proposal to develop theDibden reclaim. We intend to use this time toengage with key stakeholders to put together abrief identifying how best the site may beplanned, so as to ensure that the opportunitiesfor the site are optimised (including, asappropriate, the reservation of suitable areas ofland for use by other businesses within the widermaritime sector as well as for community use).

7.55 Assuming permission is granted, thedevelopment of the Dibden reclaim is likely to bephased, according to commercial need. By 2030,phase 1 of the Dibden port expansion area couldbe handling:

• 0.5-0.8 million TEU containers;

• Other existing trades for which demand existsthat cannot be accommodated in the Easternand Western docks, such as crushed rock, atrade which has ceased at the Port in 2006 inpart due to space constraints in the WesternDocks; and

• Other new “emerging” trades for which anational need exists – for example servicingthe needs of the offshore renewables energysector.

7.56 It is envisaged that the Dibden reclaim canultimately accommodate at least four deep-seaberths with significant associated cargo storageor processing areas and the allocation ofsignificant areas of land:

• as an environmental “buffer zone”;

• for community uses; and

• for other maritime sector employment uses(such as yacht manufacture etc).

7.57 We fully acknowledge that a large number offactors must be taken into consideration whenlooking at the development of the Dibdenreclaim. This includes the recognition of theWaterside communities, the presence of natureconservation features, the proximity of the NewForest National Park and any necessary off-siteroad and rail infrastructure improvements thatwould be required, proportionate to the typeand extent of future development proposals.These are matters that will require detailedconsideration when an application is made toexpand the Port onto the Dibden reclaim.

7.58 An Environmental Impact Assessment will haveto be carried out to identify and then assess anysignificant environmental effects of thedevelopment during both the construction andoperational phases. In addition to those topicsmentioned above, such an assessment is likely toinclude, but not be limited to, the considerationof potential effects in respect of noise, lighting,air quality, amenity and recreational issues andopportunities, nature conservation measures andcompensation, navigation, the marineenvironment including fisheries, climate changeadaptation and green technologies to minimiseenergy consumption. The likely environmentaltopics that we willhave to considerare identified inTable 9.1.

7.59 ABP’s land holding in the vicinity of the DibdenReclaim is extensive and allows for considerationto be given to providing for environmental,community and other marine based enterprisesas part of an overall strategy for the area. Asmade clear earlier, ABP intends to engage withkey stakeholders to determine how thesepossible different land uses could beprovided for.

SeeChapter 9: Environment


Marine proposals to 2030

We propose to deepen and widen the mainnavigational channel to the Port toaccommodate existing and future vesselsand reduce delays and congestion.

7.60 During the period of the master plan it is likelythat average vessel sizes will continue to grow,reflecting a continuing trend of minimising theend-to-end unit cost of shipping goods.

7.61 In order to accommodate both existing andfuture vessels and to reduce delays andcongestion, we have applied to the Governmentfor permission to deepen and widen the mainnavigational channel to the Port.

7.62 The rationale for this is to:• Improve the tidal access window to the Port,

from the current asymmetrical (longer flood,shorter ebb) 22% for a 14.5m draught vesselto a balanced entry/exit window of 47% overall tides;

• Increase the ability of vessels to pass in theapproach channel to the Port, by selectivelywidening the channel between Dock Headand Fawley, an area adjacent to theExxonMobil Oil Terminal and between Hookand Hamble Spit;

• Enable the Port to handle larger vessels of upto 15.5m draught; and

• Further enhance navigational safety in theapproaches to the Port.

7.63 Our proposed improvements to the approachchannel to the Port of Southampton comprisedeepening the main navigational channel fromthe current minimum depth of -12.6m ChartDatum (CD) to -13.6m CD between the Port andFawley and up to a minimum depth of –14.8mCD between Fawley and the Nab.

7.64 In addition, we propose to widen the channel by30m adjacent to the Western Docks and by100m between Dock Head and Fawley, as well aswidening the channel between Hamble andHook.

Cruise calls to thePort ofSouthampton areforecast to increase


7.65 A number of other smaller-scale improvementswill improve the ability to turn vessels in the Portand eliminate a small number of “high spots” inthe Solent.

7.66 Figure 7.5 provides an illustration of theproposed deepening and widening. Proposeddredge areas of main navigation channel areshown in green. Widening sections are shown inred.

7.67 It is possible that additional navigationalimprovements to the Port may be requiredduring the period of the master plan in order tomaintain the Port’s position as the UK’s premierinternational gateway port to accommodate thelargest ships in trades which the port handles.Any such proposal will need to undergo a fullenvironmental impact assessment and addressthe requirements of the Habitats Regulations.

7.68 It is generally acknowledged that all vessels arebecoming larger, primarily to gain efficienciesand economies of scale in transferring goodsaround the globe. This phenomenon applies toall classes of ships that visit the Port: ro-rovessels, for example, in recent years have been‘stretched’ from 200m to 230m with a draughtincreasingly over 10m. In practice this meansthat the number of berths on which they may besafely accommodated is reducing and that suchquays may not be suitable in the future. Largervessels of all classes are shortly due to enter theshipping market which may require some quaysto be adapted to accommodate these new orrefitted vessels.

7.69 Furthermore there is an ongoing requirement forthe Harbour Master to review and deliver VesselTraffic Services (VTS) in line with technologicaladvances in navigational practices, such as e-navigation.

7.70 The Port Marine Safety Code, published by theDepartment for Transport, outlines the generalduties and powers of harbour undertakings inrelation to marine activities within their statutoryarea - these reflect the measures which harbourauthorities must adopt to fulfil their duties in

accordance with agreed national standards. Thelatest version of the Code was published inOctober 2009.

Policy

7.71 ABP will continue, in accordance withGovernment policy for the South East, to planfor and provide the infrastructure needed tomaintain and enhance the Port ofSouthampton as an international deep-seagateway port to the benefit of the sub-region,the region and the nation in a sustainable andenvironmentally responsible manner.

7.72 ABP will continue to comply with the dutiesoutlined in the Port Marine Safety Code andreview VTS services for all harbour users,taking account of the latest technologicaladvances.


Figure 7.5: Proposed improvements to the approach channel to the Port of Southampton. Source: ABP.

Southampton’s container terminal and Redbridge Vehicle Terminal © Copyright DP World Southampton

DB Schenker operates regular services from the Port

ABP Port of Southampton Master Plan 2009-2030 • Chapter 8 • Intermodal Connections

Contents

8.1 This chapter describes the Port’s existing inlandaccess routes and provides an indication of themodal split of traffic passing through the Port.

8.2 It considers the likely impact of the Port’s growthexpectations on inland access routes. It also setsout the plans of those responsible for theseroutes to continue to provide for the needs ofthe Port.

The Port of Southampton is one of only 10ports recognised by the Government as keyinternational gateways to the UK.

Introduction

8.3 Inland access routes are vital so that import andexport cargoes can be transported efficiently toand from the Port with the minimum of delays.

8.4 Over time the modal choice of customers, andtherefore the impacts of traffic growth, are likelyto be mainly determined by the transportoptions and connectivity they find available.

8.5 Local, regional and national transport policy andinvestment will therefore have a critical role ininfluencing their choice going forward.

Southampton: A key transport hub

8.6 The Department for Transport (DfT ) report‘Delivering a Sustainable Transport System’(2008) – produced in response to the Eddingtonstudy1 and the Stern2 review – sets out how theGovernment will deliver a sustainable transport

1 The Eddington Transport Study, Sir Rod Eddington, December 2006.2 Stern Review on the Economics of Climate Change, Sir Nicholas Stern, 2006.3 Paragraph 4.24 - Delivering a Sustainable Transport System, Department for Transport, November 2008 4 Paragraph 4.24 - Delivering a Sustainable Transport System – Consultation on Planning for 2014 and beyond, Department for Transport, November 2008

Chapter 8Intermodal Connections(road, rail and coastal shipping)

system, in which the strategic national transportinfrastructure of the country is defined. The Portof Southampton is identified as one of 10 portswhich make up the country’s key internationalgateways and a component of the nation’stransport system.

8.7 The report also identifies 14 Strategic NationalCorridors, two of which serve Southampton (seeFigure 8.1):

• London – Southampton corridor (Corridor 3);and

• South Coast Ports (Southampton andPortsmouth) – Midlands corridor (Corridor 4).

8.8 The DfT’s report, ‘Delivering a SustainableTransport System’ (DaSTS), published inNovember 2008, states that the UK Governmentis committed to investing in improved access tothe nation’s key international gateways3 – atheme that is critical in light of the growthforecasts for the Port.

8.9 In respect of the road access to the Port, theaccompanying document ‘Delivering aSustainable Transport System: Consultation onPlanning for 2014 and Beyond’ proposes toclassify the A35 / A33 road access from theM271 to the Port entrances as ofnational/international importance4. It is similarlyproposed to upgrade the classification of theA34 between the M3 and M40 to national/international status. These proposals wouldresult in the wider road access to the Port havinga national/international status.


The situation today

The principal driver of cargo flows movingto and from the Port over land is containers.

Modal share

8.10 The principal driver of cargo flows moving toand from the Port over land is containers. Thistraffic mainly has its origin and destination atSouthampton’s container terminal, whichhandled over 900,000 boxes in 2008 (equatingto approximately 1.5 million TEU5).

Figure 8.1: UKStrategic NationalCorridors. Source: DfT.

5 Twenty Foot Equivalent Unit, the industry standard measure of container capacity

8.11 At the moment around 70% of containers aretransported to/from other destinations in Britainby road; rail moves around 25%, with coastalshipping accounting for the balance (5%).

8.12 Historically, the proportion of container cargomoved by rail has been as high as 35% but inrecent years has fallen due to the increasingvolume of new taller 9’6” containers. These newcontainers cannot be moved on standard railwagons due to height restrictions on the existingrail network. This situation is now beingaddressed and should lead to an increase in rail’smodal share.


Figure 8.2: Main road access route

8.13 Although 10 trains per week transport motorvehicles to the Port, the majority of the Port’smotor vehicle trade travels to/from the Port byroad.

Road

The Port’s container terminal has been atthe forefront of implementing a ‘smart’vehicle booking system to maximise theefficiency of the movement of containers byroad.

8.14 The main road access corridors for HGV freightto and from Southampton are the A35Redbridge Road, M271, M27, M3 and A34 toLondon, the West, the Midlands and the northof England.

8.15 There are four main vehicle access points fromthe highway network into the Port Estate – DockGate 4 (Eastern Docks) and Dock Gates 8, 10and 20 (Western Docks).

8.16 Under the present lorry routing agreementsbetween Southampton City Council, the FreightTransport Association, ABP and othercommercial transport bodies, access for heavygoods vehicles to the whole of the Port is via theA35 Redbridge Road (see Figure 8.2).

8.17 A recent analysis6 of traffic flows fromSouthampton’s container terminal, whichrepresent a significant element of total trafficflows generated by the Port, showed that:

• Existing operations at the container terminal cater for around 4,000 two-way HGVmovements per day; and

6 Source: David Tucker Associates, Transport Planning Consultants, 2008


• The peak throughput of the Port occursbetween 1200hrs – 1600hrs and thereforedoes not necessarily coincide with highwaypeak periods.

8.18 For container traffic, Southampton’s containerterminal, which is operated as a joint venturebetween DP World and ABP, has been at theforefront of implementing a ‘smart’ vehiclebooking system (VBS) to maximise the efficiencyof the movement of containers by road.

8.19 VBS enables the terminal to control the numberof HGV movements booked to arrive at theterminal, thereby assisting in smoothing outHGV flows from peak hours to off-peak hours.

Rail

The majority of rail traffic to and from thePort is from the Midlands and the North.

8.20 The recent report ‘Delivering a SustainableTransport System: Consultation on Planning for2014 and Beyond’7 treats all rail freight asstrategic. Both the London to Southampton andsouth coast ports to the Midlands routes areidentified as strategic national corridors inrespect of rail freight.

8.21 The majority of rail traffic to and from the Port isfrom the north, with significant flows from theMidlands, the North West and Scotland.

8.22 The main route from the Port is via Basingstoke,Reading, Didcot and Leamington Spa, where theline branches to join the West Coast Main Line atBirmingham and Nuneaton.

8.23 An alternative route via Romsey and Salisburyprovides access to the west of England andoffers an alternative to the main northerly routein case of engineering works, for example.

8.24 The Port’s rail network has separate access to theEastern and Western Docks, providing access tofive rail terminals:

7 Table 6.4 - Delivering a Sustainable Transport System – Consultation on Planning for 2014 and Beyond, Department for Transport, November 2008

8.25 In addition, the rail logistics companyFreightliner operates two container terminalsadjacent to the Port (Maritime Terminal andMillbrook Terminal), both of which are used forhigh-volume intermodal container servicesoriginating from the Port’s container terminal.

8.26 In total these terminals are capable of handling16 trains a day or approximately 300,000containers per year.

Coastal

8.27 The Port handles a number of coastal feederservices, primarily in relation to the containerterminal. Ordinarily weekly services operatebetween Southampton and the UK’s east andwest coasts and Ireland.

The situation tomorrow

Increasing the use of rail and coastalshipping and maintaining effective roadconnections will ensure that transportconnectivity is fit for purpose in the yearsahead.

Eastern Docks

• Car terminal, currently capable of handling upto 3 trains per day

• Cruise terminal connection to the QEII CruiseTerminal for passengers travelling on chartertrains.

Western Docks

• Intermodal container terminal at berth 109,capable of handling 10 trains per day andoperated by DB Schenker

• Car terminal, capable of handling one train aday

• General purpose rail terminal, handling bulkproducts and scrap.


8.28 To ensure that connectivity across allmodes is fit for purpose in the yearsahead, we believe it is important toincrease the use of rail and coastalshipping, as well as maintainingeffective road connections.

Modal share

8.29 Our aspiration is to increase rail’sshare of container traffic at the Port tomore than 40% by 2030 and at leasttreble the coastal share by the sameyear. We are also focused on helping to promotethe use of more sustainable modes for othertrades such as motor vehicle imports andexports.

8.30 Our aspirations are very much in line with local,regional and central Government policy. In theDfT’s ‘Delivering a Sustainable Transport System’the Government sets out clear goals that, as theEddington Report emphasised, take full accountof transport’s wider impact.

8.31 These goals include:

• Supporting national economiccompetitiveness and growth by deliveringreliable and efficient transport networks; and

• Reducing transport’s emissions of carbondioxide and other greenhouse gases to tackleclimate change.

8.32 Both goals can be regarded as part of the basisfor seeking to recalibrate the modal share oftraffic moving to/from ports. Increasing theshare of rail and coastal is not just a part oftackling climate change. It also part of buildingnetwork resilience and a robust supply chain.

8.33 The ambition to increase rail’s market share forcontainers is backed by evidence produced byMDS Transmodal. Using assumptions consistentwith the national rail forecasts produced for theRail Freight Group and the Freight TransportAssociation, Great Britain Freight Modelmodelling suggests that rail modal share fromSouthampton can rise to 39% by 2020 and thento 49% by 2030.

8.34 This predicted increase largely reflects theexpected impact of the increased numbers oflarge rail-connected warehousing sites whichreduce the cost of rail transport by minimisingthe distance of road haul to the final destination.

8.35 Government at all levels, including deliveryagencies such as Network Rail and the HighwaysAgency, will have an essential role in helping toachieve an increase in rail and coastal marketshare, as well as making sure road connectivity isefficient and effective.

8.36 ABP has a strong record of working inpartnership in support of such efforts.

Government at all levels will have anessential role in helping to achieve anincrease in rail and coastal market share.

Road

8.37 In January 2009 the DfT announced that up to£6 billion would be spent improving variousnational roads of importance, including theimplementation of hard shoulder runningbetween junctions 9 and 14 of the M3 (betweenWinchester A34 junction and Southampton).

8.38 As noted, the DfT’s DaSTS Consultation Paper,‘Consultation on Planning for 2014 and Beyond’,proposes to reclassify the A34 from regional tonational/international. This is because the roadprovides access to a ‘gateway’ (i.e. the Port) anda ‘strategic destination’.

Land Rover Freelanders are exported via the Eastern Docks


8.39 During the master plan period we expect thatthe Dibden reclaim will be developed for portuse. It is likely that the A326 road will requiresome upgrading to accommodate additionalHGV movements to and from the Port extension,dependent on thenature ofdevelopment.

Rail

The Port of Southampton is viewed as strategically important by Network Rail.

8.40 The first step towards increasing rail’s marketshare has already been taken. By workingtogether with a range of partners, including theSouth East England Development Agency(SEEDA), DP World Southampton (DPWS),Network Rail and the UK Government, fundinghas been secured and work is progressing on amajor project to upgrade the main rail routefrom Southampton to Birmingham and the WestCoast Main Line at Nuneaton.

8.41 The £70 million Solent Midlands Advancementof Rail Transport (SMART) project has receivedcontributions towards the capital cost fromSEEDA and ABP, as well as the UK Government’sTransport Innovation Fund and Network Rail. It isdesigned to allow the newer, taller 9’6”containers to be carried on standard height railwagons and will therefore allow rail to improveits market share over time. The plannedcompletion date of this major upgrade is spring2011.

8.42 Additionally, the Government has agreedfunding of £425 million to be spent tackling theexisting bottleneck at Reading, one of the mostcritical rail hubs in the UK and where thenortherly route from Southampton crosses theGreat Western main line. Preliminary works areexpected to start this year; the main works areexpected to be completed in 2015.

8.43 The Port of Southampton is viewed asstrategically important by Network Rail8, which is

8 See Network Rail Freight Route Utilisation Strategy Draft for Consultation, September 2008.

engaged in a co-ordinated strategy of continuingto improve rail access (see Figures 8.3 and 8.4).

8.44 Other rail enhancements that are currently beingassessed include gauge enhancements to threediversionary routes used by Southampton railtraffic to provide system resilience in the event ofline closure.

8.45 Another important issue for rail is increasingterminal capacity. Working through the SEEDA-led IMPACTE Interreg project, in 2006 ABPsuccessfully secured part-funding towards a new£2 million rail container loading facility in theWestern Docks. Operated by DB Schenker, thefacility now handles up to 10 trains per day.

We will encourage the maximum possibleuse of rail to transport cargo.

8.46 The Freightliner Maritime rail terminal has alsobeen identified as being capable of expansion inthe future by reconfiguring the terminal andupgrading cranes. This will be required tomaximise the volume of container traffic carriedby rail.

8.47 We expect that the strategic land reserve atDibden will need to be brought into use duringthe master plan period. As Dibden is locatedclose to the existing Totton to Fawley branchrailway line, we intend to encourage themaximum possible use of rail to transport cargo.Possible improvements to the branch line at itsjunction with the London to Weymouth mainlineat Totton may be required to accommodatefreight movementsassociated with suchdevelopment.




Figure 8.3: Network Rail proposed strategic freight network. Source: Strategic Business Plan, Network Rail (April 2008).

Core trunk routes: gauge clearedto at least W10

Diversionary routes: gauge clearedto at least W10

Core trunk and diversionary routesless than W10


Figure 8.4: Main container flows anticipated in 2030. Source: Strategic Business Plan, Network Rail (April 2008).


Coastal

We are working hard to encourage newcoastal shipping services from the Port toincrease the amount of freight moved bywater.

8.48 ABP is a member of Freight by Water, the jointDfT/Industry body set up to promote the use ofwater for moving freight.

8.49 Coastal shipping offers a range of clear benefits,which include helping to relieve pressure onlimited road and rail capacity. A port’s ability toattract coastal feeder services depends on thescale of its deep-sea activities. There is a clearrelationship between the ability to deliver coastalshipping services and the volume throughput ofa deep-sea container terminal.

8.50 We are convinced that the share of cargo movedby coastal shipping between Southampton anddestinations in Britain is too low and that the fullpotential to move cargo around our coast hasyet to be realised.

8.51 We are therefore working hard to encouragenew coastal shipping services from the Port. Aspart of our strategy to boost coastal volumes,the container terminal recently added a fifthberth aimed specifically at feeder vessels of up to150m in length.

8.52 We are also strongly committed to supportingwider industry efforts to deliver a step-change incoastal shipping across the UK as a whole. Weare in the process of building an evidence baseto help Government create the necessaryconditions to achieve that change.

Cruise

8.53 The majority of the Port’s cruise passengersarrive and leave the Port by road, either by car orcoach. Many also choose to use the train,including special charter trains which can havedirect access to the Port’s cruise terminals.

8.54 Over time the modal choice of customers, andtherefore the impacts of passenger growth, arelikely to be mainly determined by the transportoptions and connectivity they find available.

8.55 Local, regional and national transport policy andinvestment will, therefore, have a critical role ininfluencing their choice going forward.

Policy

8.56 ABP will work with network providers toensure that the Port’s future accessrequirements and needs are included in theirpolicies and programmes.

RCCL is one of the world’s most prestigious cruise lines and is a regularcaller to the Port of Southampton

Cunard’s two Queens at the Port of Southampton

ABP Port of Southampton Master Plan 2009-2030 • Chapter 9 • Environment

Introduction

9.1 This chapter provides details of ABP’senvironmental policy and approach to protectingthe environment.

9.2 It encompasses such diverse matters as day-to-day good environmental practice, air quality,noise and nature conservation.

EnvironmentalManagement Systems

9.3 ABP’s policy is to manage its obligations to theenvironment in a responsible manner and todevelop its ports and transport business so as tomeet the needs of the country’s trade in a waywhich has due regard for sustainable developmentboth for our business and for the environment.

9.4 A full explanation of our environmental policiesand practices is outlined on our website andsummarised below.

9.5 ABP’s Environmental Management Framework(see Figure 9.1) identifies the roles andresponsibilities of all of its employees, startingwith the Chief Executive, thus ensuring a level ofownership and stewardship of environmentalissues as staff are going about their everydayactivities.

9.6 We have developed a risk-based appraisal of allactivities, facilities and cargoes handled at thePort. This enables us to determine whereresources and focus should be placed in order toprevent environmental damage and todetermine an appropriate response should anincident take place.

As a major port operator and landlord, werecognise the need to constantly monitorour consumption of resources.

Chapter 9Environment

Seewww.abports.co.ukfor details of ABP’senvironmental policy

Seewww.abports.co.uk/files/2008%20cr%20report%20final.pdffor ABP’s latest CR Report

Sustainable operations

9.7 Our concern for the environment is not confinedto the way we undertake development projectsbut extends to the way we operate.

9.8 As a major port operator and landlord, werecognise the need to monitor our consumptionof resources. We monitor electricity and waterusage and the Port’s carbon footprint. This levelof monitoring provides a baseline set of dataagainst which we can measure resourceefficiency projects and implement measures toreduce consumption within our ports.

9.9 We are committed to working closely with thePort’s appointed waste contractors to minimisethe quantity of waste generated, find ways torecycle or reuse materials and divert any wastestreams, as far as possible, away from landfill.

9.10 We report on our environmental performance inour annual Corporate Responsibility (CR) reportand a comprehensive environmentalmanagement system ensures that our staff areappropriately trained.

9.11 Almost every aspect of the Port’s environmentalfunction and performance is governed by UKand / or European legislation. Compliance withenvironmental legislation is of paramountimportance and we work closely whereverpossible with regulators and legislators, both atcentral Government level and locally, in theongoing development and implementation ofnew and existing legislation.


ISSUES APPROACH OUTCOMES BENEFITS

Environmental Issues

• Diversity of issues• Emerging issues

(e.g.legislation)• Uncertainty and

inconsistency of existing legislation

• Increasing significance of environmental issues

• Organisational values andculture

ABP Operational Board & Sustainable Development Team

• Establish policy and objectives• Set environmental commitments

and targets• Work with government• Interpret legislation• Guidance and advice to business

units• Communication e.g. training,

networking, intranet and website• Auditing of EMF

Higher Standard of Environmental Management

• Clear roles and responsibilities• Improved information exchange• Guidance notes for business units• Consistent approach• Efficient use of resources• Delivery of objectives and targets

Overall• Compliance with legislation• Cost effective delivery of EMF• Good environmental risk

management• Good environmental

reputation

Enables effective, consistent delivery of information to

business units

Higher Standard of Environmental Reporting

• CR Report• Intranet and website• BiTC• ISO 14001 accreditation• Port Environmental Review System

(PERS)

Business Units

• Day-to-day issues• Risk assessment, audit follow-up

and action plans• Record keeping and data collection• Environmental indicator and CR reporting• Environmental targets

Monitoring and Feedback

Environmental Improvement

Figure 9.1: Environmental Management Framework

Planning forsustainable development

We place considerable emphasis onmanaging our responsibilities andobligations to the environment.

9.12 Chapter 7 identifies the following infrastructurerequirements to accommodate anticipatedgrowth in trades up to 2030. Theserequirements are:

• Additional container storage in the WesternDocks;

• Construction of multi-deck car compounds inthe Eastern and Western Docks for ro-rocargo and cruise passenger parking;

• Appropriate re-routing of port roads in theWestern and Eastern Docks;

• Construction of a fifth cruise terminal, mostprobably in the Western Docks; and

• Construction of port facilities on the Dibdenreclaim together with required road, rail andnavigational access requirements.

9.13 In addition to the above, maintenance dredgingis an ongoing requirement of the Port in order tomaintain safe and navigable depths of water.This activity is normally undertaken twice peryear, generally during spring and autumn.

9.14 At the master planning stage it is typically notpossible to identify detailed enhancement,mitigation or offsetting measures in relation tothe overall development strategy. This chaptertherefore identifies the likely environmentalissues which will be required to be considered indetail in relation to individual developmentprojects as and when they are brought forwardwhilst acknowledging that environmentalimpacts may vary greatly depending on location,activities and the nature of proposeddevelopment.


9.15 In this context it should be noted thatapplications for two projects, namely:

• works to accommodate larger ships at berths201 and 202; and

• deepening and widening the navigationalapproach channel,

were submitted to the Government in December2008, accompanied by comprehensiveenvironmentalstatements. Theseprojects are notconsidered furtherwithin this chapter.

9.16 ABP is committed to conservation andenhancement of estuaries and other importanthabitats close to the Port. In developing the Portwe will look to work with regulators and non-governmental organisations to find cost-effectivemeans of achieving real sustainability. Indeveloping the Port we will have regard toappropriate environmental objectives, as well associal and economic objectives, and seek tocollaborate with relevant regulators and bodiesas encouraged by policy NRM8 of the South EastPlan.

9.17 We have already demonstrated elsewhere ourcommitment to this type of process by thecreation of new inter-tidal habitats incompensation for developments at a number ofEuropean sites in the Humber Estuary.

Expansion ofPort Facilities at Dibden

9.18 It is recognised that any development proposalassociated with the expansion of port operationson the Dibden reclaim must be managed withdue regard to the features and designationsapplicable to the site and its surroundings.Specific consideration will be applied to thedesign of development proposals to identify themost sustainable way to accommodate thePort’s expansion needs.

9.19 The Dibden foreshore has been designated as aSpecial Protection Area (SPA) and a Ramsar siteand as a Site of Special Scientific Interest (SSSI),

whilst the Dibden reclaim has been identified asa SSSI. The Dibden reclaim adjoins the NewForest National Park.

9.20 Creation of deep-sea berths at the Dibdenreclaim site will require construction activity aswell as dredging operations to take place within,or close to, the SPA and SAC boundaries. It isanticipated that any proposal is likely to result ina loss of intertidal area.

9.21 Such loss of habitat would require anappropriate assessment to be undertaken inaccordance with the Habitats Regulations. Thisassessment would take into account theimplications for the conservation objectives ofthe relevant sites. Additional information on thisprocess is contained within the ‘ShadowAppropriate Assessment’ (SAA).

9.22 The SAA is a framework document whichidentifies the likely issues which would need tobe considered in respect of the development ofport related facilities at Dibden. The documentincludes information relating to:• The designated sites which may be directly or

indirectly affected by development;

• The requirements of Appropriate Assessment;

• Consultation;

• Conservation objectives and targets; and

• In-combination effects with other plans andprojects.

9.23 Any proposal at Dibden will also have properregard to the adjacent New Forest National Park,and relevant policies in the South East Plan; theNational Park Core Strategy and ManagementPlan and the New Forest District Core Strategydocuments.

Environmental Considerations

9.24 The following sections identify the principalenvironmental issues, which may requireconsideration as part of the infrastructuredevelopment process. Each section contains abrief baseline analysis of the port and harbourarea, followed by consideration of theimplications for each environmental issue,concluding with the approach to be adopted byABP.

Seewww.mfa.gov.uk/environment/works/projects-statements.htm#southampton


Table 9.1: Environmental issues identified as likely to require consideration at detailed design stage for each infrastructure project

Air

Qua

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Agr

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Arc

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and

Cul

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Bene

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Dre

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Mat

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Biod

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Clim

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Cha

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Com

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Con

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ion

Ener

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Fish

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s

Floo

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Land

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Ligh

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Mar

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Proc

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Nav

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Noi

se

Recr

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Tran

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Was

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Wat

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ualit

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Maintenance Dredging

Additional container storagein the Western Docks

Construction of multi-deckcar compounds in theEastern and Western Docksfor ro-ro cargo and cruisepassenger parking

Appropriate re-routing ofdock roads (Western andEastern Docks)

Construction of a fifthpassenger cruise terminal,most probably in theWestern Docks

Construction of additionalcargo sheds (Western orEastern Docks)

Construction of portfacilities on the Dibdenreclaim and associatedsurface and marine access

IdentifiedInfrastructureRequirement

Environmental Topics Identified as requiring further Assessment

✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

1 Ramsar sites are listed under the international Convention on Wetlands of International Importance, especially as waterfowl habitat, signed at Ramsar, Iran in 1971.

9.25 Table 9.1 lists the environmental issues that havebeen identified as being likely to requireconsideration at the detailed design stage foreach infrastructure project.

Biodiversity

9.26 Southampton Water and the Solent have longbeen recognised for their high biological andnature conservation importance.

9.27 There are a number of sites of designatedinternational nature conservation interest in thevicinity of the Port. These include areas listed asRamsar sites1, classified as Special Protection


Site

Solent and Southampton WaterSPA and Ramsar site

Solent Maritime SAC

River Itchen SAC

New Forest SPA and Ramsar site

New Forest SAC

Lower Test Valley SSSI

Eling and Bury Marsh SSSI

Dibden Bay SSSI

Lee on the Solent to ItchenEstuary SSSI

Hythe to Calshot Marshes SSSI

North Solent SSSI

Summary of interest features

Breeding: common tern, little tern, roseate tern, sandwich tern, Mediterranean gull.

Wintering: black-tailed godwit, dark bellied Brent goose, ringed plover, teal.

>20000 waterfowl.

Primary: estuaries, Spartina swards, Atlantic salt meadows.

Secondary: sandbanks, mudflats, lagoons, vegetation of drift lines, vegetation of stonybanks, Salicornia community on mud and sand, dunes.

Primary: Ranunculion fluitantis and Callitricho-Batrachion vegetation, southerndamselfly, bullhead.

Secondary: white-clawed crayfish, brook lamprey, Atlantic salmon, otter.

Breeding: nightjar, woodlark, honey buzzard, Dartford warbler, hobby, wood warbler.

Wintering: hen harrier.

Mire sites feature in the Ramsar listing.

Woodland, heath and associated habitats.

Chalk stream flora and fauna.

Saltmarsh and intertidal mudflats.

Invertebrate assemblage, breeding lapwing.

Intertidal mudflats with littoral fringe of saltmarsh, reedbed, grasslands and deciduouswoodland.

Saltmarsh and intertidal mudflats.

Intertidal mudflats and saltmarsh as well as shingle beaches and spits, fresh andbrackish marshlands.

Table 9.2: Wildlife designations in Southampton Water and on surrounding land

2 SPAs are classified under European Council Directive 79/409/EEC on the conservation of wild birds (The Birds Directive). SACs are designated under European Council Directive 92/43/EEC on the conservation of natural habitats and of wild fauna and flora (The Habitats Directive). 3 SSSIs are classified under the Wildlife and Countryside Act 1981 (as amended) for the protection of flora and fauna.

Areas (SPAs)2 and designated as Special Areas ofConservation (SAC) and Sites of Special ScientificInterest (SSSI)3. SPAs and SACs are collectivelyknown as ‘European Sites’.

9.28 Table 9.2 identifies all of the national andinternational sites within or adjacent to the Portwhich have been designated for natureconservation purposes.

9.29 Boundaries of designated land in relation to thePort estate are shown in Figure 9.2.

9.30 The Habitats Regulations 1994 set out theprocess by which development can be allowedto take place within European sites. UK policy, asset out in Planning Policy Statement 9:Biodiversity and Geological Conservation (PPS9),is that Ramsar sites should also be afforded thesame protection.

9.31 Where a plan or project that is not primarilyconcerned with, or necessary to, themanagement of the site is likely to have asignificant effect on a European site, an


Figure 9.2: Designated wildlife sites in and around Southampton Water.

Based upon the Ordnance Survey Map withthe permission of the Controller of HerMajesty’ Stationery Office © CrownCopyright. Entec UK Ltd. AL100001776

SeeChapter 7:Infrastructure Requirements


appropriate assessment must be made of theimplications for the site in view of itsconservation objectives.

9.32 If this cannot conclude that there will be noadverse effect on the integrity of the site, aloneand in combination with other plans andprojects, permission for the development canonly be given having ascertained that there areno alternative solutions and that the project isnecessary for Imperative Reasons of OverridingPublic Interest (IROPI). In such cases,compensatory measures must be taken to ensurethat the overall coherence of the network ofEuropean sites is maintained.

9.33 Development within SSSIs is subject to thepolicies set out in PPS9 which require specialcircumstances to be demonstrated beforedevelopment can be approved.

9.34 Aquatic ecology in freshwater bodies,transitional waters (estuaries) and coastal waterbodies extending one nautical mile out to sea isprotected by the Water Framework Directive(WFD). This will require achievement of ‘good

status’, which in surface water bodies comprisesgood chemical and good ecological status, or, inthe case of water bodies designated as ‘heavilymodified’ or ‘artificial’, good chemical status andgood ecological potential.

9.35 Southampton Water is proposed forclassification as a heavily modified water body.The WFD also introduces a legal requirement of‘no deterioration’ in status (e.g. from ‘good’ to‘moderate’ ecological status).

9.36 ABP has worked with Defra, Natural Englandand the Environment Agency to develop aMaintenance Dredging Protocol (MDP). With theproduction of a ’Baseline Document’, the MDPseeks to document historical dredging activityand consider the effects of dredging onconservation status and the integrity ofEuropean Sites. The Southampton ‘BaselineDocument’ will accompany all futuremaintenance dredge licence applications.

9.37 Biodiversity considerations associated withidentified infrastructure requirements are set outin Table 9.3.


Infrastructure Requirement

Maintenance dredging

Additional containerstorage

Multi-deck car compounds

Re-routing of dock roads

Construction of additionalcargo sheds

Development on land atDibden reclaim

Creation of deep-sea berthsat the Dibden reclaim site

Key issues

Dredging operations have thepotential to affect biodiversitydirectly (by removal of biota andhabitat) and indirectly, forexample via sedimentmobilisation and redeposition orchanges to the hydrodynamicregime.

Development will be on theexisting commercial Port estate.




The development of the reclaimwill inevitably result in theremoval of habitat.

Creation of berths at the Dibdenreclaim will inevitably requireconstruction and dredgingwithin, or close to, the SPA andSAC boundaries and result in aloss of intertidal area.

Approach

ABP has worked with Defra, Natural England and theEnvironment Agency to develop a Maintenance DredgingProtocol (MDP) which ensures consideration of theeffects of dredging on conservation status and integrityof European Sites. Disposal is at a licensed marine sitewhich is monitored by government scientific advisors tocheck that there are no adverse effects.

Arisings may be re-used beneficially or disposed ofthrough an authorised route. Environmental effects ofany disposal will be addressed at project level as part ofthe application for authorisation.

No further consideration.




A proposal for port expansion on Dibden will requireappropriate assessment in accordance with the HabitatsRegulations given its proximity to European sites. Impactsof the proposal will be addressed at project level as partof the application for authorisation.

Assessment of the potential for new wildlife areas willform part of the detailed design.

Such loss of habitat would require appropriateassessment in accordance with the Habitats Regulations.Impacts of the proposal will be addressed at project levelas part of the application for authorisation.

Appropriate selection of design and constructionmethodologies will minimise the impact to the featuresand conservation targets of the affected sites.

Table 9.3: Biodiversity issues to be considered in master planning at the Port of Southampton.

Master Plan Considerations


Table 9.4: Specific areas protected for surface water quality in Southampton and its tributaries.

Site

Central Solent (at the mouth ofSouthampton Water) – designatedshellfish water (SFW)

Stanswood Bay – designated shellfishwater (SFW)

Approaches to Southampton Water –designated shellfish water (SFW)

Southampton Water – designatedshellfish water (SFW)

River Itchen – Urban Waste WaterTreatment Directive (UWWTD)‘sensitive area’

River Test – UWWTD ‘sensitive area’

River Itchen – designated salmonidwater (SW) above tidal limit

River Test – designated SW above tidallimit

Summary of protection

Limits on toxic and tainting substances, suspended solids, dissolved oxygen, pHand salinity in water and guidelines on faecal bacteria in flesh.

As above

As above

As above

Requirement for nutrient removal in major discharges of treated sewage oreffluent from food factories

As above

EQS for freshwater reaches in terms of dissolved oxygen, biochemical oxygendemand, ammonia, zinc and copper.

As above

4 European Council Directive 79/923/EEC on the quality required of shellfish waters (codified version 2006/113/EC) – to be replaced by WFD in 2013.5 European Council Directive 78/659/EEC on the quality required of freshwaters needing protection or improvement in order to support fish life – to be replaced by WFD in 2013.6 European Council Directive 91/271/EEC concerning urban waste water treatment.

Water and sediment quality

9.38 There is an overriding requirement in law toavoid causing water pollution and environmentalquality standards (EQS) are set for all waterbodies in relation to certain pollutants, withfurther standards set for water bodies protectedfor specific uses.

We work closely with Natural England andthe Environment Agency to apply thehighest environmental standards in andaround the Port.

9.39 The Water Framework Directive (WFD)consolidates these requirements and will replaceseveral earlier EC Directives in time. In particularit will introduce more comprehensive EQS for

marine waters. It also introduces a legalrequirement of ‘no deterioration’ in status.

9.40 ABP has been working closely with theEnvironment Agency through the South EastRiver Basin District Liaison Panel on theapplication of the WFD and the development ofthe River Basin Management Plan to secure anappropriate strategy for protection of waterquality in Southampton Water.

9.41 Southampton Water and its tributaries includeshell fish waters designated for protection ofwater quality for shellfish growth under the ECShellfish Waters Directive4, salmonid watersdesignated under the EC Freshwater FishDirective5 and ‘sensitive areas’ (eutrophic)designated under the EC Urban Waste WaterTreatment Directive6.


Fig 9.3: Water quality protected areas in Southampton Water

7 European Council Directive 2006/7/EC concerning the quality of bathing waters.

Based upon the Ordnance Survey Mapwith the permission of the Controller ofHer Majesty’ Stationery Office © CrownCopyright. Entec UK Ltd. AL100001776

9.42 The designations are summarised in Table 9.4and locations are shown in Figure 9.2.

9.43 There are no waters designated under the ECBathing Waters Directive7 within SouthamptonWater.

9.44 Management of marine sediments is governedby the Centre for Environment, Fisheries andAquaculture Science (Cefas) and therequirements of the Marine and FisheriesAgency. Cefas adopts the Dutch qualitystandards (IADC/CEDA 1997) for the assessmentof the chemical quality of sediments.


Infrastructure requirement



Key issues

Dredging operations have the potential toaffect biodiversity directly (by removal ofbiota and habitat) and indirectly, forexample via sediment mobilisation andredeposition or changes to thehydrodynamic regime.

Sediments identified for removal have thepotential to be contaminated fromcurrent or historical pollution

Construction activity presents risks towater quality in surface and groundwatersthrough spillages of diesel, oils, cement,chemicals and so on, as well as fromdisturbance of any contaminated land.

Approach

Determination of the type of material to beremoved and the type of dredger to beemployed. The majority of maintenancedredgings comprise silty material which isremoved by a Trailer Suction Hopper Dredger.This methodology minimises distribution ofsediments to minimise the risk of adverselyaffecting water quality.

Dredgings may be re-used beneficially ordisposed of through an authorised route.Environmental effects of any disposal will beaddressed at project level as part of theapplication for authorisation.

Sediment testing in accordance with Cefasrequirements will be undertaken to identify asuitable method of disposal or beneficial use.

Consideration of Sustainable Urban DrainageSystem (SUDS)

Installation of intercepted drainage.

Adoption of best construction practices.

Table 9.5: Water and sediment quality issues to be considered in master planning at the Port of Southampton

Continued overleaf...


Redevelopment of industrial land canprovide opportunities for improvement insurface water quality through use ofsustainable drainage systems to reducepollution.

9.45 While the salmonid waters designations for theRivers Test and Itchen apply above their tidallimits, the fact that these rivers are used bymigratory salmonid fish means that ABP mustensure that Port activities are compatible withthe requirement to maintain suitable conditionsfor these fish in the tidal waters through whichthey must pass.

9.46 The River Basin Management Plan developed inaccordance with the WFD identifiescontamination of sediments by tributyl tin (TBT),formerly widely used in antifouling paints for

boat hulls, as an issue in Southampton Water.All dredged material identified for disposal issubject to a testing regime overseen by Cefas.

9.47 Port development has the potential to affectcompliance with water quality standards,including SFW and SW standards, which couldadversely affect shellfisheries in SouthamptonWater and the migration of salmonid fish to andfrom the Rivers Test and Itchen. Any proposeddischarges into the Rivers Test or Itchen orSouthampton Water would be subject toconsents from the Environment Agency.

9.48 Redevelopment of industrial land can provideopportunities for improvement in surface waterquality through use of sustainable drainagesystems to reduce diffuse pollution.

9.49 Water and sediment quality considerationsassociated with the identified infrastructurerequirements are set out in Table 9.5.


Infrastructure requirement





Creation of deep-sea berthsat the Dibden reclaim site

Key issues





Creation of berths at the Dibden reclaimwill inevitably require dredgingoperations.

Water quality issues, in particular levels ofdissolved oxygen and suspended sedimentconcentrations, will be considered.

Approach

Consideration of SUDS












Assessment of the types and quantities ofmaterials to be dredged will influence thetype of dredging plant which will minimiseeffects on water quality. ABP will introduce amonitoring programme to ensure checks onthresholds.

Table 9.5: Water and sediment quality issues to be considered in master planning at the Port of Southampton


8 European Council Directive 91/492/EC laying down the health conditions for the production and the placing on the market of live bivalve molluscs (The Shellfish Hygiene Directive).







Development on land at Dibden reclaim

Creation of deep-sea berthsat the Dibden reclaim

Key issues

Dredging operations have the potential toaffect water quality directly (by increasingsuspended sediment loads and indirectly,for example via sediment deposition).

Development on land is considered tohave no effect on fisheries.




Construction activity, in particular piling,has the potential to affect migratoryfisheries through the transmission ofunderwater noise and vibration

Creation of berths at the Dibden reclaimwill require dredging operations, whichmay result in a loss of some oyster beds

Approach

Identification of the type of material to beremoved and appropriate selection of the typeof dredger to be employed.

Not applicable.

Not applicable.

Not applicable.

Not applicable.

An assessment of the construction designoptions will be undertaken. The design willtake into account noise and vibrationtransmission in the marine environment.

Assessment of the types and quantities ofmaterials to be dredged will influence theselection of dredging plant. Seasonalrestrictions may have to be implemented.

Implementation of a water quality monitoringprogramme to control thresholds.

Commercial fisheries

9.50 Southampton Water is important as a fishnursery area, particularly for bass, but fishingactivity is limited, partly due to the presence ofcommercial shipping traffic and recreationalactivity.

9.51 There are oyster and hard clam fisheries withinSouthampton Water and the Solent. Theseshellfish production areas are Class B Areasunder the EC Shellfish Hygiene Directive8,meaning that shellfish can only be placed on themarket after purification or heat treatment.

9.52 There are also cockle fisheries in the central andeastern Solent which are designated as Class Careas, where more stringent controls apply.

9.53 The key concerns in relation to these fisheries aremaintenance of benthic habitat as feedinggrounds, avoidance of smothering of shellfish byre-deposition of mobilised sediment andprotection of water quality. These aspects havebeen covered already in the sections onbiodiversity and water and sediment quality.


9.54 Fisheries considerations associated with theidentified infrastructure requirements are set outin Table 9.6.

Table 9.6: Fisheries issues to be considered in master planning at the Port of Southampton


Figure 9.4: Flood risk zones in the Port of Southampton area.

Based upon the Ordnance Survey Map with the permission of the Controller of Her Majesty’ StationeryOffice © Crown Copyright. Entec UK Ltd. AL100001776

Climate Change and Flood Risk

9.55 The global community, in recognising theimpacts of climate change, will have to meetchallenging targets if those impacts are to bemanaged. The Intergovernmental Panel onClimate Change (IPCC) advises that the soonernations start adapting to climate change, thebetter equipped we will be to manage highertemperatures, increased rainfall and the otherpotential climatic changes.

9.56 The Department for Environment, Food andRural Affairs (Defra) has indentified a number ofpotential changes which may arise as a result ofclimate change including:

• an increase in the risk of flooding anderosion;

• greater pressure on drainage systems;

• increased likelihood of winter storm damage;

• loss of habitat for wildlife;

• summer water shortages and low streamflows;

• increased risk of subsidence (in areas wheresubsidence is already a problem);

• increased demand for summer cooling; and

• buildings becoming uncomfortably hot insummer.

9.57 The UK government has set some demandingtargets for the country’s environmentalperformance. By 2020 the UK Low CarbonTransition Plan9 identifies a 34% reduction ingreenhouse gas emissions (from 1990 levels)and an 80% reduction by 2050.

9.58 One of the main challenges facing the portsindustry is the increased risk of flooding. Anumber of factors can contribute to the causesof flooding from overtopping of quays, includingsea-level rise, tidal surges, extreme wave heights,potentially in combination with fluvial (river)flood flows. Flooding may also result fromoverwhelming of the capacity of drainage

9 DECC July 2009.


Table 9.7: Predicted annual sea level rise and peak levels for 1:200year and 1:1000 year events. Source: Environment Agency.

Years

1990

1990-2025

2025

2025-2055

2055

2055-2085

2085

2085-2115

2115

Annualrise

(mm)

4.0

8.5

12.0

15.0

1:200 yearpeak level

mAOD

3.0

3.1

3.4

3.8

4.2

1:1000 yearpeak level

mAOD

3.2

3.3

3.6

4.0

4.4

infrastructure, including culverts, surface waterdrainage and sewerage systems. Flood risk zonesare mapped in Figure 9.4.

9.59 Sea level rise is a function of both isostaticchanges in land movement and eustatic changesin water level due to climate change. Thewarming climate and the melting of the icecapsare causing sea levels to rise across the globe.

9.60 The height of the quay level at the Port is 3.5mAbove Ordnance Datum (AOD), equivalent to6.25m above Chart Datum. Mean high waterlevels are approximately 1.35m AOD. Thehighest ever water level recorded was in 2008 at2.85m AOD.

9.61 Predicted sea rise rates, based on a vertical landmovement of -0.8mm per year, and predictedextreme sea levels for events occurring onaverage once every 200 years and once every1,000 years, are given in Table 9.7.

9.62 These figures show that by 2030, existing portoperational areas will be at risk of flooding at aprobability of between once in 200 years andonce in 1,000 years.

9.63 Sea level rise will also exacerbate thephenomenon of ‘coastal squeeze’, wherebymudflat areas are advancing inland towardsexisting sea defences, reducing the area ofsaltmarsh habitat on the upper shore. Portdevelopment and the beneficial use of dredgedmaterial may provide an opportunity tocontribute to long term estuary management.

9.64 Future decisions on infrastructure provision willtake account of whether particular flood-sensitive uses should be placed on higher partsof the site or whether flood risk managementmeasures should be implemented to protect theactivity on lower parts of the estate.


9.65 Future decisions on infrastructure provision willtake account of climate change adaptationmeasures, such as construction materials andidentifying appropriate technologies to minimise

energy use and greenhouse gas emissions withbetter resistance to storm events and extremeweather conditions. The ability of existinginfrastructure to minimise energy use and adaptto climate change projections will be reviewedon an ongoing basis by the Port’s managementteam and its Resource Efficiency Group whichwill identify measures consistent with climatechange policies and guidance.

9.66 Port development will take account of flood riskdue to sea level rise, tidal events, groundwater,surface water and sewers and whether particularflood-sensitive uses should be placed on higherparts of the site or whether flood riskmanagement measures should be implementedto protect the activity on lower parts of the Portestate. These variables will be assessed inaccordance with advice contained within therelevant planning policies (PPS25) and againstprevailing Environment Agency guidance. Thecombined tidal and fluvial flood risk present atdifferent locations in the Port estate and thepredicted changes in risk over time are relevantconsiderations for the master plan.

9.67 If future developments incorporate the provisionof intertidal compensatory habitats there may beopportunities to address the problem of coastalsqueeze, which may contribute to long-termestuary management.


Infrastructure Requirements


Additional container storage





Creation of deep-sea berths atthe Dibden reclaim

Key issues

No issues identified

Flood risk due to sea levelrise, tidal events,groundwater, surface waterand sewers.




Flood risk due to sea levelrise, tidal events,groundwater, surface waterand sewers. Coastal defencewill also be a materialconsideration

Flood risk due to sea levelrise, tidal events,groundwater, surface waterand sewers. Coastal defencewill also be a materialconsideration

Approach

No further consideration

Flood risk due to tidal events, groundwater, surfacewater and sewers will be assessed in accordance withthe advice contained within PPS25 and against thecriteria of the local planning framework and theStrategic Guidance contained within the Partnership forUrban South Hampshire's Strategic Flood RiskAssessment.

Identification and implementation of energy efficiencyand climate change adaptation measures.


Flood risk due to tidal events, groundwater, surfacewater and sewers will be assessed in accordance withthe advice contained within Annex D of PPS25 andagainst the criteria of the local planning framework andthe Strategic Guidance contained within the Partnershipfor Urban South Hampshire's Strategic Flood RiskAssessment.

Identification and implementation of energy efficiencyand climate change adaptation measures.


Identification and implementation of energy efficiencyand climate change adaptation measures. Seekopportunities to contribute to reduction of greenhousegas emissions to assist in mitigating the causes ofclimate change.


The provision of compensatory habitat may provideopportunities for local measures to address the problemof coastal squeeze, through managed retreat or throughraising levels of the intertidal zone in order to encouragesaltmarsh development.

Flood risk due to tidal events, will be assessed inaccordance with the advice contained within PPS25 andagainst the criteria of the local planning framework andthe Strategic Guidance contained within the Partnershipfor Urban South Hampshire's Strategic Flood RiskAssessment.

Table 9.8: Climate change and flood risk issues to be considered in master planning at the Port of Southampton







Construction of additional cargo sheds



Key issues

Not applicable

Soils have the potential tobe contaminated fromhistorical pollution




Sediments and soils havethe potential to becontaminated fromcurrent or historicalpollution

Not applicable

Approach


Site risk assessments and soils contamination testing,based on the Environment Agency guidance outlined inCLR11, Model Procedures for the Management of LandContamination, are adopted for all areas ofredevelopment. The results inform whether material canbe reused on site or whether remediation is required.






9.68 The combined tidal and fluvial flood risk presentat different points in the port estate and thepredicted changes in risk over time are relevantconsiderations for the master plan.

9.69 Climate change and flood risk considerationsassociated with the identified infrastructurerequirements are set out in Table 9.8.

Land quality

9.70 We undertake individual site risk assessmentsand contamination testing, based on theEnvironment Agency guidance outlined inCLR11, Model Procedures for the Managementof Land Contamination, for all areas ofredevelopment, which indicate the level ofremediation required for the desired use.


9.71 Land quality considerations associated with theidentified infrastructure requirements are set outin Table 9.9.

Table 9.9: Land quality issues to be considered in master planning at the Port of Southampton


Figure 9.5: Air quality management areas associated with Port access routes.

9.75 In the case of Southampton and the New Forest,the AQMAs are all designated in relation toexceedences of standards for nitrogen dioxideonly.

9.76 Measures to achieve air quality improvementsare set out in the local Air Quality Action Plans(AQAPs). ABP is committed to working with localauthorities to reduce adverse impacts of Portrelated traffic.

9.77 In addition, ports handling bulk cargoes havethe potential to generate fugitive emissions. Thehandling of large amounts of bulk productsbrings with it certain responsibilities, includingthe requirement tomanage potentialdust emissions.

9.78 We work withregulators and cargo handlers to ensure a highstandard is maintained at all times, via

Air quality

We are committed to working with localauthorities to reduce adverse impacts ofPort related traffic.

9.72 Southampton City Council has declared anumber of Air Quality Management Areas(AQMAs) around roads in the city, some ofwhich are principal road access routes to thePort. New Forest District Council has alsodeclared AQMAs in Totton and Fawley.

9.73 Locations of these AQMAs and principal accessroutes to the Port are shown in Figure 9.5.

9.74 AQMAs are areas requiring improvement forcertain quality parameters, which may includeparticulates less than 10µm (PM10), nitrogendioxide (NO2), sulphur dioxide (SO2), carbonmonoxide (CO), lead, benzene and 1,3-butadiene.

SeeChapter 5:Trade Demand Forecasts


monitoring of bulk handling activities and thepromotion of best practice.

9.79 We are also committed to working with Portusers to maximise the modal share of onwardtransport by rail and feeder shipping as a meansof minimising emissions to air.

9.80 The English Channel is designated as anEmissions Controlled Area which means thatvessels transiting this area are required to eitheruse low-sulphur fuel or be fitted with an exhaustcleaning system. The Sulphur Content of FuelsDirective (1999/32/EC) (as amended) regulatesthe sulphur content of marine fuels. Vesselsberthed or anchored in UK ports and harboursmust not burn fuel with a sulphur contentexceeding 0.1%.

9.81 There are ongoing industry discussions to assessthe possibility of vessels using a shore supply ofelectricity when in port, rather than theirauxiliary engines (also referred to as ‘coldironing’).

We will consider the potential for providingvessels in port with more environmentally-friendly shore-supplied electricity.

9.82 The supply of electricity from shore basedinstallations is, however, not the only mechanismwhich could reduce vessel SO2, NOX andparticulate emissions whilst in port and itseffectiveness in terms of total emissions isdependent on the method of generation of thePort’s electricity.

9.83 Cold ironing itself is not universally applicable asports are visited by a constant stream of vesselsof differing sizes, ages and national originsoperating on-board electrical systems at a varietyof voltages and frequencies. A standard willneed to be adopted through the IMO, to makethe implementation of cold ironing a practicalproposition for cargo vessels.

9.84 The Port will consider the potential for coldironing in the design of new berths.

Reducing our carbon footprint

In 2008 the Port entered into a partnershipwith the energy company Utilicom, wherebythe Port is supplied with power generated bya combined heat and power installation.

We anticipate that this will provide around55% of the Port’s annual electricityrequirement and will make savings inemissions of 11,500 tonnes of CO2, therebyreducing the Port’s carbon footprint byaround 30%.


9.85 Air quality considerations associated with theidentified infrastructure requirements are set outin Table 9.10.










Key issues

No key issues have been identified

Construction activity





Operations will generate additionalroad, rail and vessel traffic.

Dredging activity

Approach


Adoption of best practice working methodswhere appropriate including dust suppression,wheel washes and engine management.





ABP will encourage use of rail transfers andcoastal shipping.

Adoption of best practice working methods.

Table 9.10: Air quality issues to be considered in master planning at the Port of Southampton










Key issues

No key issues have been identified.

Construction and operationalactivity may impact on residentialand wildlife populations





Dredging activity may impact onresidential and wildlife populations

Approach


Contractors will be required to seek section 61agreements as a condition of contract.




Mitigation measures will be devised inconsultation with the Environmental HealthAuthority as part of the application process.Such measures may include, for example,construction hour restrictions, appropriateconstruction methodologies, acousticscreening, noise monitoring.


Mitigation measures will be devised inconsultation with the Environmental healthAuthority as part of the application process.Such measures may include, for example,construction hour restrictions, appropriateconstruction methodologies, acousticscreening, noise monitoring.


Noise

9.86 Like all major ports throughout the world,Southampton operates 24 hours a day, 7 days aweek. It has to do so in order to provide anacceptable standard of service to shippingcompanies, enabling the Port to remaincompetitive.

9.87 Noise from construction projects may be ofconcern for its temporary effects on humans andwildlife. Such effects are addressed at projectlevel through consultation and dialogue withlocal Environmental Health Authorities.

9.88 Noise from port operations tends to be moreconstant, which increases the potential forhumans and animals to become habituated.

9.89 Occupational noise issues are a matter for theport health and safety systems rather than themaster plan.


9.90 Noise considerations associated with theidentified infrastructure requirements are set outin Table 9.11.

Table 9.11: Noise issues to be considered in master planning at the Port of Southampton.


Cultural heritage

The Port forms an integral part ofSouthampton’s rich maritime history.

9.91 There is evidence that the Solent andSouthampton Water have been used forshipping for over 2,000 years. As a consequence, while impacts of dredging onmarine archaeology will be minor in areasalready affected by dredging, dredging of newareas may have the potential for significantimpacts. However, these can be mitigated ifappropriate schemes of initial investigation andfinds reporting are put in place.

9.92 The Port of Southampton has many connectionswith the area’s maritime past. The city’swaterfront was an embarkation point for thePilgrim Fathers’ voyage to America in 1620 andthe RMS Titanic, sailed from what is now theEastern Docks in 1912. The Eastern and WesternDocks also played a major role as a mainembarkation point for troops and suppliesduring both world wars.

9.93 Listed structures within the port estate comprisetwo former dry docks and the remains of RoyalPier.

9.94 Locations of sites of cultural heritage interestwith potential for interaction with the masterplan area have been considered.

9.95 Most archaeological remains within thedeveloped Port estate will already have beendisturbed significantly during the evolution ofthe Port.

9.96 Port land at Dibden comprises mainly dredgedmaterial, placed when the land was claimedfrom the sea. Previous studies undertaken byABP indicate that the near-surface archaeologicalresource is of minimal significance. However, afull assessment of the likely significant effectswill be carried out as part of any applicationprocess.


Any development of previously undisturbedareas will be subject to detailed assessment.

9.97 Listed building consent will be required for anychanges to listed structures but this isconsidered to be a project level issue.

9.98 Cultural heritage considerations associated withthe identified infrastructure requirements are setout in Table 9.12.










Key issues






Development will have to takeaccount of identified culturalheritage designations.

Development will have to takeaccount of identified culturalheritage designations.

Approach

Although unlikely, any potential for impacts oncultural heritage will be considered at projectlevel.





A full assessment of the likely significanteffects will be carried out as part of anyapplication process. The detailed design willbe discussed with local authority curators todetermine significance and any identifiedmitigation.

A full assessment of the likely significanteffects will be carried out as part of anyapplication process. The detailed design willbe discussed with local authority curators todetermine significance and any identifiedmitigation.

Table 9.12: Cultural heritage issues to be considered in master planning at the Port of Southampton.


Landscape

Effects on the setting of and views from theNational Park of developments on theDibden site are a material planningconsideration.

9.99 The docks and the vessels that use them arecharacteristic features of the marine andterrestrial landscape of Southampton and theWaterside, the lower reaches of the Rivers’ Testand Itchen and of Southampton Water. Theyare an important part of the identity of the cityand its sub-region and marine activities attractinterest from available viewing points on bothshores of the Test and Southampton Water. Theimportance of the City’s connections with thewater through Town Quay and Mayflower Park isnoted in the Southampton Local Plan.

9.100 The New Forest National Park adjoins the Dibdenreclaim. At this point the boundary follows theline of the former shore. Fields and woodland inABP’s ownership are within the National Park.The reclaimed Dibden Bay is bordered to thenorth by the MoD’s Sea Mounting Centre, whichis served by jetties and a rail connection to theFawley branch line. Hythe and Hythe MarinaVillage are to the south.

9.101 The landscape of the existing Port is notexpected to change substantially during the planperiod. Individual visible infrastructure, such ascranes, require replacement from time to time,and the master plan identifies that newbuildings, for example cruise terminals, multi-deck car parks, and cargo sheds are likely to berequired to serve trade growth. As they are setin an active port landscape, these structures areunlikely to have a wider impact.

9.102 The Dibden reclaim is opposite the Eastern Docksand next to the Sea Mounting Centre.Consequently, its use for Port purposes wouldnot generally be out of character with theestablished landscape of the Lower Test.Nevertheless, such development will have asignificant visual impact on surrounding areas,which, as noted above, include localcommunities and the National Park. ABP ownssufficient land to the west of the reclaim toenable a substantial mitigation package to beprovided and this would be a consideration fordiscussion with stakeholders representing theinterests in the area before proposals fordevelopment are assembled.


9.103 Landscape considerations associated with theidentified infrastructure requirements are set outin Table 9.13.

9.104 Any proposed development at Dibden will takeaccount of the Environment Act 1995 inconnection with conserving and enhancing thenatural beauty, wildlife and cultural areas of theNew Forest, as well as promoting opportunitiesfor the understanding and enjoyment of theNational Park.


Table 9.13 Landscape issues to be considered in master planning at the Port of Southampton.









Key issues

The issue of lighting will beconsidered.





The visual impacts of thedevelopment will depend on thetype of operation, which mayinclude normal port infrastructure,such as cranes and port lighting.

The visual impacts of thedevelopment will depend on thetype of operation, which mayinclude normal port infrastructure,such as cranes and port lighting.

Approach

No further consideration

Lighting considerations will take account of re-angling or partially shielding light sources;installation of passive infra red (PIR) controlswhere appropriate; using lower power lamps.


Lighting considerations will take account of re-angling or partially shielding light sources;using lower power lamps.


A full assessment of the likely significanteffects will be carried out as part of anyapplication process. Development will have totake account of the special character of theNew Forest National Park.


A full assessment of the likely significanteffects will be carried out as part of anyapplication process. Development will have totake account of the special character of theNew Forest National Park.



Figure 9.6: Marine recreation facilities in Southampton Water.

Based upon the Ordnance Survey Map with the permission of the Controllerof Her Majesty’ Stationery Office © Crown Copyright. Entec UK Ltd.AL100001776

Recreation and access

9.105 As Harbour Authority, ABP is responsible fornavigational safety of commercial andrecreational craft in Southampton Water and thetidal Test and Itchen. ABP also has pilotageresponsibilities for a wider area. These watersand others such as the Solent itself, Hamble andLymington Rivers, are renowned as one of themost popular and intensively used watersportsareas in north-west Europe. Recreational activityincludes yachting, dinghy sailing, jet-skiing,waterskiing and windsurfing.

9.106 There are in excess of 70 yacht and sailing clubsand some 60 dinghy sailing clubs within theSolent area. In addition there are some 40marinas in and around the port environs, the

largest of which are Ocean Village andSwanwick Marina (River Hamble).

9.107 Activity takes place all year round and generallyintensifies between March and October.

9.108 The Royal Yachting Association (RYA) has 60,000registered members living in the Solent areaalone, although it is speculated that the actualnumber of RYA members who use the area maybe double this figure.

9.109 Informal coastal recreation and tourism, as wellas organised activities, are important on theSolent coastline and in the southern half ofSouthampton Water. ABP, as harbour authority,plays a significant role in managing and co-ordinating a number of large events, such as theRound the Island Race, throughout the year.








Development on land at theDibden reclaim


Key issues






Development on the Dibden reclaimitself is unlikely to generate aconflict between marine recreationalinterests and port development,although it is recognised that theremay be an impact on the existingfootpath network

Interaction between the Port andrecreational activities may arise fromshared use of Southampton Water,the Solent and tributary estuaries byan increased number of commercialvessels and recreational craft andmay also include changes in use ofareas in the harbour authorityjurisdiction currently used forrecreational craft moorings; changesin siltation regimes arising fromcapital dredging.

Approach

Notice to Mariners advising of dredgingactivities are published by the Harbour Master.





Consideration to the route and the conditionof the footpath network in the area affectedby the detailed design will be a majorconsideration.

Before finalising designs, ABP will consult withrecreational users including the HarbourMasters of the Port, the River Hamble, Cowes,the Queens Harbour Master at Portsmouth,the Royal Yachting Association and yacht anddinghy associations / sailing clubs to minimiseor remove any concerns.

Ensuring navigational safety for commercialand recreational craft is a priority.

9.110 Figure 9.6 demonstrates recreational and accesslocations, including marine recreational facilitiesaround Southampton Water. A public right ofway exists to the west of the Dibden reclaim.


9.111 Ensuring navigational safety for commercial andrecreational craft is a priority for the Port and ismanaged through the Southampton VesselTraffic Services (VTS) system and a system ofNotices to Mariners.

9.112 Recreational and access considerationsassociated with the identified infrastructurerequirements are set out in Table 9.14.

Table 9.14 Recreational issues to be considered in master planning at the Port of Southampton.

Policy

9.113 ABP’s environmental policy is:

• to manage and reduce the environmentalrisk of our operations;

• to use natural resources in an efficient andresponsible manner;

• to ensure all new development andbusiness growth prospects have regard forthe environment and look for opportunitiesof environmental improvement;

• to effectively communicate ourenvironmental performance to all relevantstakeholders; and

• to prepare for and respond efficiently to allenvironmental incidents or emergencies.

Aerial view of the Port

Page 122

ABP Port of Southampton Master Plan 2009-2030 • Chapter 10 • Socio Economic Impact

Contents

10.1 This chapter considers the socio economicenvironment in which the Port operates andexplains the nature of the Port’s contribution inthat context.

10.2 In particular, it looks at how further developmentof the Port can benefit the region and the southHampshire sub-region.

Introduction

In 2007 the UK’s ports industry contributedan estimated £7.7 billion to GDP.

10.3 The ports industry makes a huge contribution tothe UK’s economy. A study published by OxfordEconomics in February 2009 estimated that theports sector directly employs 132,000 peopleand in 2007 contributed around £7.7 billion toGDP1 and around £3 billion in tax revenues1.

10.4 Ports serve the national interest, supporting thecompetitiveness of national and regionaleconomies. The Government makes it clear innational ports policy that it is in the nationalinterest that the UK’s ports remain able tohandle UK trade and its potential developmentefficiently and sustainably.

10.5 The Port of Southampton is recognised byGovernment in its spatial strategy for the region,the South East Plan, as a major internationaldeep-sea port with significant global andeconomic importance.

1 The economic contribution of ports to the UK economy, Oxford Economics (February 2009) 2 Solent Waterfront Strategy, South East England Development Agency, Marine South East, Partnership for Urban South Hampshire (2007)

“The Port is extremely important to the taxitrade in Southampton and for our livelihoods.The cruise ships, for example, bring in a lot ofbusiness. This is especially important in thecurrent economic climate. The Port is alsocrucially important for Southampton as awhole.”

Ian Hall, Chairman, Southampton HackneyAssociation

Chapter 10Socio Economic Impact

10.6 The Port of Southampton handles one fifth ofthe UK’s trade with non-EU countries by valueand is the UK’s premier international maritimegateway.

10.7 The Port is at the heart of marine industrieswithin the Solent sub-region, a sector which hasbeen calculated to generate a total GDP of £5.5billion, around 27% of the total value of theSolent economy, supporting in the order of77,000 jobs2.

10.8 The Port is also an important part of thecommunity, a role which is not limited toproviding jobs and income. It also providessupport for the community by facilitating leisureactivities and through its strong commitment toCorporate Responsibility.

The Port is an important part of thecommunity, a role which is not limited toproviding jobs and income.


“The Port is a major driver of thelocal economy.”Southampton City Council

The Port is a major employer of local people

Wallenius Wilhelmson Logistics (WWL) is aleading shipping company and global providerof vehicle logistic services. World-wide, WWLtransport around 3.3 million units each year; 1.7million by sea and 1.6 million inland. Theyemploy around 3200 people worldwide.

WWL’s UK base is a 125 acre site within theEastern Docks, known as the InternationalVehicle Terminal. This facility was the first multi-storey vehicle export facility when it opened inMay 2002. The Terminal features the latest carhandling safety mechanisms and computertechnologies which provide instant electronicdata interchange to the major carmanufacturers.

The Port of Southampton was chosen as WWL’smain hub facility in the UK because of itslocation – providing proximity to the mainshipping lines and good rail and roadconnections to inland markets and suppliers.Unrestricted berthing access for vessel calls isalso significant. A stabilised and harmoniouslabour force and relatively high skill levels alsocontributed to the choice of Southampton.

Jobs and income “I started working for an international graincompany in 1977 and relocated my family toSouthampton in 1996. Solent Stevedores offeredme a job as Assistant Berth Manager at the bulkterminal in 2001 and I moved up to BerthManager in 2007.

The role is challenging. Cargo throughput hasincreased as a consequence of the investmentthat Solent Stevedores and ABP have jointly putinto upgrading and expanding the terminal.

My family has settled into life very well since wemoved here and find it a very happy place tolive.”

Jerry Board, Berth Manager, Solent Stevedores.

“I graduated with a degree in Marine Biologyfrom Plymouth University in 2004. I am part ofABP’s Sustainable Development Team, which isbased in Southampton. I moved from London toHampshire in 2008.”

Liz English, Sustainable Development Officer,ABP

The Port’s economic influence is variedand widespread.


3 ‘The Economic Role of Ports’, Chamber of Commerce West Flanders / ECSA (funded by the SEEDA-led EU Interreg Project, IMPACTE). (2008)4 Southampton Cruise Tourism Report (2005) 5 Solent Waterfront Strategy Study (2008)

Container handling at the Port’s container terminal Canary Islands’ tomatoes are imported into the Port of Southampton

10.9 The Port of Southampton’s economic influence isboth varied and widespread. In particular, itdrives an extensive cluster of marine relatedactivities that range from shipping agents toacademic research.

10.10 It is estimated that the Port supports around10% of the city’s workforce3. Including multipliereffects, the impact of the cruise industry alone inthe sub-region was estimated in 2005 to be£202 million per annum or 2,400 jobs4. Thecruise industry at Southampton has seenconsiderable growth since this time.

10.11 The last estimate of jobs supported by thecommercial port itself were made during the mid1990s. At that time it was estimated that in theorder of 7,000 jobs were dependent on thecommercial Port. The Port has experienced

significant growth since the time of theseestimates.

10.12 A recent study has identified the Port as centralto the Solent maritime economy, which isestimated to support up to 77,000 jobs and beworth £5.5 billion5.

10.13 There is a connectivity between increased activityin the Port and the intensification of activity inthe surrounding urban areas. A consequence ofthe continued intensification of the Port estate isthat subsidiary activities such as transportdepots, open storage, warehouses anddistribution depots have progressively beenexcluded from the Port estate, and need to berelocated onto alternative locations within thesurrounding area.

Serving the world’s leading cruise operator

Carnival is the world’s leading cruise operator. Its brands include Cunard, P&O Cruises, Princess, Costa andHolland America.

Carnival opened its brand new headquarters in Southampton in 2009, which looks after the company’sAustralian, New Zealand and UK operations. The headquarters accommodates more than 1,000 employees.

The company has also recently commenced operations from the new multi-million pound Ocean Terminal atthe Port of Southampton.


6 Lloyds Register News Release, 21/04/067 ‘Lloyds Register Plans Southampton Move’, Boating Business, 01/11/08

10.15 As explained in further detail below, the spatialstrategy for the sub-region over the lifetime ofthe master plan will be led by sustainablegrowth and economic regeneration. ABP isalready committing to driving the economy ofthe future.

10.16 In 2008 the Port invested more than £61 million,the highest annual total in its history. Thisincluded the construction of a new £19 millioncruise terminal, Ocean Terminal, which openedin May 2009.

10.17 The Port is also helping to attract newinvestment and jobs in other ways. For example,Lloyds Register is relocating to Southamptonfrom its historic base in the City of London.

10.18 One of the main reasons is that some of thefirm’s major shipping clients have offices in thearea. The move will create 400 jobs, around onethird of which will be available for local people6.It is hoped that by helping to create a MarineCentre of Excellence, the Lloyds switch willattract yet more investment and jobs.

Creating employment opportunities

Intensification of activity within the existingcommercial Port and the future expansion of thePort will result in a significant number ofemployment opportunities associated with boththe construction and operational phases of theseworks.

The precise scale of such opportunities cannotbe determined in the master plan, as thenumber of jobs created will depend on thenature and scale of any development proposed.

Contrary to many common perceptions portoperational jobs are significant high value, highproductivity and high skilled activities. Portoperational jobs tend to be well paid. The typeof job created by port activities are those whichalign with the policy focus for ‘smart’ growthadvocated by the Regional Economic Strategyand the South East Plan. We envisage that theworkforce from the local and sub-regional areaswould fulfil the employment requirementsassociated with terminal operations, businessand regulatory functions.

Building our future

The central role that the Port has in theeconomy today means it also has a vital rolein driving the economy of tomorrow.

“What we are doing will attract a number of ourmajor clients to come and bring their activity toSouthampton.”

David Moorhouse, Executive Chairman,Lloyds Register7

National Oceanography Centre,Southampton (NOCS)

The National Oceanography Centre, based in thePort of Southampton, is one of the world’sleading institutions devoted to research andtechnology development in oceanography andmarine geosciences.

NOCS has over 550 staff spanning all majoroceanographic disciplines. It participates inEuropean and international initiatives and hostsnumerous national and international projects. Italso provides major services and facilities to theentire UK marine science community.

10.14 The central role that the Port has in the economytoday means it also has a vital role in driving theeconomy of tomorrow. During the master planperiod we envisage the expansion of the Port tothe Dibden reclaim, which will generateemployment opportunities during both theconstruction and operational phases. Whilst it isnot possible to be specific as to the number ofjobs that could be generated by development, asthis will depend on the precise nature of portdevelopment, we expect significant employmentpotential to be associated with the expansion ofthe Port.


Meeting the challenges of tomorrow

Southampton can attract businesses byensuring it continues to be a majorinternational deep-sea port with significantglobal and economic importance.

10.19 Looking ahead, the region and the sub-regionface many economic and social challenges. Anumber of documents prepared by local andregional policy makers set out key socioeconomic objectives that a growing andsuccessful port can help deliver.

10.20 The most significant of these is theGovernment’s spatial strategy for the region, theSouth East Plan. The strategy for the SouthHampshire sub-region set out in this plan aimsto improve the sub-region’s economicperformance to at least match the regionalaverage, with a target of achieving a gross valueadded (GVA) of 3.5% per annum by 2026. Thestrategy recognises that this will involve anincrease in jobs as well as productivity, requiringland for business development.

10.21 In setting out the amount of land needed thesub-regional strategy highlights that land maybe required for port uses at the Port ofSouthampton, recognising that this includesland that maintains and enhances the role of thePort. Elsewhere the strategy makes clear that therole of the Port which needs to be maintainedand enhanced is as a major international deep-sea gateway port with significant global andeconomic importance.

10.22 As has been explained elsewhere in this masterplan the South East Plan makes it clear that thePort’s master plan document is the means bywhich the future infrastructure requirements of thePort should be identified, to then be taken accountof in relevant national strategies, localdevelopment documents and local transport plans.

10.23 This master plan therefore sets out theinfrastructure requirements of the Port ofSouthampton that are considered to be requiredto ensure that the role of the Port of

Southampton is maintained and enhanced andthereby significantly assist in the achievement ofthe strategy for the sub-region and the region asa whole.

10.24 Other documents containing socio economicobjectives include those prepared by:

• Southampton City Council;

• New Forest District Council;

• Southampton Partnership;

• Partnership for Urban South Hampshire(PUSH); and

• South East England Development Agency

(see Table 10.1).

10.25 The Partnership for Urban South Hampshire(PUSH) Strategy published in 2006 aims tocreate 59,000 jobs by 2026 and increaseproductivity by raising skills and innovation.Research quoted in the Solent WaterfrontStrategy reveals that each employee in themaritime sector has a productivity value of£125,000, significantly higher than the nationalaverage of £48,000.

10.26 The City of Southampton Core Strategy pointsout that Southampton can attract businesses byensuring it continues to be the UK’s premiercruise port and a major European container port.Southampton City Council’s Local DevelopmentFramework describes the Port as one of the city’s‘key strengths’.

10.27 The New Forest District Core Strategy sets out asone of its objectives the making of a positivecontribution to the delivery of the South EastPlan’s strategy for the regeneration andimproved economic performance of the SouthHampshire sub-region. As the master planexplains, the Port will play a significant role inthe achievement of this objective.

10.28 The South East Regional Economic Strategystates that “if the South East is to continue toattract and retain investment, it will be vital toimprove the infrastructure that businessesrequire to respond to the pressures of the globaleconomy. This includes not just the roadnetwork, but also the rail, airport and portinfrastructures.”


Table 10.1: Summary of planning documents prepared by local and regional policy makers.

Plan / Strategy

Planning Southampton to 2026

Southampton City Council

The City of SouthamptonStrategy – A 20 year vision

Southampton Partnershipand Southampton CityCouncil

PUSH Vision and Strategy

Partnership for Urban SouthHampshire (PUSH)

Solent Waterfront Strategy

South East EnglandDevelopment Agency(SEEDA), Marine South East,PUSH

South East RegionalEconomic Strategy

South East EnglandDevelopment Agency(SEEDA)

Target / Objective

• A growing regional centre within a prosperous SouthHampshire.

• A major regional centre for economic growth, providing jobsin new and growing businesses, including the Port ofSouthampton.

• A dynamic business environment.

• A world-wide profile, attracting visitors, new citizens andbusinesses by being the UK’s premier cruise liner port, amajor European container port and the local city for one ofthe UK’s top airports.

• Promoting economic success by seeking to create a diverseeconomy where business, enterprise and individuals canflourish, underpinned by modern skills.

• Investing in infrastructure and sustainable solutions.

• 59,000 jobs by 2026.

• Promote innovation and growth and support the coremaritime clusters.

• Investing in infrastructure and sustainable solutions.

• Global competitiveness.

• Increase the number of businesses in the south eastoperating internationally from an estimated 8% in 2003 to21% by 2016, maximising the region’s share of globalForeign Direct Investment.

• Smart growth.

• Sustainable prosperity.

Can the Port Help?

✓

✓

✓

✓

✓

“Relevant regional strategies, local developmentdocuments and local transport plans will includepolicies and proposals for infrastructure thatmaintain and enhance the role of Southamptonas a gateway port. The Port of Southampton isrecognised as a major international deep-seaport with significant global and economicimportance”

‘The South East Plan’ (May 2009), GovernmentOffice for the South East

“Southampton will have developed as a majorregional centre for economic growth. It will beproviding jobs in new and growing businesses,including the Port of Southampton.”

‘Planning Southampton to 2026’, SouthamptonCity Council (2006)

“Southampton will have a world-wide profile,attracting citizens and businesses by being theUK’s premier cruise liner home port, a majorEuropean container port and the local city forone of the UK’s top airports.”

‘The City of Southampton Strategy – A 20 yearvision’, Southampton Partnership andSouthampton City Council (2006)


Leisure

10.31 The Port of Southampton is an important part ofthe city’s every day life. Apart from providingjobs and income, the Port facilitates a widerange of leisure activities.

10.32 For example, the Port has initiated theSouthampton Water Recreational Users Group(SWRUG), which exists to ensure safe operatingprocedures within Southampton Water and topromote co-ordination and dialogue between alluser groups.

10.33 Vessel Traffic Services (VTS) provides vessels withadvice and guidance on navigational safety andplays an essential role in helping to make surethat all recreational sailing on the Solent cantake place in a safe environment. This is a majortask bearing in mind that the combinedmembership of yachting and sailing clubs in theSolent area is well in excess of 100,000.

10.34 The Solent Cruising and Racing Association(SCRA), which comprises 73 clubs from theSolent region, was involved in organising over400 sailing events in 2007. The Solent is alsohome to a number of world-renowned yachtingevents, including Cowes Week, the Round theIsland Yacht Race and the Little Britain ChallengeCup, which together attract almost 3,000 boatseach year.

10.35 The Port is pleased to support many of theseevents. For example, every August the CowesWeek sailing regatta holds up to 40 races perday. ABP provides volunteer pilots to ensure thesafe passage of shipping and yachts.

Promoting the City of Southampton andthe sub-region

10.36 The Port actively participates with local partnersto help promote the City of Southampton andsub-region on a number of levels. This rangesfrom working with the local Southampton and

“If the South East is to continue to attract andretain investment, it will be vital to improve theinfrastructure that businesses require to respondto the pressures of the global economy. Thisincludes not just the road network, but also therail, airport and port infrastructures, as well asinformation and communications technologies.”

‘The Regional Economic Strategy 2006-2016: Aframework for sustainable prosperity’ - SouthEast England Development Agency (2006)

“The Southampton Master Mariners Club (TheCachalots) was founded in 1928. Our membersare great supporters of the Port. The longhistory between The Cachalots and ABP rangesfrom technical contributions on maritimematters to social events such as the annual SeaPie Supper and Shipping Festival Service. Welook forward to contributing to the aspirationsand objectives contained within this masterplan.”

John Mileusnic, ABP Pilot and Captain of theSouthampton Master Mariners ‘The Cachalots’

“The way that we work with ABP and thevolunteer pilots is wonderful. The system hasdramatically reduced the amount of races beingdelayed and the number of incidents on thewater, which is great news for us and the CowesWeek competitors.”

Stuart Quarrie,Chief Executive of Cowes Week Ltd

The Port and the community

10.29 The Port of Southampton is strongly committedto supporting the community. This commitmentranges from supporting local charity work toraising the city’s national and internationalprofile. It also means that we always aim tostrike the right balance with the operationalneeds of the Port.

10.30 ABP was awarded the Silver Standard in theCorporate Resposibility Index by Business in theCommunity for its work in 2008.


Cunard is one of Carnival UK’sprestigious cruise lines

• The Health and Safety Executive;

• The Maritime and Coastguard Agency;

• The Office of the Rail Regulator; and

• Relevant local authorities.

10.42 UK, EU and international legislation andguidance is applied to safely manage the vastrange of activity within the ports.

10.43 Much of this legislation and guidance is generic,in the sense that it applies equally to allcommercial operations and workplaces, forexample the Health and Safety at Work Act1974. Some is very specific to the ports industry,for example the Docks Regulations 1988.

10.44 Due to the ports forming a strategic hub forstorage and distribution, there are also facilitieswithin and adjacent to the ports, in the controlof both ABP and others, which fall under theControl of Major Accident Hazards Regulations1999.

10.45 Materials handled under the COMAHRegulations generally include chemicals andpetroleum products. These regulations areenforced by the HSE with input from other localregulators and stakeholders, and prescribe safestorage and handling systems and plans relevantto the type and quantities of materials involved.

10.46 As part of our corporate Safety Policy, we setclear systems,structures andobjectives across allof our operations,includingemploying health

Seehttp://csr.abports.co.uk/workplace/healthsafety/policy.htmfor further information on ourcorporate safety policy and safetymanagement system.

Fareham Chamber of Commerce to hostingmany prestigious cruise events and ceremonies.

10.37 For example, the Port has been the location for:

• The meeting of Cunard’s three ‘Queens’ in April 2008;

• The naming of Cunard’s Queen Victoria bythe Duchess of Cornwall;

• The naming of Ventura by Dame HelenMirren; and

• The naming and inaugural celebrations ofRoyal Caribbean’s Independence of the Seas.

10.38 Another important role the Port plays in helpingto promote the city is through the SouthamptonInternational Boat Show, one of the world’slargest boat shows with over 121,000 visitors in2009.

Port Health

10.39 Southampton Port Health Services, part ofSouthampton City Council, is responsible forcarrying out all the statutory functions of thePort Health Authority at the Port ofSouthampton. The Port Health Authoritymonitors container movements, shippingmovements and cruise ship arrivals in connectionwith environmental health control functions. Asthe Port grows in futures years, it is recognisedthat the Port Health Authority will need to bepart of that growth. It is therefore theresponsibility of ABP to liaise with Port HealthServices on a regular basis to ensure thatstatutory functions continue to be managed andresourced effectively.

Port safety and security

10.40 The UK ports industry operates in a highlyregulated environment, with multi-agency inputinto the safety and security aspects of theoperation and development of facilities andservices.

10.41 The regulation of safety in the ports involvesagencies such as:

The Port is an active supporter ofthe Boat Show


and safety professionals in all regions to monitorand advise on safety performance and to workwith our managers, employees, regulators andother stakeholders to properly apply the vastrange of legislation and guidance under whichour ports operate.

10.47 Similar to safety, the security regimessurrounding UK ports are heavily regulated, andagain involve multi-agency approaches tomanaging risk.

10.48 Since the 2001 terrorist attacks in the UnitedStates, the International Maritime Organisation(IMO) has implemented a series of amendmentsto the Convention on the Safety of Life at Sea1974 (SOLAS) and a new International Ship andPort Facility Security Code (ISPS Code).

10.49 Additionally, in 2004 a European UnionRegulation on Enhancing Ship and Port FacilitySecurity came into force. Although theregulation does not stipulate security standards,it provides a basis for consistent implementationof the IMO requirements in all EU memberstates.

10.50 In the UK, implementation of the IMOrequirements forms part of the National MaritimeSecurity Programme (NMSP). This programmebrings together the UK’s previous maritime regimeand various international and European initiativesto provide a comprehensive protective securityregime for UK ships and ports.

10.51 The Transport Security and ContingenciesDirectorate (TRANSEC) of the Department ofTransport has overall responsibility for the policydevelopment and implementation ofprogrammes for port facility and passenger shipsecurity.

10.52 The Maritime Coastguard Agency (MCA), of theDepartment for Transport, assists TRANSEC withship security within a policy framework agreedwith TRANSEC.

10.53 In the UK, TRANSEC has provided Port FacilitySecurity Instructions detailing instructions andguidance on the implementation of the required

security measures, although the preparation ofPort Facility Security Plans is a matter forindividual ports, subject to the oversight ofTRANSEC.

10.54 The Port of Southampton is a Category 2responder under the Civil Contingencies Act2004. This requires the Port to share informationwith Category 1 responders, which include theGovernment and emergency response agencies.Notwithstanding the requirements of the Act,the Port has in place separate contingency plansto deal with on-site emergencies.

10.55 In summary, all UK ports operate within acomprehensive regime of regulations designedto promote safe and secure operation. However,within this framework, which is subject toconstant change based upon the evaluation ofrisk, there is a need to be able to respond quicklyand effectively in the provision of new facilities,services and systems to meet the needs of UKand international trade.

Policy

10.56 ABP will through the application of theInfrastructure Requirements policy and themaintenance and enhancement of the role ofthe Port through the master plan period,ensure significant socio economic benefits aregenerated.

10.57 ABP will continue to provide, within the widerstatutory Port area, for water-based leisureactivities and promote, as it is able, the City ofSouthampton and sub-region.

10.58 ABP will continue to liaise with SouthamptonCity Council to ensure that sufficientresources are available to facilitate thestatutory duties of the Port Health Authority.

10.59 The Port will continue to work with Category1 responders as defined by the CivilContingencies Act to ensure comprehensiveand effective emergency planning.

ABP Port of Southampton Master Plan 2009-2030 • Appendix 1

Glossary of TermsBackload – a return load usually carried at a discountbecause the vessel or lorry would otherwise be empty ofcargo.

Deep-sea – port traffic between the UK and Africa(excluding Mediterranean countries), America (both Northand South America), Asia (excluding Mediterranean andBlack Sea countries) and Australasia.

GBFM (Great Britain Freight Model) – modelling techniqueused by the Department for Transport.

Habitats Regulations – The Conservation (Natural Habitats,&c.) Regulations 1994. These regulations transpose CouncilDirective 92/43/EEC on the conservation of natural habitatsand of wild fauna and flora into UK legislation.

Harbour Area – area for which the Harbour Master of thePort of Southampton has jurisdiction. This covers an areabounded by the upper reaches of the Rivers Test andItchen, Southampton Water and bounded by a line fromEgypt Point to Stansore Point in the Western Solent and animaginary line between Hill Head and Old Castle Point onthe Isle of Wight.

IMPACTE (Intermodal Port Access and Commodities Transportin Europe) – project co-funded under the EuropeanINTERREG IIIB programme for North West Europe and ledby SEEDA to promote and facilitate sustainable port baseddevelopment and distribution of freight, focusing oneconomic, social and environmental benefits.

Lift-on/lift-off cargo (lo-lo) – cargo lifted on and off ships bycrane. In the context of the Port of Southampton, thisusually refers to containers being loaded on and off shipsusing dedicated container cranes.

Multi-deck – facility for the intensive storage of ro-ro traffic(import or export) awaiting onward transportation; similarto a multi-storey car park.

PUSH (Partnership for Urban South Hampshire) – partnershipof local authorities committed to improving sustainableand economic-led growth and the overall prosperity of thearea. See www.push.gov.uk.

Roll-on/roll-off cargo (ro-ro) – cargo capable of beingwheeled on and off ships. In the context of the Port ofSouthampton, this usually refers to motor vehicles that canbe loaded and unloaded under their own power.

Rail Freight Group – organisation comprising shipping lines,logistics providers, suppliers, terminal operators, ports andfreight train operating companies whose aim is to promotecost effective rail solutions for freight.

Ramsar sites – areas listed under the InternationalConvention on Wetlands of International Importance,especially as waterfowl habitat, signed at Ramsar, Iran in1971.

SAC (Special Area of Conservation) – areas protected underEuropean Council Directive 92/43/EEC on the conservationof natural habitats and of wild fauna and flora (TheHabitats Directive).

SEEDA (South East England Development Agency) –government agency tasked with the delivery of sustainableeconomic development and regeneration of the southeast. See www.seeda.co.uk.

Short-sea – port traffic between the UK and EU or Albania,Algeria, Azerbaijan, Croatia, Egypt, Georgia, Gibraltar,Malta, Iceland, Israel, Lebanon, Libya, Monaco, Morocco,Norway, Cyprus, Russia, Syria, Tunisia, Turkey and Ukraine.

Solent Waterfront Strategy – analysis of the Solent marinesector led by SEEDA.See www.seeda.co.uk/Solent_Waterfront

SMART (Solent Midlands Advancement of Rail Transport) –programme of works to upgrade rail infrastructurebetween Southampton and the Midlands to facilitate themovement of 9’6” high containers on standard railwagons.

SMMT (Society of Motor Manufacturers and Traders) –organisation which promotes the interests of the UKautomotive industry. See www.smmt.co.uk

Southampton Partnership – local strategic partnership withmembers from the private, public, voluntary andcommunity sectors whose objective is the implementationof measures to improve quality of life within theSouthampton area.See www.southampton-partnership.com

SPA (Special Protection Area) – areas protected underEuropean Council Directive 79/409/EEC for theconservation of wild birds (The Birds Directive).

SSSI (Site of Special Scientific Interest) – areas protectedunder the Wildlife and Countryside Act 1981 for theprotection and conservation of flora and fauna.

Strategic National Corridor – transport corridors which linkkey centres of population to each other and to the busiestinternational trade gateways.

TEU (Twenty-foot Equivalent Unit) – the industry standardmeasure of container capacity. Most containers today are40 feet in length and are therefore the equivalent of 2TEU.

Transport hub – facility where cargo (or passengers) arehandled in such quantities that opportunities for onwardtransportation (road, rail, coastal shipping) are more likelyas a result of the critical mass.

VTS (Vessel Traffic Services) – surveillance andcommunications system operated by the Harbour Masterdesigned to provide vessels operating within its area ofcoverage with advice and guidance on matters ofnavigational safety.

Aerial of the Eastern Docks of the Port of Southampton

port of southampton master plan 2009-2030

Documents