Port of Leith:

21st Century Gateway Port

ENVIRONMENTAL STATEMENT
VOLUME 1 (OF 4): NON TECHNICAL SUMMARY
(DRAFT)



FEBRUARY 2014



Port of Leith:
21st Century Gateway Port


ENVIRONMENTAL STATEMENT
VOLUME 1 (OF 4): NON TECHICAL SUMMARY
FEBRUARY 2014


Sinclair Knight Merz
OneSixty
160 Dundee Street
Edinburgh
EH11 1DQ
Tel: +44 (0) 131 222 3530
Fax: +44 (0) 131 222 3531
Web: www.skmconsulting.com


COPYRIGHT: The concepts and information contained in this document are the property of
Sinclair Knight Merz (Europe) Ltd. Use or copying of this document in whole or in part without the
written permission of Sinclair Knight Merz (Europe) Ltd constitutes an infringement of copyright.
LIMITATION: This report has been prepared on behalf of and for the exclusive use of Sinclair
Knight Merz (Europe) Ltds Client, and is subject to and issued in connection with the provisions of
the agreement between Sinclair Knight Merz (Europe) Ltd and its Client. Sinclair Knight Merz
(Europe) Ltd accepts no liability or responsibility whatsoever for or in respect of any use of or
reliance upon this report by any third party.
REGISTERED ENVIRONMENTAL IMPACT ASSESSOR: Sinclair Knight Merz are Registered
Environmental Impact Assessors with the Institute of Environmental Management and
Assessment (IEMA), a leading international organisation dedicated to the promotion of
sustainable development and to the promotion of best practice standards in environmental
assessment and management.
The Registered Environmental Impact Assessor status (or membership) is awarded to
organisations capable of producing environmental statements in accordance with current best
practice standards. It is a status which reflects ability in environmental impact assessment work
and has been awarded on the basis of a measure of the quality of work produced by Sinclair
Knight Merz.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 1
Contents

1 Introduction 2
2 The need for the proposed development 2
3 The proposed development 3
4 Consenting process 4
5 Consultations 4
6 The site 5
7 Environmental Impact Assessment 5
8 Non Technical Summary 6
9 Summary of Environmental Effects 6
9.1 Hydrogeology, geology and soils 6
9.2 Hydrology and flooding 7
9.3 Water and sediment quality 7
9.4 Coastal processes 8
9.5 Commercial fisheries 8
9.6 Marine mammal ecology 9
9.7 Fish and shellfish ecology 9
9.8 Benthic ecology 10
9.9 Terrestrial ecology 10
9.10 Ornithology 11
9.11 Landscape, townscape, seascape and visual amenity 11
9.12 Archaeology and cultural heritage 13
9.13 Socio-economics 13
9.14 Aviation and telecommunications 14
9.15 Traffic and transport 14
9.16 Air quality 15
9.17 Noise and vibration 16
9.18 Shipping and navigation 17
10 Viewing and purchasing the Environmental Statement 18
10.1 Viewing the Environmental Statement 18
10.2 Downloading of the Environmental Statement 18
10.3 Purchase of the Environmental Statement 18




Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 2
1 Introduction
1.1 Scottish Enterprise, Forth Ports Ltd. and the City of Edinburgh Council are working
together to reconfigure the Port of Leith as a 21st Century Gateway Port that can
respond to emerging market opportunities and create long term and sustainable
economic development opportunities for Scotland. The location of the proposals is
shown in Figure 1.
1.2 There are two key elements to the 21st Century Gateway Port development
proposals; new marine infrastructure outwith, but adjacent to, the current port
boundary and land-based proposals within the port.
1.3 The marine infrastructure is proposed to allow the port to handle vessels larger than
those that can gain access to it via the existing lock. This will take the form of a new
shipping berth on the north western edge of the Port (the outer berth). The land-
based element will comprise development plots, hardstandings and associated
infrastructure, quayside upgrading works and the construction of a heavy load route
through the port estate. It will also include the creation of new land by partially
infilling the existing Edinburgh Dock and demolition of the existing Imperial Grain
Silo, both of which are located within the port.
1.4 The proposed development will include buildings required for business, general
industrial and storage and distribution uses, including those that could house
manufacturing for the offshore wind industry, producing wind turbine components
such as towers and nacelles. To facilitate the construction of parts of the proposed
development, aggregate will be required and one possible source for this will be a
previously licensed extraction site in the Firth of Forth known as Middle Bank which
lies approximately 1km to the north of the proposed development. The proposals
also include a new wader roost habitat for birds as part of measures to avoid
potentially significant impacts on an area of the Firth of Forth that lies adjacent to the
port and which is internationally designated for its bird interests.
1.5 A Development Framework for the 21st Century Gateway Port has been prepared
which sets out the vision for the Port of Leith proposals and contains information on
the design elements associated with the proposed development.
1.6 This document comprises the Non Technical Summary (NTS) of the Environmental
Statement (ES) prepared in support of the consent applications for the proposed
development.
2 The need for the proposed development
2.1 The Scottish Government, in its 2020 Routemap for Renewable Energy in Scotland,
2011, has given a commitment that renewables will account for the generation of
the equivalent of 100% of Scotlands domestic electricity demand and a 30% share
of all energy demand (heat and transport as well as electricity) by 2020. In addition,
there is further commitment to reducing carbon emissions by at least 80% from 1990
levels by 2050 and by at least 42% by 2020. In contributing to the meeting of these
targets, Scottish Enterprise and Highlands and Islands Enterprise were tasked with
setting out plans to attract inward investment to fill gaps in the current renewables
supply chain and develop new technologies. This led to the development of the
National Renewables Infrastructure Plan which identified appropriate sites which
could support the growth of a Scottish-based offshore renewables industry.
2.2 A number of wind turbine manufacturers preferred strategy is to establish their own
turbine assembly facilities alongside key component manufacturing facilities on a
single new coastal site considered to ideally be located on the east coast of the UK.
This is to enable export to continental projects and proximity to wind farm allocations
and sites. A key issue for the offshore wind market is ease of marine or vessel
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 3
access for the current and new generation of wind turbine deployment vessels.
Given its location on the Firth of Forth and the large area of development land
available, the Port of Leith was identified as the first preferred site for large scale
manufacturing, installation activities and operations and maintenance (Highland and
Islands Enterprise and Scottish Enterprise, 2010).
2.3 In 2012, a Memorandum of Understanding between Forth Ports Limited, Scottish
Enterprise and the City of Edinburgh Council was signed with the aim of developing
a new masterplan (or Development Framework) to create a 21st Century gateway
port at the Port of Leith to support key industries, (including wind turbine
manufacturing), throughout Scotland. In order for this to progress, berthing facilities
at the port need to be enhanced to allow for larger vessels. Along with proposals for
a new shipping berth, the Development Framework also identifies plots of land within
the port that can potentially be developed by inward investors seeking a port based
location for manufacturing, storage and/or distribution which offers proximity to
enhanced berthing facilities and the ready ability to transfer goods by sea.
3 The proposed development
3.1 The proposed development comprises the following, along with associated
requirements for the proposed aggregate extraction at Middle Bank, dredging and
the disposal of spoil material.
Development Framework
New shipping berth on the Firth of Forth adjacent to the Port of Leith (the outer
berth)
Laydown area for storage
Development plots for business, industrial, storage and distribution uses
Heavy load route
Demolition of Imperial Grain Silo
Upgrading of internal roads
Partial infill of Edinburgh Dock
Imperial Dock (inner berth) upgrade
New wader roost for birds
3.2 The layout for the proposed Development Framework is shown in Figure 2.
3.3 The following operations are required for the implementation of the Development
Framework:
the provision of aggregate (as infill material for the outer berth and Edinburgh
Dock) which could be obtained by the extraction of marine aggregate material
from the previously licensed extraction site at Middle Bank;
dredging required for the proposed outer berth construction; and
disposal of spoil material from dredging operations.
3.4 The area for the potential extraction of marine aggregate material at Middle Bank
and three potential licensed disposal sites (Oxcars, Blae Rock and Narrow Deep)
for the disposal of spoil are shown in Figure 3.
3.5 It is envisaged that the proposed development will take around three years to
complete, however, this will depend on potential inward investor programmes to
construct buildings within the development plots.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 4
4 Consenting process
4.1 As the proposal comprises land and marine based development, various consents
are required from different authorities under different legislation. Land based
development will be subject to either a Harbour Revision Order (HRO) or an
application for Planning Permission in Principle. Planning Permission in Principle will
establish the principle of using the land for business, general industrial and storage
and distribution uses. In addition, the demolition of the Imperial Grain Silo and partial
infilling of Edinburgh Dock will require separate Listed Building Consents. Works
associated with the proposed outer berth, heavy load route, quayside upgrade
works, partial infilling of Edinburgh Dock and proposed new wader roost will be
subject to a Harbour Revision Order.
4.2 Marine based works comprising the dredging and aggregate extraction in Middle
Bank, the disposal of marine aggregate, works associated with construction of the
proposed outer berth and the formation of the proposed new wader roost for birds
will require marine licences. Application boundaries for the Harbour Revision Order,
Planning Permission in Principle and Marine Licensing are shown in Figure 4.
5 Consultations
5.1 In progressing the proposed development through the EIA process, consultation on
the proposed development was carried out with a large number of consultees
including Transport Scotland who is responsible for dealing with consent associated
with the HRO, the City of Edinburgh Council from whom Planning Permission in
Principle is being sought and Marine Scotland with respect to marine licensing.
5.2 These consultations have included the formal submission of a request for a Scoping
Opinion under the EIA Regulations and supplementary consultations with statutory
consultees (organisations which are designated by the Government as having a duty
to comment on applications for development eg. Scottish Natural Heritage) and non-
statutory consultees (other bodies who are typically invited to comment on
applications, but who may respond if they choose to eg. Royal Society for the
Protection of Birds) to obtain a wide spectrum of views. The views of these
consultees have been taken into consideration during the EIA process and
incorporated into the ES.
5.3 In addition, public consultation was undertaken through XXX.
5.4 Scottish Enterprise will publicise the submission of consents
Comment [p1]: To be completed
Comment [p2]: To be completed
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 5
6 The site
6.1 The Port of Leith is Scotlands largest deep water port, and is one of eight
commercial ports owned and operated by Forth Ports Limited. The port has the
capacity to handle vessels up to 50,000 DWT (deadweight tons) and a length of 210
m. Vessels larger than this either berth at an alternative port or at an anchorage area
in the Firth of Forth located west of the Port of Leith.
6.2 The proposed area for development within the Development Framework is generally
level and covers an area of approximately 160 ha. Existing land within the
Development Framework area is used for operational port activities, typically pipe
imports/exports, bulk cargoes of grains, animal feeds, sands and aggregates,
cement, iron ore and coal. The existing area within the proposed area to be
developed is currently used for such port activities as loading and unloading of
vessels and the storage of cargo and has pipe-coating plant and ready mix concrete
facilities. The disused Category B Listed Imperial Grain Silo also lies within the
Development Framework boundary. A freight rail link runs into the eastern part of the
port.
6.3 Surrounding the Port of Leith lies a mix of retail, leisure and office facilities, industrial
and residential areas. Ocean Terminal, a major retail and leisure facility with two
multi-storey car parks, lies adjacent to the west of the Development Framework
boundary. A number of other recreational and tourism facilities also lie within 1 km of
the site, including the Royal Yacht Britannia, berthed adjacent to Ocean Terminal
and an area centred on The Shore comprising homes, pubs, restaurants and hotels
to the south east. To the west of the Ocean Terminal is the cruise terminal facility. A
Scottish Government office is situated at Victoria Quay, approximately 110 m to the
south. The land use to the immediate south of the Port comprises housing on the
northern edge of Leith including the recent residential developments along Ocean
Drive. The Port of Leith secure port estate is accessed via Bath Road which links
onto the A199 (Salamander Street) which provides a direct route onto the A1 and
A720.
6.4 Two sites with international designations for nature conservation lie within or on the
edge of the proposed development area: the Firth of Forth Ramsar Site and Special
Protection Area (SPA) which lies along the northern boundary of the Port of Leith
and the Imperial Dock Lock SPA situated within the port. Both are designated for
their important bird populations.
7 Environmental Impact Assessment
7.1 The 21st Century Gateway Port ES is the formal written statement of the findings of
the proposed developments environmental impact assessment (EIA). It addresses
the predicted positive and adverse impacts on the environment during the
construction and operation of the proposed development and proposes mitigation
measures where necessary to avoid or limit significant environmental impacts. The
ES supports all three types of consent application associated with the proposed
development. The EIA has been undertaken in accordance with The Town and
Country Planning (Environmental Impact Assessment) Regulations 2011, Harbour
Works (Environmental Impact Assessment) Regulations 1999 and the Marine
Works (Environmental Impact Assessment) Regulations 2007 (as amended). For the
purposes of this EIA and the different consenting regimes involved, the 2011
Regulations (the EIA Regulations) are considered to provide the most up to date
expression of requirements.
7.2 The ES is intended to allow the reader to understand the nature of the proposed
development and to evaluate the likely significant impacts. It therefore acts to aid the
decision-making process and to present information in a readily acceptable form.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 6
7.3 This ES is presented in four separate volumes, of which this NTS is Volume 1:
Volume 1: Non Technical Summary (NTS) (this document)
Volume 2: Main Text
Volume 3: Appendices
Volume 4: Figures
7.4 The ES is also accompanied by the following documents:
Habitats Regulation Assessment
Planning Statement
Transport Statement
Sustainability Statement
Pre-Application Community Notification
7.5 Details on how to view or purchase copies of the ES are provided in Section 10 of
this NTS. Through the publication of the ES, consultees are encouraged to
contribute to the consenting and development process by active participation in the
application consultation process.
8 Non Technical Summary
8.1 This document comprises the Non Technical Summary (NTS) of the ES which
presents the findings of the EIA in non-technical language. The publication and
circulation of this NTS is intended to assist in understanding the predicted positive
and adverse significant impacts of the proposed development in relation to its
surrounding environment.
9 Summary of Environmental Effects
9.1 Hydrogeology, geology and soils
9.1.1 An impact assessment relating to hydrogeology, geology and soils for the proposed
development was undertaken. A desk based review of the site sensitivity identified
that groundwater and soils are both potential impact receptors.
9.1.2 Mitigation during the construction phase includes assessment of soils prior to
development to assess their suitability for re-use. A variety of methods of piling are
proposed. A Foundation Works Risk Assessment will be undertaken prior to
commencing piling works in order to mitigate the potential impacts from piling which
can create a risk to groundwater. General construction activities will be based on
good practice and incorporated into a Construction Environmental Management
Plan.
9.1.3 Mitigation during the operational phase will be controlled through a site
Environmental Management Plan. This will promote good housekeeping procedures
to proactively manage activities that could represent a risk to soils or groundwater.
9.1.4 Following application of the mitigation measures presented there will be no
significant residual impacts on soils or groundwater.
Comment [p3]: To be confirmed
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 7
9.2 Hydrology and flooding
9.2.1 The hydrology and flooding assessment considered potential impacts on the local
area including adjacent designated nature conservation sites, localised flood risk
surface water drainage patterns and on licenced abstraction and discharge
consents.
9.2.2 There are several watercourses and waterbodies in the vicinity of the proposed
development including the Water of Leith, the docks, the Western Harbour and the
Firth of Forth. Within the operational port area, there are several buildings and
extensive hardstanding areas, with mostly flat topography and ground levels ranging
between approximately 4.8 m and 6.2 m AOD. A subsurface drainage system exists
within the operational port area to discharge surface water to either the docks or the
Firth of Forth. The exchange of water between the docks (and the Water of Leith)
and the Firth of Forth is controlled by a shipping lock and associated culverts.
9.2.3 Due to the urban nature of the site and surrounding land, several overflows from the
Scottish Water sewerage network are also present. Indicative flood mapping
provided by SEPA indicates that areas within the proposed development may be at
risk from both fluvial (river) and coastal (surface water) flooding. A flood risk
assessment was therefore undertaken which, given the height of the ground surface
level of the proposed development and the capacity of the existing drainage system,
considered the risk of flooding to be low.
9.2.4 Specific mitigation measures to be implemented during construction include the
development of a surface water management plan within the Construction
Environmental Management Plan to mitigate potential flooding impacts and the
generation of sediment in runoff from works areas which will be developed prior to
the onset of construction. With the implementation of mitigation measures, all
residual impacts during construction have been assessed as being not significant.
9.2.5 The partial infilling of Edinburgh Dock will result in a small decrease in flood storage,
however this will have a low impact on flood risk and therefore no mitigation is
required. There is a risk of flooding to several areas of the site if existing flood
control apparatus within the docks fail during operation. However, this apparatus will
continue to be maintained to reduce the likelihood of this occurring; there are no
associated significant residual impacts.
9.3 Water and sediment quality
9.3.1 The water quality around the Port of Leith is generally typical of the Firth of Forth.
Patches of sediment around the Port of Leith contain high amounts of hydrocarbons
and metals, including parts of the area that will be disturbed. The impacts of the
development on designated shellfish waters, designated bathing waters, Blue Flag
beaches, and water bodies monitored under the Water Framework Directive were
assessed.
9.3.2 It was found that there was no impact pathway to bathing waters as there is no
predicted change of water flows at the Seafield Wastewater Treatment Works outfall
pipe, and no impact pathway to shellfish waters through increases in suspended
sediments or waterborne contaminants. The impact of increased turbidity on Blue
Flag beaches was found to be not significant as it would not be detectable above
existing conditions. The impact of historic contaminant release (through disturbance
of sediments) on the monitored water body was found to be of minor significance. No
mitigation, beyond standard procedures, is required.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 8
9.4 Coastal processes
9.4.1 A modelling study was undertaken to evaluate both the construction and operational
phases of the proposed development. This included tidal, wave and sediment
transport modelling. The impact of the proposed development was quantified in
terms of the changes in current regime for both the proposed outer berth and
extraction of marine aggregate from the Middle Bank under annual storm conditions.
The proposed outer berth development was determined to elongate the existing tidal
regime with sediment transport expected to continue along the eastern side of the
development. The extraction of the aggregate from the Middle Bank will not impact
on tidal current regime.
9.4.2 Sediment plume and deposition modelling was undertaken for both the capital
dredging of the outer berth and the aggregate extraction. In both cases the coarse
nature of the sandy sediment showed minimum levels of deposition outside the
immediate vicinity of the dredging area. Suspended sediment levels associated with
the dredging programme showed that the turbidity levels would be of a similar
magnitude to those currently experienced during winter.
9.4.3 The existing marine discharges were examined with respect to the proposed
changes in tidal flows. It was concluded that the proposed development would not
have a detrimental impact on the Seafield outfall discharge and the ebb current
speed will be marginally reduced during calm periods which would limit the excursion
of the outfall plume towards the bathing waters at Portobello. No cumulative impacts
were identified either through the different phases of the proposed development or
due to other proposed marine based projects.
9.5 Commercial fisheries
9.5.1 The main fishing activity in the region is demersal trawling (trawling that takes place
along the sea bed) to target the Norwegian lobster in the wider Forth region, and the
setting of creels (pots or traps) to target European lobster and crabs in inshore
areas, including surrounding Inchkeith and coastlines around the proposed
development. No salmon and sea trout fisheries are located within 25 km of the
development, however fisheries targeting these species in rivers surrounding the
Forth may be indirectly affected by potential impacts on the species themselves.
9.5.2 Impacts during construction include the displacement or disruption of potential
fishing activity near the Middle Bank aggregate extraction area or the dredge
disposal site. This impact was assessed as being not significant. Impacts during
operation also include the displacement or disruption of fishing activity, as the
disposal of maintenance dredge material may overlap with potential fishing grounds.
This impact was also assessed as being not significant.
9.5.3 The impacts to the fish and shellfish species themselves are assessed under fish
and shellfish ecology (Chapter 13 Fish and shellfish ecology). This assessment
showed that any changes to the local and regional fish and shellfish species will be
within naturally occurring population fluctuations and as such they will not be
adversely affected by the proposed development.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 9
9.6 Marine mammal ecology
9.6.1 Six species of marine mammal have been considered to be resident or frequent
visitors to the Firth of Forth. These include harbour seals, grey seals, bottlenose
dolphins, white-beaked dolphins, harbour porpoise and minke whale. There are four
Special Areas of Conservation (SAC) on the east coast of Scotland that have been
designated to protect populations of marine mammals:
The Moray Firth SAC (designated for the bottlenose dolphin population);
The Firth of Tay & Eden Estuary SAC (designated for the harbour seal
population);
The Isle of May SAC (designated for the grey seal population); and
The Berwickshire & North Northumberland Coast SAC (also designated for the
grey seal population).
9.6.2 The closest of these is the Isle of May SAC, which also supports grey seal pups and
is located approximately 45 km from the proposed development.
9.6.3 The potential impacts that are predicted to occur during the construction of the
development include:
Disturbance or injury to species due to underwater noise;
Toxicity or harm caused by the accidental release of contaminants;
Injury caused by collision with construction vessels; and
A reduction to foraging success caused by reduced visibility in the water.
9.6.4 No potential impacts to marine mammals are predicted to occur during the operation
of the development.
9.6.5 Following the suggested methods to mitigate the impacts (which will be agreed prior
to the construction of the development), all impacts are assessed as being not
significant or of minor significance. Therefore, the development is unlikely to
significantly adversely affect marine mammals in the Firth of Forth and populations
within the designated sites mentioned above.
9.7 Fish and shellfish ecology
9.7.1 In terms of fish and shellfish ecology, the marine based area of the proposed
development was identified as a nursery and spawning ground for species such as
plaice, lemon sole and Norway lobster. It is considered that the area may be an
important migratory pathway and foraging ground for a number of ecologically
important species that include Atlantic salmon, sea trout, sea lamprey, European eel
and European smelt. Overall these species were considered typical of the Firth of
Forth area and central North Sea.
9.7.2 Potential impacts were identified for both the construction and operational phases.
These include: underwater noise, increased suspended sediment loading, sediment
smothering, habitat disturbance/ loss, accidental release of environmentally
damaging substances, introduction of new habitats and a change to the local
hydrodynamic regime. Each of these impacts was assessed in terms of their likely
effects on the fish and shellfish receptors. As a result, a significance level was
produced to compare the results against a known scale.
9.7.3 Mitigation measures are proposed to minimise the significance of underwater noise
impacts associated with piling activities and comprise the use of soft-start piling
procedures. The development of a Construction Environmental Management Plan
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 10
incorporating a pollution prevention plan is proposed to minimise potential impacts
resulting from accidental spills.
9.7.4 No mitigation measures are suggested for operational impacts as all impacts and
cumulative impacts assessed are considered to be of minor significance or not
significant. Therefore, it is considered that any changes to the local and regional fish
and shellfish species of the Firth of Forth will be within naturally occurring population
fluctuations and as such they will not be adversely affected by the proposed
development.
9.8 Benthic ecology
9.8.1 A number of groups of various different seabed species and habitats (also referred
to as biotopes) are considered to be sensitive to potential changes caused by the
proposed development. The potential impacts to benthic habitats and species that
were assessed included the increased cloudiness of water caused by disturbing mud
and sand; the re-settling of mud and sand on other areas of the seabed the loss of,
and disturbance to, habitats and the introduction of new habitats; the release of
contaminants; and the potential introduction of non-native species.
9.8.2 For the areas that may be affected by the development, no benthic species (those
living on, in or in close association with the seabed) were found to be of nature
conservation importance. Sea grass was identified as an important habitat within the
region but was not found at the Port of Leith or Middle Bank,: the closest identified
area of sea grass is approximately 9 km from the proposed area of development.
9.8.3 All potential impacts during construction and operation were assessed as being not
significant or of minor significance, and therefore are not considered to require
mitigation measures. However, the development and implementation of the
Construction Environmental Management Plan will limit the risk of and enhance
control to prevent accidental spillages and releases of contaminants into the marine
environment.
9.9 Terrestrial ecology
9.9.1 The assessment of potential impacts on terrestrial ecology included a desk study
and a number of field surveys, comprising a habitat survey, bat surveys and an otter
survey.
9.9.2 Nine statutory designated nature conservation sites, including Special Protection
Areas (SPA), Ramsar Sites, Sites of Special Scientific Interest (SSSI) and Local
Nature Reserves (LNR) lie within 10km of the site. Given the distances between
these sites and the study area, the nature of intervening land use and the location of
specific features for which they are designated, none of these sites will be
significantly affected by the proposed development (in respect of their terrestrial
ecological interest features).
9.9.3 The study area is characterised by a range of artificial habitats, such as bare ground,
buildings and hard standing; so is assessed to be of low value to foraging bats, due
to lack of vegetation and the general exposure of the site to wind and rain. This
assessment is supported by the results of the bat surveys, which recorded very low
bat activity. However, the potential presence of a very small number of common
pipistrelle bats, using the Transformer Building as a summer roost, could not be
ruled out.
9.9.4 No signs of otter were found during surveys undertaken as part of the EIA, although
there is anecdotal evidence of their occasional presence within the wider area.
There are no recent (within 10 years) records of any other protected or notable
species, in or adjacent to the study area and the potential for such species to be
present is low, based on the habitats present.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 11
9.9.5 No significant impacts have been identified, but appropriate mitigation is proposed to
further reduce the likelihood of any impacts on otters and bats, full details of which
will be provided in an Environmental Management Plan to be agreed prior to works
commencing. For bats, this will include further surveys of the Transformer Building
to be undertaken prior to demolition of the adjacent Imperial Grain Silo, if demolition
is to occur during the bat active season (April to October). In the unlikely event that
bats are found to be roosting there, the need for a licence to temporarily disturb the
roost will be determined through consultation with SNH.
9.10 Ornithology
9.10.1 The assessment of impacts on birds was based on a series of through the tide bird
surveys undertaken at the Port of Leith between October 2010 and October 2012. In
addition, a wide range of detailed existing sources of survey data were also used to
inform the assessment.
9.10.2 Potential impacts on birds considered include: permanent and temporary habitat
loss; habitat change due to alterations to coastal processes; disturbance (visual,
noise and lighting); pollution; barrier effects; impacts due to proximity to tall
buildings; and mortality / damage to nests during construction.
9.10.3 The Firth of Forth Site of Special Scientific Interest (SSSI), Special Protection Area
(SPA) and Ramsar site is located within and adjacent to the Port of Leith. The SPA /
Ramsar site is primarily designated for its populations of non-breeding waterbirds.
9.10.4 In order to mitigate potential disturbance impacts on SPA waterbirds during
construction the provision of a new wader roost has been embedded within the
design of the proposed development. This will also provide a long-term biodiversity
enhancement. Following construction of the new wader roost and the
implementation of other proposed mitigation measures no significant residual
impacts on the Firth of Forth SPA and Ramsar site are predicted.
9.10.5 Imperial Dock Lock, Leith SPA is also located within the Port of Leith and is
designated for its common tern colony. In order to mitigate potential impacts on the
tern colony, timing restrictions on driven piling during construction of the Outer Berth
will be imposed between mid-April and July to avoid disturbance to common tern
prey species. Following the implementation of this restriction and other proposed
mitigation measures no significant residual impacts on the Imperial Dock Lock, Leith
SPA are predicted.
9.10.6 The Forth Islands SPA is located 1.8km west of the Marine Licence boundary at
Middle Bank and is designated for a range of breeding seabird species. None of
these species have been recorded in large numbers within the marine licence
boundary and the numbers of feeding birds recorded in this area are very low. Given
the nature of the proposed activities at Middle Bank and the low number of birds
likely to be affected no significant residual impacts on the Forth Islands SPA are
predicted.
9.10.7 Other than the birds associated with the designated sites highlighted above, the only
notable bird species recorded within the Port of Leith study area include small
numbers of breeding eider, ringed plover and little ringed plover. Measures will be
implemented during construction to avoid disturbance to these species and no
significant residual impacts are predicted.
9.11 Landscape, townscape, seascape and visual amenity
9.11.1 The proposed development area is not covered by any form of landscape
designation. National designations within the 10km study area include a World
Heritage Site and fifteen designated Registered Historic Gardens and Designed
Landscapes. Local designations include several Areas of Great Landscape Value
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 12
and candidate Special Landscape Areas. Conservation Areas within 2km of the
development are identified with Leith and Newhaven Conservation Areas falling
within this radius.
9.11.2 As a result of construction on site there will be direct changes to the existing
townscape resources. The proposed development will re-develop the outer northern
edge of the Port of Leith. Whilst there will be a significant effect on this existing
townscape resource, the existing onsite features do not represent particularly rare or
valuable townscape elements. The proposed development will introduce a number
of new elements into the townscape of the port including new buildings, new access
routes and the new Outer Berth for larger ships. Overall, the assessment has
concluded that within the existing industrial setting of the port, the proposed
development presents a positive restructuring of the townscape.
9.11.3 The assessment also concluded that there will be moderate effects upon the
seascape around the Port of Leith and locally significant effects on the seascape
around Newhaven.
9.11.4 Effects on townscape character were assessed within a 2km study area. The overall
effects are moderated due to the siting of the proposed development within the
existing industrial setting of the Port of Leith which forms a backdrop to the adjacent
townscape character units. The assessment has concluded that there will be locally
significant effects on the adjacent townscape character, reflecting the large scale of
the proposed development visible over a short distance.
9.11.5 The assessment considered that there would be no significant effects on designated
landscapes and townscapes including the Edinburgh World Heritage Site,
Conservation Areas, candidate Special Landscape Areas and Gardens and
Designed Landscapes.
9.11.6 Locally significant effects upon visual amenity from the edges of Leith, Western
Harbour, Trinity and Leith Links were identified from which there will be opportunities
for direct local views in which the proposed development will be seen as a prominent
new element in the townscape. Whilst the proposed development will be visible to a
limited extent as a distant element in views from transport corridors within and
beyond the city, significant effects from transport routes will occur on a local section
of the A900 in views north along Constitution Street and Ocean Way/Ocean Drive.
9.11.7 The nature of the visibility of the proposed development was assessed from 32
viewpoints which were agreed through consultation with Scottish Natural Heritage
(SNH) and The City of Edinburgh Council. The viewpoints included adjoining
districts of Edinburgh, coastal settlements, route corridors, hill summits, recreational
routes, sea to land views, key landmarks and other visitor attractions. The
assessment concluded that there would be significant effects on visual amenity from
five of these viewpoints (Viewpoint 4 (Constitution Street), Viewpoint 7 (Customs
Wharf Leith), Viewpoint 13 (Lighthouse Park), Viewpoint 21 (Leith Walk) and
Viewpoint 32 (waters south of Inchkeith)). Three of the viewpoints (Viewpoint 4,7
and 13) are at locations close to the proposed development where it would appear
as a large and new recognisable element within local views to the port, giving rise to
significant effects. Of the more distant viewpoints, a significant effect was identified
from the top of Leith Walk (Viewpoint 21), where one of the proposed industrial
sheds would curtail the existing framed view to the coast. A further significant effect
was identified for local offshore views from the Firth of Forth (Viewpoint 32) where
the proposed industrial sheds, positioned on the northern edge of the port will
contain foreground views to the city and would be seen as a series of prominent new
built forms on the waters edge.
9.11.8 When the proposed development is assessed along with other developments that
are planned to be built in the area, this gives rise to local effects on the northern
edges of the immediate townscape in Leith, the new Western Harbour development
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 13
and Trinity as well as the seascape at Newhaven in respect of the interaction of the
proposed development with the remainder of the consented Western Harbour
development. Local significant effects have also been identified on The Shore area
of Leith in respect of the combined influence of the proposed development and the
Pier One development. Generally however, the existing urban fabric provides
significant containment and reduces cumulative influence and cumulative visibility.
There are no significant cumulative effects upon landscape/townscape designations.
9.12 Archaeology and cultural heritage
9.12.1 The archaeology and cultural heritage impact assessment for the proposed
development incorporates the results of an archaeological desk-based assessment,
together with an archaeological assessment of data collected from the seabed (in
the form of marine geophysical and geotechnical data). Four separate Study Areas
have been defined, including three Onshore Study Areas consisting of an Inner
Study Area, a Middle Study Area and an Outer Study Area; and the Offshore Study
Area. Cultural heritage assets have been considered in terms of direct, indirect and
cumulative impacts, while scheduled monuments, listed buildings and other selected
onshore cultural heritage assets have been examined for potential impacts on their
setting.
9.12.2 The report has identified three scheduled monuments, five listed buildings and part
of a Conservation Area within the Onshore Inner Study Area. There are also 31
undesignated onshore assets within the Inner Study Area. There are four Scheduled
Monuments, 249 listed buildings and one Conservation Area within the Middle Study
Area.
9.12.3 One Historic Marine Protected Area, currently a designated wreck has been
identified in proximity to the Offshore Study Area. There are also nine Live wrecks,
three Dead wrecks and two wrecks that have been salvaged within the Offshore
Study Area. Five Live obstructions and two Dead obstructions have also been
identified within the Offshore Study Area. The archaeological assessment of marine
geophysical data has identified four possible wrecks or anomalies considered to be
of high archaeological potential, and a further 14 targets of possible archaeological
interest considered to have medium archaeological potential.
9.12.4 Mitigation for onshore cultural heritage assets includes protection of upstanding
assets from accidental damage during construction, reinstatement of features,
preservation by record and Listed Building Consent.
9.12.5 Mitigation for offshore cultural heritage assets and potential offshore cultural heritage
assets will be set out in a Written Scheme of Investigation and will include
construction exclusion zones for known wrecks and obstructions; and further
investigation of potential cultural heritage assets that could be impacted by the
proposed development. These measures will be agreed with Historic Scotland for
intertidal works prior to any intrusive works.
9.12.6 Following application of the mitigation measures there will remain significant direct
effects on the Imperial Grain Elevator (HB27619) and the Edinburgh Dock
(HB27606). The effects on the remaining cultural heritage assets will be of no
greater than minor significance.
9.13 Socio-economics
9.13.1 Existing socio-economic conditions within the socio-economic study area for the
proposed development (encompassing the City of Edinburgh, West Lothian,
Midlothian, East Lothian and Fife) are characterised by rising levels of population, a
higher than average proportion of working age people, and relatively high levels of
economic activity compared to the national average. The proportion of
manufacturing and construction jobs is above or close to the national average, with
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 14
the exception of Edinburgh, which has an above average proportion of service sector
jobs.
9.13.2 It is estimated that approximately 800 employees currently work within the Port of
Leith, excluding the surrounding developed areas. Of those working in the Port of
Leith itself, it is estimated that 300 (37.5%) are in manufacturing, 200 (25%) in
construction, a further 200 (25%) are in administration and support services, and 100
(12.5%) are in transport and storage.
9.13.3 The principal socio-economic impacts, which would result from the proposed
development comprise employment and economic output that are wholly or largely
related to the construction phase and the on-going operation of the project activities
within the Port of Leith (local study area) and employment and income generated in
the economy related to the wider role of the proposed development in influencing
economic activities elsewhere within the wider study area.
9.13.4
9.13.5
9.13.6 For both construction and operational phases of the proposed development, there
would be no significant negative effect upon the labour markets centred on the Port
of Leith. The number of workers required could be supplied by the current work
force, whether from those currently in employment and / or from the unemployed,
thereby allowing opportunities to reskill the current and available workforce, lower
the areas unemployment rate and improve productivity and competitiveness.
9.14 Aviation and telecommunications
9.14.1 An assessment of the potential impacts that the proposed development may have on
existing aviation and telecommunication systems, within the study area has been
undertaken. The study area for this assessment covers the planning application
boundary.
9.14.2 In assessing the potential impacts, SE has consulted widely to establish the
presence of existing aviation and telecommunication systems in the study area and
to ascertain whether, in the stakeholders professional opinions, the proposed
development will impact on these.
9.14.3 It is envisaged at this stage that no impact will occur on any aviation or
telecommunication systems during construction and operation of the proposed
development.
9.15 Traffic and transport
9.15.1 The traffic and transport assessment has considered the potential impacts of the
increase in traffic volumes associated with the proposed development at a number of
junctions on the surrounding road network to the site. The junctions on the
surrounding road network included within the assessment were agreed with the City
of Edinburgh Council.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 15
9.15.2 The access arrangements for the development will utilise the existing access points
to the port.
9.15.3 Vehicular access to the site for construction vehicles during the construction phase
of development will primarily be provided via the existing accesses on Bath Road
and Marine Esplanade which currently cater for Heavy Goods Vehicle traffic.
9.15.4 The construction phase is expected to last for a total of 3 years with an estimated
daily vehicle trip generation of 474 two-way trips at its peak in 2018, including 450
two-way daily staff trips, with the remainder consisting of two-way daily Heavy
Goods Vehicles bringing materials to the site. Access to the construction site will be
controlled and will adhere to appropriate strategies for public safety.
9.15.5 It is predicted that the overall two-way daily vehicle trips to the site once operational
will be 1955 into and out of the site over a 24 hour period and includes staff and
delivery vehicles, with Heavy Goods Vehicles accounting for approximately 166
(8.5%) two-way daily trips.
9.15.6 The access routes for the proposed development were assessed for suitability for
both the construction and operational traffic. It is considered that all roads within the
study area would be suitable to cater for the predicted volumes and type of vehicles
accessing the development.
9.15.7 It is predicted that the traffic generated during the construction and operational
phase of the proposed development will have an overall negligible impact on the
operation of the surrounding road network as traffic generated by the proposed
development will have an increase in two-way daily vehicle trips of less than 5% at
all junctions on the surrounding road network. Furthermore, mitigation measures are
proposed which include the introduction of a traffic management plan for the
construction phase and staff travel plans for the operational phase which aim to
reduce single vehicle occupancy travel associated with the proposed development.
9.16 Air quality
9.16.1 The air quality assessment considered the potential impacts to amenity and human
health associated with the construction and operation of the proposed development.
9.16.2 The following potential sources of air pollution were assessed:
The potential effects of emissions of dust, odour and air pollutants from
construction activities;
The potential effects of emissions of air pollutants from the additional road
traffic movements on the local road network and from the additional shipping
movements associated with the proposed new outer berth during the
operational phase.
9.16.3 The potential effects of the proposed development were assessed using techniques
including computer-based atmospheric dispersion modelling and commonly used
risk assessment methodologies. The study used the maximum potential impact
approach where possible, meaning that assessment results are likely to be
significant over-estimates.
9.16.4 A review of existing air quality within the study area was carried out. The City of
Edinburgh Council has declared an Air Quality Management Area within the Leith
area close to the Port of Leith due to elevated measured levels of nitrogen dioxide
from road traffic emissions. There are four other Air Quality Management Areas
within Edinburgh although these are located away from the Leith study area and not
affected by the proposed development. Within the Leith Air Quality Management
Area, one location on Bernard Street was recorded to have an annual mean
concentration above the air quality objective value in 2012. The City of Edinburgh
Council has developed a city-wide Air Quality Action Plan which contains a range of
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 16
options to reduce emissions of nitrogen dioxide within the Air Quality Management
Areas. Within the Leith area, measurements of PM
10
recorded close to the
Salamander Street and Bath Road junction are above the annual mean PM
10
air
quality objective although this is not thought to be related to emissions from road
traffic.
9.16.5 A number of mitigation measures have been identified to reduce the potential impact
of dust emissions during the construction phase to an impact of minor significance.
These measures will be agreed with the City of Edinburgh Council prior to
commencement of the development.
9.16.6 The assessment concluded that the potential impact of emissions of air pollution or
odours during the construction phase will be of negligible significance.
9.16.7 The assessment of the operational phase, which includes assessment of emissions
from road traffic and shipping sources in 2019, concluded that the proposed
development will not have a significant impact with respect to all pollutants
considered. The predicted concentrations are within the relevant air quality
objectives for each pollutant considered, with the exception of nitrogen dioxide and
PM
10
where the predicted concentration is above the air quality objective at one
location on Bernard Street however the modelled concentrations are predicted to
be above the air quality objectives in 2019 at this location without the proposed
development in operation. This is consistent with recent measurements of nitrogen
dioxide in Bernard Street as discussed above. To summarise, at most locations
across the study area, the assessment shows there are no exceedences of the air
quality objectives and that the operational developments contribution to air pollution
is negligible for all pollutants. For nitrogen dioxide, the proposed development is
predicted to lead to a slight adverse impact at a very small number of locations. he
forecast increases in annual mean nitrogen dioxide concentrations in 2019 are very
small and not likely to have an impact on the objectives of the Air Quality Action
Plan. On the above basis, the assessment concluded that the operation of the
proposed development relates to an impact of negligible to minor significance.
Based on the outcome of the air quality assessments of the construction and
operational phases, it is considered that the proposed development does not lead to
any significant residual effect with respect to air quality.
9.17 Noise and vibration
9.17.1 The noise and vibration assessment considers the potential impacts to amenity and
human health associated with the construction and operation of the proposed
development.
9.17.2 The following potential sources of noise and vibration were assessed:
Noise and vibration impact arising from the initial demolition and construction
activity associated with the proposed development;
Noise impact arising from traffic associated with the construction and operation
of the proposed development using existing local roads; and
Noise and vibration impact arising when the proposed development is
completed and brought into normal commercial operation.
9.17.3 The potential effects of the proposed development were assessed using a range of
assessment methodologies and included both for the construction and the
operational phases, including computer noise modelling. The study used the
maximum potential impact approach where possible, which for noise generated on
site during the construction phase means that assessment results are likely to show
higher impacts than will arise in practice.
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)


Non Technical summary
Page 17
9.17.4 A number of mitigation measures have been identified to reduce the potential impact
of noise during both the construction and operational phases.
9.17.5 The assessment concludes that many of the impacts considered will not be
significant. These include, noise from increased vehicle numbers on public roads
and also vibration during both the construction an operating phases. However, the
impact of noise during the construction phase is considered to be significant in the
case of the driven piling if the steel tubular piled wall option is selected. The impact
of construction noise is not significant should the caisson option be selected. Any
other driven piling also has the potential to have a significant impact including if used
on the development plots. The potential use of mitigation measures is proposed, but
noise reductions achievable are not possible to quantify.
9.17.6 The noise during operations is also considered to be potentially significant at one
receptor location close to the southernmost development plot. The existing port
already operates 24 hours each day, however the impact of normal 24 hour activity
at this southernmost location could be significant without detailed and special
measures being incorporated into the detailed layout of this plot. It is considered
that the detailed layout should be able to be developed to reduce noise at this
receptor location, and this may involve a local acoustic barrier on this section of the
plot boundary. It is expected that the detailed scheme will be able to show the
operating noise is then not significant.
9.17.7 The noise during operations is also considered to be potentially significant at the
north eastern end of the Western Harbour Development closest to the proposed
development. This is primarily due to noise from berthed vessels, both their power
generators and noise from shipboard cranes loading/unloading. The vessels likely to
be using the facility will be modern, with effective noise control equipment. The
shipboard crane is electric, which is the quietest drive available. There will be a
range of ships and generated noise levels, and further mitigation of these will not be
practical. Further investigations and measurements of ship noise will enable data
used in this assessment to be verified/modified.
9.17.8 A strategy is proposed to deal with operating noise impact predicted at the north
eastern end of the Western Harbour Development, recognising that in vibrant areas
where it is desired to locate residential use close to potentially noise generating
uses, the approach to locating new residential properties in noisy cities or adjoining
industrial areas is used. This focuses on noise transmitted into residential
development, rather than setting limits outside, and requires that that faade and
glazing systems offer high sound insulation performance, incorporating acoustic
laminated glass elements and increased airspaces between glass layers. Such
elements within a new consented, but not yet built, residential block at Western
Harbour Development will have the potential to reduce intruding noise to levels that
meet British Standard (BS 8233) and World Health Organisation standards of noise.
A new block, through barrier/screening effects, will also reduce the operating noise
impact to the existing residential properties at the north eastern end of the Western
Harbour Development and much of the residential development in this area.
9.18 Shipping and navigation
9.18.1 A variety of vessel types use the Firth of Forth around the Port of Leith including pilot
vessels, cargo vessels tugs and to a lesser extent, passenger vessels. During a
survey undertaken over the winter in 2009, an average of five vessels per day were
recorded, increasing to an average of seven vessels per day during summer of the
same year. From analysis of Fishing Satellite data (2009) it was found that very little
fishing vessel activity was recorded.
9.18.2 The following impacts are considered to be associated with the changes to the Port
of Leith during construction:
Port of Leith: 21
st
Century Gateway Port
Non Technical Summary
Volume 1 (of 4)



Non Technical summary
Page 18
Vessel to vessel collision due to avoidance of the site during construction works,
the presence of construction vessels or the presence of dredgers (and the
consequent alterations to vessel courses). This rerouting may then lead to an
increased number of vessels on routes around the development which could
subsequently result in an increased risk of vessel to vessel collision. These
impacts were found to be of minor significance.
Impact on all port users due to the potential for port and/or channel access
restrictions during the construction phase of the development. Vessels may have
to alter their intended passage plan. This impact was assessed as not
significant.
Displacement of recreational craft due to construction activities. Recreational
craft, including local races may be rerouted around the site to avoid interference
with construction activities and vessels. This impact was found to be of minor
significance.
Disruption to Radar and navigation equipment due to the presence of
construction plant in front of the systems mast. Following mitigation to relocate
the mast, this impact will be eliminated.
Pilotage services may be affected during the construction phase of the
development, but will be scheduled carefully by FTNS to avoid significant
disruptions. Affected vessels may experience longer transit times and increased
fuel usage. This impact was found to be not significant.
9.18.3 Additionally the presence of the outer berth during the lifetime of the port was initially
assessed to have a moderate impact to vessels through blocking of the radar
scanner. However, following the mitigation of re-locating the scanner to a better
viewpoint, this impact can be eliminated.
10 Viewing and purchasing the Environmental Statement
10.1 Viewing the Environmental Statement
10.1.1 The 21st Century Gateway Port Environmental Statement may be viewed at the
following locations during the statutory consultation period, during normal opening
hours of business.

City of Edinburgh Council
Waverley Court
4 East Market Street
Edinburgh
EH8 8BG
Leith Library
28-30 Ferry Road
Edinburgh
EH6 4AE

McDonald Road Library
2 McDonald Road
Edinburgh
EH7 4LU

10.2 Downloading of the Environmental Statement
10.2.1 Copies of the ES are available to download from XXX. Electronic copies on CD are
available free of charge from: XXXX
10.3 Purchase of the Environmental Statement
10.3.1 A printed copy of the full Environmental Statement can be purchased from Scottish
Enterprise at the above address at a cost of XXX inclusive of VAT. Cheques should
be made payable to XXX.


Comment [p4]: To be completed
Comment [p5]: To be confirmed
CROWN COPYRIGHT AND DATABASE RIGHT 2010. ALL RIGHTS RESERVED. ORDNANCE SURVEY LICENCE NUMBER 100018398, 2013
KEY:
SCALE PROJECT NO.
CONTENT DRAWN
CHECKED DATE
@A3 JE30615
FC MACE
NTS FIGURE 1
PORT OF LEITH: 21ST CENTURY
GATEWAY PORT
PG
LOCATION OF THE PROPOSED
DEVELOPMENT
JANUARY 2014
Development Framework Study Boundary
Operational Port Boundary
0 200 400 600 Metres

1:250,000 & 1:12:000

CONTAINS ORDNANCE SURVEY DATA CROWN COPYRIGHT AND DATABASE RIGHT 2013
Page 22 redacted for the following reason:
- - - - - - - - - - - - - - - - - - - - -
Withheld under Regulation 10(5)(e)
Oxcars
Narrow Deep
Blae Rock
IMAGE (C) CROWN COPYRIGHT, 2013. ALL RIGHTS RESERVED. LICENCE NO. EMS-EK001. NOT TO BE USED FOR NAVIGATION.
KEY:
SCALE PROJECT NO.
CONTENT DRAWN
CHECKED DATE
@A3 JE30615
FC ARUP
NTS FIGURE 3
PORT OF LEITH: 21ST CENTURY
GATEWAY PORT
PG
LICENSED DISPOSAL SITES AND
AREAS OF POTENTIAL MARINE
AGGREGATE EXTRACTION
FEBRUARY 2014
1:40,000
Boundary for Marine Licenses
Harbour Revision Order
Licensed Disposal Sites
Areas of Potential Marine Aggregate Extraction

0 500 1,000 1,500 m

Page 24 redacted for the following reason:
- - - - - - - - - - - - - - - - - - - - -