The sustainable port

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FOREWORD

‘Create your own future’. For me, this slogan, which we used to attract new container companies to the area, captures the essence of the Maasvlakte 2 project. In an economic sense, the expansion is crucial for maintaining Rotterdam’s current status as a leading world-class port. Doing nothing would jeopardise the future of the dock area and those who depend on it. We hope to retain full control over our own future. At the same time, we are aware of the degree to which we draw on the quality of life for future generations. We will be intervening in local nature and introducing extra economic activity. This will have an environmental impact on an area that up to now did not accommodate any port activities. That is why we have made a conscious, unambiguous investment in sustainable development, in an expansion that has a strong focus on quality of life and good working conditions, both now and in the future. What we have already learnt at this stage is that there is no reason why environmental benefits and economic

developments cannot go hand in hand. Furthermore, our choice for sustainability results in innovative solutions as well as cost savings.

A new, exceptionally accessible port area of 2,000 ha will be constructed in the North Sea. Our first

compensation for this new development will be a seabed protection area of some 25,000 ha as well as resting areas for protected birds and seals. The second compensation measure is the development of a 35-ha new dune area. Furthermore, in each stage of the project – be it design, construction and planning or area operation – we have opted for the most economic solution, while at the same time taking care to minimise negative effects on sustainability.

This booklet will provide you with information on our approach in concrete terms. It is essentially a concise summary of two extremely extensive environmental impact assessment reports of over 6,000 pages. Our environmental study is the most exhaustive and groundbreaking of its kind to date. Naturally, it complies with all present and forecast national and

international guidelines. And in many areas, we go one step further. You may wonder what we do in concrete terms. Let me give a few examples: in the design stage, we

chose the most compact option; by 2033, the share of inland shipping and rail in container transport needs to be increased substantially; chemical plants need to use each other’s residual heat and we will clean up local air by barring polluting trucks from the area and fitting inland vessels with cleaner engines. We have already made concrete environmental agreements with various parties on these points and we will be able to keep them to them. We will continually measure whether the expected environmental effects will actually materialise in the course of construction and operation. And if so required, we will adjust our plans for the benefit of the environment. The various stakeholders can keep us to this promise.

Maasvlakte 2 has the ambition to become the most sustainable dock area in the world. We are happy to assume this pioneering role in order to set a new standard with Maasvlakte 2 for the sustainable and economically fruitful evelopment of dock and industrial areas. That’s the beauty of a new piece of land in the sea: it offers all the space we need for sustainable innovation.

Ronald Paul Managing Director

WHY IT’S NECESSARY

New land, a necessary condition for

growth

page 6

DUAL OBJECTIVE

Economic growth and improved

quality of life

page 8

2

SUSTAINABILITY AND DIALOGUE

Sustainability and consultation as the

connecting themes

page 12

ENVIRONMENTAL

COMPENSATION

Seabed protection area

and dunes

page 16

4

EXTRA NATURE AND

RECREATION AREAS

More room for people, flora

and fauna

page 18

THE PRELIMINARY STUDIES

The EIA reports: extensive, exhaustive,

and innovative

page 22

6

SUSTAINABLE DESIGN

What is the optimum shape for

Maasvlakte 2?

page 26

SUSTAINABLE DESIGN

Eco-friendly sand extraction and

land reclamation

page 32

8

SUSTAINABLE PLANNING

Innovative multifunctional outer and inner contours

page 36

Hard sea wall

Foot of slop

e

Cycle track Pipeline corridor

Gran

ting limit (E

uromax)

1x2 lanes + hard shoulder

NAP NAP

NAP

Secondary road 1x2 lanes Internal lane

5.00 23.20 7.00 19.20 10.00 66.20 4.00 1 : 4

9

SUSTAINABLE OPERATION

Reserved for companies with a

sustainable business approach

page 40

SUSTAINABLE USE

What about energy, process

technology, air quality, light,

and noise?

page 48

11

SUSTAINABLE TRANSPORT

Overland haulage, shipping, rail

transport, and material

page 52

12

MONITORING, EVALUATION,

AND CORRECTIONS

Continuous monitoring of

environmental quality

page 56

WHY IT’S NECESSARY

New land, a necessary

condition for growth

The port of Rotterdam is by far the largest port in Europe. Thanks to its location directly on the North Sea and its deep water docks, Rotterdam is one of the few European ports in which the largest seagoing vessels can safely load and unload 24 hours a day. Some 35,000 seagoing vessels and 135,000 inland vessels call on the port every year. The Rotterdam port has steadily expanded over the last few decades, but at present, it has more or less reached the limits of this growth: the existing port area no longer offers sufficient room for large new container terminals and chemical clusters. It has therefore become necessary to expand the port area. For this reason, the Maasvlakte 2 project, which is intended to strengthen the position and quality of the international hub of Rotterdam as the prime logistic centre of the Netherlands, was started up as long ago as in 1997. The development of new land in the North Sea will allow the port to continue to grow in the future.

The sustainable further expansion of a port and industrial complex that can be accessed from deep water is important for both the regional and national economy.

DUAL OBJECTIVE

The plans for the Maasvlakte 2

development have been laid down in the Rotterdam Mainport Development Project Key Physical Planning Decision (PMR 2006). The Port of Rotterdam Authority, the Municipality of Rotterdam, the regional organisation Stadsregio Rotterdam, the Provinces of South Holland and Zeeland and five Dutch ministries have been working in close partnership in the

Rotterdam Mainport Development Project since 1997. The development of Maasvlakte 2 focuses on a dual objective:

• The reinforcement of the port of Rotterdam’s position. • The improvement of the

quality of life in the Rijnmond region.

A healthy future for the port area and a healthy living environment are inextricably linked: economic development and sustainability go hand in hand. Indeed, in the view of the Port Authority, ‘sustainable’ means secured for the future: today’s investments should not be at the expense of the quality of life of future generations.

By investing in sustainable innovation, the Port Authority will develop a new port and industrial area in Maasvlakte 2 that is based on the balance of

ecological, social, and economic considerations.

Three Rotterdam Mainport Development subprojects In order to achieve this dual objective, three subprojects were

Economic growth

and improved

started up under the supervision of the Dutch Minister of Transport, Public Works and Water Manage-ment. These subprojects are inextricably linked to one another: 1. Maasvlakte 2: The sustainable expansion of the Rotterdam port with a 2,000-ha port and industrial area, including the realisation of the required environmental compensation. 2. Existing Rotterdam Area: A plan

to utilise the existing port area more efficiently and improve the residential, living, and working environments in the region. 3. The construction of new nature

and recreation areas with a total surface area of 750 ha to the south and north of Rotterdam. Strict requirements for Maasvlakte 2

The construction of Maasvlakte 2 is subject to the condition that the area is designed, operated, and managed in conformity with the principles of a sustainable industrial site. Naturally, this also involves compliance with all existing legislation and regulations at the European, national, provincial, and municipal level. The Dutch cabinet and parliament have established explicit requirements for the following areas in the Rotterdam

Mainport Development Project Key Physical Planning Decision (2006 PMR):

• The space required for the construction of the land reclamation;

• The area in which the sand extraction in the North Sea can take place;

• The zoning of the industrial activity tied to deep water on a sustainably constructed, designed, and operated land reclamation area;

• The maximum negative environmental impact and other effects allowed on the natural surroundings;

• The accessibility and security of local shipping traffic, which should be maintained at least at the present high level at all times; • The environmental compensation

measures, which will take the form of an offshore seabed protection area and a dune compensation area.

Nature and recreation areas in the region

Furthermore, apart from the dune compensation project, three new nature and recreation areas will be developed in the direct vicinity of Rotterdam within the context of the Rotterdam Mainport Development Project. The areas in question are

the Buytenland Landscape Park (600 ha), located between the municipalities of Albrandswaard and Barendrecht, the Vlinderstrik (100 ha) in the Zuidpolder, the Schiebroekse Polder between Rotterdam and Berkel en

Rodenrijs, and the Schiezone area (50 ha) along the Schie between Rotterdam and Delft. In the near future, strollers and cyclists can reach the Buytenland Landscape Park in Albrandswaard via a bridge that crosses the A15 motorway and the Betuwe Railway Line.

This bridge is called the green connection and is also part of the 750 ha of new nature and recreation area in the Rotterdam region. Projects executed in the context of the Existing Rotterdam Area subproject will also result in more or better quality nature areas. The Ruigeplaatbos woodlands near Hoogvliet, the quality impulse project for the Oostvoornse Meer, and the redevelopment of the Landtong Rozenburg area are all examples of such improvements.

3

SUSTAINABILITY AND DIALOGUE

The port’s future depends on whether it will be able to maintain and strengthen its position and improve the local quality of life. This dual objective serves as a guiding principle for all decisions. In the Maasvlakte 2 project, the Port Authority has made a conscious decision to make sustainability an integral part of the development of the new port and industrial area: sustainability will be taken into account in each individual project or subproject. And during the design, construction, spatial planning, and operation of the areas, the responsible parties will always seek out the most sustainable solutions.

Sustainability and

consultation as the

connecting themes?

What is sustainable development?

In the Maasvlakte 2 project,

sustainable development is defined as: ‘a development in which the needs of the current generation are fulfilled without limiting future generations in their opportunities to fulfil their needs’.

In the case of Maasvlakte 2, sustainability consequently has three dimensions: • Ecological: Nature, the environment

and energy;

• Economic: Maintain and strengthen the position and quality of the Rotterdam port;

• Social: Quality of life in the city and region.

Always in dialogue

Sustainable development takes the environmental impact of Maasvlakte 2 on the local population and environment into account. Naturally, it ensures that there is opportunity for people to have an influence on plans for Maasvlakte 2 and its subsequent realisation. From the very outset of the project, the approach has been transparent and proactive towards the various stakeholders such as environmental and conservation organisations. During the design stage, there was also an open dialogue with interested parties. At that point, the various stakeholders could promote their interests, explain their viewpoints, contribute to the plans, and indeed improve them. This is how the sustainable development of the area was and is elaborated and secured in continuous consultation – from the design, construction, and spatial planning stage to its eventual operation.

Sustainability as a connecting theme

Sustainability is taken into account and elaborated in each stage of the project. The design, for instance,

includes the conscious decision for a streamlined, circular option, as this will minimise the impact on the North Sea. The design’s compact form furthermore means that it occupies a lot less space (see Chapter 7: Sustainable Design). Less space also means that less sand is required, which in turn leads to environmental and cost savings. And in the case of sand extraction, sustainability also means conscious decision-making with regard to the sand extraction location and the dredging method. The selected procedure will have minimal effects on the seabed and marine wildlife (see Chapter 8: Sustainable Construction). Sustainability is also an important factor in the spatial planning of Maasvlakte 2. The multifunctional exterior contour and the clustering of industries are both good examples (see Chapter 9: Sustainable Planning).

For the first time in the history of any of the world’s major seaports, sustainability has served as an important selection criterion, partially determining which companies will be allowed to set up on Maasvlakte 2. Various environmental aspects, such as

the air pollution and noise pollution levels, have been included in the evaluation. The first contracts with terminal operators consequently include concrete agreements on maximum emission levels, decreasing the share of overland haulage and increasing the use of inland shipping and rail transport (see Chapter 10: Sustainable Operation).

ENVIRONMENTAL COMPENSATION

Maasvlakte 2 will be situated in the Voordelta, a Special Protection Area under the EU Directive on the Conservation of Wild Birds and the EU Habitats Directive. Its construction will have

consequences for local fauna and flora. They will either lose part of their habitat or experience more difficulty finding food. In order to

give nature the space it requires, the effects of Maasvlakte 2 will be compensated for with the establishment of a seabed protection area off the coast and the development of a new dune area.

• Seabed protection area 25,000 ha

To compensate for the

disappearance of a portion of the seabed to the southwest of the new land reclamation, a large seabed protection area will be realised at another location. This will have a

surface area of some 25,000 ha: over 10 times the size of the land reclamation. Fishing vessels that stir up the seabed (beam trawling) with an engine power greater than 260 HP will be prohibited from working in this area. This is good news for local seabed ecology, which serves as a food source for birds. Furthermore, resting areas

will be established around various sandbars where people will be prohibited from disturbing the resting birds and seals.

• Delfland dune compensation area 35 ha

The negative effects of the project on the dune areas will also be compensated for. After all, once Maasvlakte 2 is finished there will be more shipping traffic in the area. The related emissions can have a negative impact on the Voornse Duin area. This is why a new 35-ha dune area will be developed to the

north of Maasvlakte 2, between Hoek of Holland and Ter Heijde. Work on this dune compensation will be carried out in tandem with a project aimed at reinforcing the coast in this area.

The combination of the seabed protection area and the dune compensation area ensures that at the end of the day, the existing protected nature will not be worse off due to the construction and operation of Maasvlakte 2.

Seabed protection area

and dunes

EXTRA NATURE AND RECREATION AREAS

When developing the plans for Maasvlakte 2, it was decided from the outset to combine economic activity with recreation facilities and the realisation of new nature areas.

Recreation at Maasvlakte 2 Maasvlakte 2 will have various new nature and recreation areas. The development of Maasvlakte 2 entails the disappearance of a section of the popular Slufterstrand Beach. This will be replaced by

a beach area roughly one and a half times as large on the edge of the new port area. A day beach with ample parking facilities will be developed in the southwestern section. To the west, one can find an activity beach that is geared

towards active leisure pursuits like surfing, kitesurfing and flying kites. In addition, there are plans to create recreational walking routes and cycle tracks, observation points and perhaps a superdune.

Flora and fauna at Maasvlakte 2 Port areas and industrial estates can accommodate an unsuspected variety of interesting flora and fauna. Indeed, in a variety of ways the newly constructed port area resembles the naturally dynamic coastal ecosystem. The soil will consist of North Sea sand as it is also found in the soil of coastal ecosystems like beaches, dunes, sandbars and islets. Furthermore, there is a salty sea wind, and the food-rich coastal zone and the mouth of the river are nearby. The variety of species present in the neighbouring ecosystems ensures that many of the species found there can easily establish themselves in the new dock area. This is only helped by the fact that disturbance by man will be relatively limited.

More room for people,

In the case of the soft sea wall, we will see a limited development of sand drift, and circumstances will be created that are very similar to a natural row of coastal dunes. The exterior cable and pipeline corridors adjacent to the dunes can also be planned and managed, so that they are suited for plant life and insects that develop well in expanses of dry dune grassland.

Natural dune landscape It is expected that in due time, a natural dune landscape will develop in this area that will offer a rich variety of flora and fauna. The dune vegetation will include varieties like Sand Couch, Marram Grass, thickets of Sea Buckthorn and Elder, as well as dune gras-slands and species that thrive in wet dune blowouts like Orchids, Grass of Parnassus, and Bog Pimpernel.

It will be home to species like the Sand-hill Screw-moss, Wood Rush, Stonecrop, Wild Thyme, Pyramidal Orchid, and Bee Orchid. The area can form a habitat for animals like the Natterjack Toad and the Sand Lizard, and for colonial birds like Seagulls, Sandwich Terns, and Avocets, as well as Kentish and Ringed Plovers, and Northern Wheatears.

THE PRELIMINARY STUDIES

PROJECTORGANISATIE MAASVLAKTE

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Will the birds in the Voordelta be bothered by the suction dredgers that are busy near Hoek of Holland?

How much traffic will be visiting Maasvlakte 2 in 2020? What are the consequences of the increase in traffic for accessibility and air quality?

How can we ensure that the companies established at Maasvlakte 2 work as clean and sustainably as possible? Won’t the water in the docks heat up too much due to the cooling water discharged by the facilities and power stations?

Questions, lots of questions. The Port Authority has

answered all relevant questions in the context of present and expected national and international policy frameworks and agreements. The required procedures for the construction, planning and operation of Maasvlakte 2 are currently running their course at the Municipality of Rotterdam, the Dutch Ministry of Transport, Public Works and Water Management, the Ministry of

Agriculture, Nature and Food Quality and the Municipality of Westvoorne. The plans for the construction, planning, and operation and their expected effects on the environment have been studied extensively in two environmental reports:

the Milieueffectrapportage Aanleg

(Environmental Impact Assessment Construction, MER A) and the

Milieueffectrapportage

Bestemming (Environmental Impact

Assessment Zoning, MER B).

The EIA reports:

extensive, exhaustive,

and innovative

PROJECTORGANISATIE MAASVLAKTE

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Fourteen areas

Combined, the two EIA reports form an exhaustively documented reference work of over 6,000 pages, showing the effects of the project in fourteen areas: • Traffic and transport;

• Noise; • Air; • External security; • Water; • Light; • Nature; • Landscape;

• Recreational combined use; • Marine safety and accessibility; • The coast and the sea;

• Environmental quality; • Functions;

• Archaeology.

Environmental Impact Assessment Construction The Environmental Impact Assessment Construction describes which effects the sand extraction and land reclamation activities and the presence of Maasvlakte 2 will have. This concerns the consequences for current patterns and tidal movements in the North Sea, for example, or the best procedure for extracting sand, the impact of silt transports, the grain size of the sand for the soft sea wall, and the scope of the environmental compensation project in the Voordelta.

Environmental Impact Assessment Zoning The Environmental Impact Assessment Zoning answers questions concerning the spatial planning and expected effects of activities in the Maasvlakte 2 port and industrial area, from the Rijnmond area to the depths of the hinterland. Road traffic and air quality are important themes in this report.

Innovative and based on a worst-case scenario

The various studies undertaken within the context of the Environmental Impact Assessments were both exhaustive and extensive. Furthermore, they incorporate the most up-to-date scientific insights.

A good example of innovative research is the development of new, more detailed models in collaboration with scientists, in order to map out the impact on the coastal area and the sea. Such models were not yet available beforehand. Another example is the study into the effects of underwater sound caused by sand extraction activities. This is the first Dutch study to focus on how much noise is produced by sand extraction dredgers and how far this sound travels underneath the surface of the water. In addition, it looks into how much of this is heard by, for example, nearby porpoises, codfish and seals and how they respond to this sound.

In virtually every impact prediction, the researchers have decided it is better to be safe than sorry and have taken a worst-case scenario as their starting point.

Favourable opinion delivered by EIA Committee

In December 2007, the independent Environmental Impact Assessment Committee concluded that the EIA reports dealing with Maasvlakte 2 provide sufficient insight into the environmental consequences of the construction and operation of the port expansion. In the view of the Committee, the operation of Maasvlakte 2 will not, for example, result in a decline in air quality, because sufficient compensatory measures will be in place.

Reference design I, with extended pier Reference design II, with immediate access to the sea

SUSTAINABLE DESIGN

Maasvlakte 2 will be a newly constructed area. In combination with the scale of the entire project, this offers unique possibilities to develop truly groundbreaking solutions for the sustainable development of a new port area. As quality of life for future generations serves as a constant point of reference, it was decided from the outset of the project to adopt an integrated approach to the area’s construction, spatial design, operation, and management. In the process, parties explicitly strove to find optimum solutions in terms of both economic value and sustainability.

Optimum outer contour The construction of a large area of new land in the sea can have major consequences for currents and wave movements and consequently for the environment and marine safety. An extensive

study has been carried out in this area using scale models, advanced calculation applications and simulations, with the aim of arriving at the optimum form for the new port area with minimal

disruptive effects for the marine environment. The area’s spatial planning was also given ample thought in the design stage, with the objective of optimally combining the different functions of container port, industry, and

distribution on a relatively small plot of land.

Seven reference designs During the design stage of the project, the effects were computed

What is the optimum

shape for Maasvlakte 2?

of seven reference designs for the outer contour. This included mapping out the impact of each design on the coastline from Zeeland to the Wadden Sea, for example. Furthermore, a study was made into which type of sea wall would be the safest, most sustainable, and most cost-effective solution. An assessment was made of the marine safety by monitoring, for instance, the changed wave and current patterns: How safe will it be for the seagoing vessels to enter the port under even the most extreme weather conditions? The relation between the port site, recreation and nature functions was reviewed: How could the three be balanced best? The seven

reference designs were assessed on the basis of 27 criteria all in all. Separate entrance or not? Ultimately, in 2001, it was decided to proceed with two variants with a total surface area of 2,500 ha. The main question was whether or not it was desirable to realise a direct entrance from the sea. Two years on, an optimised design was presented: the cut-through variant. It turned out that the cut-through variant was the most

environmentally friendly option, that it benefited safety and accessibility, and that it was less expensive. An exclusive port entrance for Maasvlakte 2 in particular would be more expensive due to the

necessary construction of a port dam. In addition, the port would still remain inaccessible in the event of extreme weather conditions. Moreover, this variant would cause more silt to be sucked in, meaning that more maintenance would be required to keep the docks at the required depth.

The cut-through variant: compact, in line with the coastline, and safe

Compact shape saves space

The cut-through variant consists of a compact plot of land with access for shipping via the existing Yangtzehaven area. This explains the name ‘cut-through variant’: the entrance to Maasvlakte 2 is a cut-through from Yangtzehaven. The compact shape of the cut-through variant forms an efficient solution for the planning of the available space: less land is required to arrive at the same volume of grantable space. Maasvlakte 2 will be 2,000 instead of 2,500 ha in size and there will still be 1,000 ha of newly available sites. The reduction in size was not at the cost of the net grantable

space and the port’s necessary functionality. Within the design itself, a decision was made based on considerations of efficiency and sustainability to cluster container terminals, distribution facilities, and chemical facilities.

Circular shape fits in coastline

The designed circular shape also proved to align best with the existing coastline and closely resembles the heads of the islands of South Holland and Zeeland. This can be seen when looking at how the development is rounded off at the approach channel and the sloping southwestern coastline, which follows the entrance of the Haringvliet. Furthermore, the

circular outer contour has the least impact on currents, waves, coastal erosion and silt transport. .

Sea wall creates space for nature and recreation

In the case of the sea wall, the best option is a combination of hard and soft: 4 km of hard sea wall (a dike) in the northern section and some 8 km of beach and dunes. In addition, the soft sea wall, which will take the form of beach and dunes, will offer good opportunities for nature development and recreation..

Attention to environmental impact

As the cut-through variant is considerably more compact than the reference designs developed

earlier (covering 2,000 instead of 2,500 ha), it will result in a limited reduction of protected nature area in the Voordelta. In addition, the compact variant will be situated slightly further away from the protected dune areas of Voorne and Goeree.

Accessible for the very largest seagoing vessels

The Port Authority is renowned for its good and secure accessibility by water. This will still be guaranteed when shipping traffic increases after Maasvlakte 2 is taken into operation. Even the largest container ships of today and the near future will be able to dock here without a problem, 24 hours

a day. Seagoing vessels and inland vessels will enter Maasvlakte 2 via the Yangtzehaven. This will result in extensive changes to the existing area. The Yangtzehaven will be extended to Maasvlakte 2, dredged to a depth of 20 m below Amsterdam Ordnance Datum and broadened to a width of some 600 m.

Marine safety guaranteed

Both the port’s design and the facilities that will be realised here will ensure that it can be accessed smoothly and safely in accordance

with prevailing standards. Obviously, the construction of Maasvlakte 2 will have

consequences for local currents and waves. When it comes down to the safe accessibility of the port, the cross-current in front of and in the port entrance is an important factor. This is why extensive simulation studies using computer models and navigation simulators have been carried out. The researchers concluded that the Maasvlakte 2 land reclamation will lead to more favourable current conditions in the Maasgeul

Fairway and the Maas Entrance. The current will increase at a number of locations within the port itself, but this will not bother the seagoing and inland vessels. Wave conditions will also remain similar to the current situation after the construction of Maasvlakte 2. The selected design will ensure that even in unfavourable weather – with winds up to force 8 – the very largest container ships can safely reach the new port area.

Landscape architecture in design stage

The design for Maasvlakte 2 pays attention to the eventual appearance of the area and how people will perceive it. Viewed from the bundled infrastructure, the area offers a natural dune landscape on the one side and the port landscape on the other. The

use of varying altitudes, observation points and

perspectives should result in fine harbour views. To achieve these prospects, stipulations have been made regarding various areas including the situation of the structures, their shape and the use of colour. This should make the Maasvlakte 2 landscape a

unique experience. The

feasibility of the plan to construct a superdune is also being looked into. This dune, which would be approximately 50 m tall, will possibly be developed adjacent to the Slufter area. It would offer fine views of the North Sea, the Voordelta, and the Maasvlakte.

SUSTAINABLE CONSTRUCTION

Boskalis and Van Oord will be collaborating on the construction of Maasvlakte 2. They have been commissioned to perform this task as innovatively and sustainably as possible. The dredgers will be working with modern, clean, and

energy-efficient vessels. All contractors all obliged to work in accordance with the guidelines pertaining to the sustainable construction of structures, roads, and waterways.

Construction of the sea wall All in all, the sea defence that surrounds Maasvlakte 2 will be around 12 km in length. At the northern end, a 4-km long section of the sea wall will have a hard top layer of basalt, concrete, or rock. The existing Maasvlakte

‘Blokkendam’ will be partially recycled for this new hard sea wall. This means less waste and a lesser need to ship in new material. On the western and southern edges, an 8-km long soft sea wall will be

constructed consisting of dunes with a beach. A total of more than 365 million cubic metres of sand will be required for the construction of the sea wall and the 1,000 ha of grantable sites. Some 60 million cubic metres of sand will be

extracted when the Yangtzehaven cut-through is carried out and the new port areas are brought to the desired depth. This sand will be reused in the Maasvlakte 2 development. The remainder of the required sand will be extracted from the North Sea seabed. Sustainable sand extraction The location of the sand pit in the North Sea was determined in accordance with the conditions of the Key Physical Planning Decision (PKB). This is guaranteed by the earth removal licence. It was established on the basis of extensive research to determine the offshore locations where sand extraction would have the least impact on marine life. Furthermore,

it was decided to extract sand at a short distance from Maasvlakte 2, as this minimises the negative environmental impact of the operation. The sand will be extracted outside the Voordelta area.

The effects of the sand extraction operations on organisms in and on the seabed and on fish and silt layers are described in the Environmental Impact Assessment Construction. Two clear effects have been determined: the seabed ecosystem will be affected and there will be silt formation.

Deep sand extraction pits will limit the disruption of the seabed ecosystem

The extraction of sand at the offshore pit will also result in the disappearance of local seabed organisms. Thanks to

recolonisation, the estuarine ecosystem will recover within a few years. During the sand extraction activities, the negative

environmental effects will be limited as far as possible by using deep sand extraction pits to a depth of some ten to fifteen metres below the sea floor. By working

downwards instead of sidewards, the total surface area of temporarily disturbed seabed can be reduced.

Eco-friendly sand

extraction and land

Continuous measurement of silt formation

Another effect of sand extraction is that during the work, water with silt particles streams back into the sea from the dredgers. These particles are suspended in the water, causing it to become murky, so that less light can penetrate. A possible consequence of this is that algae will grow less quickly. Algae serve as food for small snails and crustaceans, which in turn serve as food for birds and fish. In other

words, cloudy water can lead to less food for various species and a disturbance of the food chain. However, suspended silt can occur in nature as well. Rivers constantly supply new silt, for instance. Ten to forty million tons of silt enter the North Sea from the Straits of Dover every year and each new storm also churns up silt from the sea floor. The concentration of silt on the sea floor is relatively low at the location selected for sand

extraction. The impact of the silt

that is released as a result of dredging activities is not expected to be impermissible.

Monitoring the quality of the marine ecosystem

The present condition of the marine ecosystem has been inventoried in preparation of the construction of Maasvlakte 2. Baseline

measurements were carried out at some 300 locations up to 50 km off the coast between Schouwen and IJmuiden. This allowed researchers

to determine where fish can be found, their numbers and what condition the fish are in. In addition, there have been baseline measurements focusing on juvenile (young, sexually non-mature) fish and silt at 100 other locations up to 30 km off the coast between Walcheren and Den Helder. As soon as construction has started, researchers will carry out new measurements at these locations, which will be compared to the baseline measurements. This will allow them to check in

practice whether the environmental effects that were outlined

beforehand in the EIA Construction, have actually materialised or not. A scientific study of this scope into the impact of sand extraction on seabed life both before and during dredging activities has never before been carried out in the North Sea. Land reclamation in stages The ambition is to start the land reclamation and sand extraction operations in 2008. The pace at which sand will be extracted will lie at around 100 million cubic metres per year. The first stage will consist of the building of the sea wall and the construction of the first port sites.

The subsequent development of Maasvlakte 2 will then be carried out in stages based on market demand. This means that the area will not have any long-term vacant lots. Sea wall will have a safe height The sea wall will be so tall and robust that there is no way that an extreme storm surge can overcome it or that an undesirable amount of water floods over the edge. The sites accommodating container handling and distribution activities will be 5 m above Amsterdam Ordnance Datum (NAP) and the road along the inside of the sea wall will even be 5.5 m above NAP. This makes Maasvlakte 2 one of the safest areas around.

Hard sea wall

Fo

ot of slop

e

Cycle track Pipeline corridor

97.50 6.50 10.00 G ran ting limit (E ur omax)

1x2 lanes + hard shoulder

NAP NAP

NAP

0.85 1.00

Secondary road 1x2 lanes Internal lane

3.00 1.50 5.00 23.20 7.00 19.20 10.00 66.20 4.00 6.00 7.90 2.00 6.50 3.00 8.50 3.00 5.50 20.00 1.002.00 5.00 4.25 1 : 4 SEALAND +15.80 +10.00 +5.20 -11.35 -14.25

Innovative

multifunctional outer

and inner contours

SUSTAINABLE PLANNING

What does the optimised and sustainable planning of the new Port area involve? A good example is the multifunctional outer contour. The outer contour of Maasvlakte 2 is suited for a variety of functions. For instance, this sea wall does not just protect the hinterland from the sea, it also serves as the main

transport corridor for road, rail, cable, and pipeline connections. Turbines on the hard sea wall in the northern section and on a section of the soft sea wall allow for the generation of wind energy. The southwestern and western sections will have the character of a natural dune landscape with beach areas

suited for various forms of recreation on the exterior – from a beach for day trippers to an activity beach for surfing, horse-riding and kitesurfing.

Sustainable spatial planning for traffic, transport and energy It is possible to realise a great deal of efficiency and save a

considerable amount of energy by already taking sustainability into account at this point in the planning process. There are plans to bundle the emergency services like the fire brigade, the seaport police and the nautical services, for instance.

Innovative

multifunctional outer

and inner contours

The transport of energy and other products via a network of pipelines will be encouraged: this will reduce transport by truck, rail, and inland shipping and create an

infrastructure that makes it possible to cluster industrial activities. In addition, the Port Authority has taken the ambition to reduce road traffic into account in Maasvlakte 2 ’s design stage (see Modal Shift in Chapter 10). There will also be

adequate facilities for inland shipping and rail transport. Clustering of industrial activities

Industrial ecology occupies a central position in the sustainable planning of Maasvlakte 2. The bundling of similar companies offers advantages from the outset. Clustering chemical industry and container companies not only has

environmental benefits, it is also advantageous in terms of business economics. Chemical companies can benefit from one another’s proximity, as semimanufactures, rest products, residual heat and cold are all close at hand. This saves energy and raw materials and reduces the transport

requirement. In addition, a relatively clean source of energy like residual heat can be recycled quite easily in

facilities that are located in close proximity to one another. Appearances also count: restricting visual pollution of sites

A world-class port has to look the part. Maasvlakte 2 is intended to become an attractive

environment for residents, visitors, holiday-makers, and employees. This is why space has been

reserved for nature and recreation in and around the docks, but the planning of core assets like the public spaces in the dock area and the outside areas of industrial estates will also be subject to specific requirements. To give Maasvlakte 2 a suitable appearance, the industrial buildings will need to fit in the landscape as well as possible in terms of shape, colour scheme,

and size. The skyline will be characterised by selective high-rise construction. The entire allure of Maasvlakte 2 will need to conform to the core values of being functional, clean and hi-tech. The Port area’s accessibility for visitors will be promoted through the construction of, for example, cycle tracks that offer views of the harbour.

SUSTAINABLE OPERATION

Maasvlakte 2 shows the Port of Rotterdam Authority’s ambition to be a global pioneer in the field of sustainability. In order to achieve this, the Port Authority has taken various measures, including placing strict demands on the companies that aim to set to work in

Maasvlakte 2. In the international call for bids, which was open to interested stevedores and shipping companies, sustainability

consequently formed an important

criterion for tenant selection. The firms in question will need to fulfil concrete sustainability requirements. The response was positive. Companies are aware of the necessity to deal with

environmental problems and seek out new procedures. As such, Maasvlakte 2 has become a

platform for companies to show the world that sustainability and economic growth can be combined successfully. This conscious choice not only leads to increased sustainability, it also results in innovation, substantial

improvements in efficiency and cost control.

Reserved for companies

with a sustainable

Contract procedure for container terminals

Between 2005 and 2007, various companies that were candidates to operate a terminal were assessed against four criteria with different valuation percentages:

• Finances 40% • Sustainability 20%

• Marketing and strategy 25% • Terminal concept/technology 15% This was the first time worldwide that a port explicitly included

sustainability considerations in the contract procedure. The companies’

sustainability was assessed on the basis of three subcriteria:

• The Environmental Management System (EMS). Various matters are covered by the EMS, including air quality, light, energy, waste, and transport. This criterion dealt with issues including the following questions: What are the

company’s views on sustainable enterprise? How can pollution be avoided? How is monitoring organised? Which measures need to be taken when limits are exceeded?

• The Modal Shift. This represents the ratio between rail, inland shipping, and road transport in the transport to the hinterland. As trucks and cars are responsible for a substantial share of the air pollution, and overland accessibility is also of considerable importance, this criterion involves concrete requirements in order to cut back truck haulage sustainably. • Security. The security of terminals

and transport chains has to be well arranged.

Modal Shift: cutting back truck transport

Of the 11 million sea containers expected to enter Maasvlakte 2 after 2033, some 4 million will immediately be relayed for further transport across the ocean. In other words, these containers will not have to be dealt with by the hinterland network. At present, nearly 50% of the containers destined for the hinterland are handled by road transport. In 2033, the share of overland haulage needs to be reduced to 35%.

Strict criteria for clients A maximum of 35% of the containers may be transported by road. This absolutely concrete agreement is made with all companies that intend to establish themselves at Maasvlakte 2. This is the only way that the increased traffic pressure can be countered and the emission of airborne particulate matter minimised. Everything has been laid down in contracts, including penalties for noncompliance.

From 2005 To 2033

Road 47% 35%

Water 40% 45%

Rail 13% 20%

Modal Shift Objective:

Improving the transport to the hinterland

The Port Authority is already active in the improvement of the transport to the hinterland – through

participation in the Betuwe Railway Line, for instance, and the development of a container transfer facility in the hinterland. Inland vessels carry the containers to the transfer facility, from where they are transported to their final destination by rail or by truck. As a result, fewer trucks will be travelling to and from the Maasvlakte, which is better for local air quality.

The stevedores at Maasvlakte 2 will be developing a new generation of container terminals. Sustainability and efficiency are the two key principles. The terminal operators have an opportunity to combine the best practical experience gained across the world with the latest technology and insights, ultimately

to arrive at transfer centres that set a new standard in the container sector. Besides a maximum amount of freedom to plan the site as the operator sees fit, sustainability is also an important point of departure, not only because the Port of Rotterdam Authority applies strict sustainability criteria in the

Container terminals

of the future

*standard size unit for containers

selection of companies for Maasvlakte 2, but also because companies see sustainability as a licence to operate in the future. Only firms that are able to work with energy-efficient,

environmentally friendly solutions that are in harmony with the environment will have a chance to expand.

Bigger and more efficient At first glance, the terminals that

will come into operation at Maasvlakte 2, from 2013 on, will probably look like existing examples. A striking difference, however, will be their scale. The new generation of container ships that is currently on the drawing board will soon be docking at Maasvlakte 2. Cargos of 12,500 TEU* and over on ships with a length of some 340 m will be the rule rather than the exception. With its deep water docks of some 20 m

depth, Maasvlakte 2 will be fully prepared for these vessels. At the quay, too, everything will be ready for what the future may bring. An increased volume of containers will have to be unloaded quicker, more efficiently andwith more energy efficiency. This procedure will be fully automated, involving different cranes working at the same time. It may even be arranged in such a way that the cranes can unload various

containers at the same time. The weight of the loaded containers can be used during the unloading to generate electricity.

Proactive planning and cargo recognition programmes will ensure that the automated systems can recognise different containers and cluster them in logical groups on the quay, so that the subsequent transfer to the next mode of transport can run more smoothly. The option of loading inland vessels directly from the container ship is currently being reviewed. Everything is geared towards allowing the loading and unloading procedures to run quickly and efficiently. Automation and clever IT solutions play extremely important roles in this process. The operators monitor multiple unloading cranes from a central control station. As the operation is fully automated, expectations are that the quays will require a lot less light in the evening. At any rate, the energy

consumption and emission levels of the equipment on the quays have been drastically reduced. Hybrid technologies, filters, cleaner engines and fuels all contribute to this effect. Furthermore, the companies’ offices are energy-efficient and climate-neutral in their operation. Logistic information and automated planning based on real-time information ensure that both seaward and landward waiting times are minimised. This reduces the needless emissions caused by running engines while increasing efficiency and productivity. The operators can also influence the way the containers are

subsequently transported to the hinterland. By 2033, the ratio in the modal shift should be adjusted to such a degree that an ample majority of the cargo is transported by rail and inland shipping. The Port Authority will see to this via contracts with the terminal operators.

Greenest container terminals in the world

The largest Port in Europe wants to set an example of sustainability with the Maasvlakte 2 development. Together with the companies that will be setting to work in the new area, the Port Authority is doing everything in its power to make this sustainable future a reality – in the interest of today’s and future generations. Three contracts dealing with the operation of container terminals at Maasvlakte 2 have since been signed.

Rotterdam World Gateway

Rotterdam World Gateway will be developing a terminal with a capacity of 4 million TEU

(Twenty feet Equivalent Unit). This terminal will become operational in 2013. The project is a joint venture of stevedore DP World (Dubai) and the shipping companies Mitsui OSK Lines (MOL, Japan), Hyundai Merchant Marine (HMM,

South Korea), Neptune Orient Lines/APL (Singapore), and CMA CGM (France).

APM Terminals

APM Terminals, a subsidiary of the A.P. Møller-Maersk Group (Denmark), will be developing a second container terminal at Maasvlakte 2, which will have a capacity of some 4.5 million standard containers. This sustainable terminal will be taken into operation in 2014.

The third party to set up at Maasvlakte 2 is ECT, the largest container stevedore in Rotterdam’s existing port. The project in question will be a sustainable extension of the Euromax terminal, in which the shipping companies Cosco, ‘K’-line, Yang Ming, and Hanjin will all be participating.

Sustainable industry

Distribution and chemical sector companies that intend to establish locations at Maasvlakte 2 will also be confronted with specific sustainability requirements. An important requirement in this respect has to do with the agreements laid down in the Rotterdam Climate Initiative, which focuses on cutting Rotterdam’s carbon emission levels by half by 2025. For the port in its entirety, this boils down to energy efficiency measures, the use of sustainable energy and maximising the capture or storage of carbon dioxide. Furthermore, the design and spatial planning of Maasvlakte 2 will in any case allow for the effective

clustering of activities, which can

result in further advantages: effectively utilising one another’s facilities, semimanufactures, and energy systems, for instance. Examples include residual heat, the shared use of pipeline systems, and joint wastewater treatment, but also the maximum utilisation of sustainable modes of transport. The result of the clustering can be reduced energy consumption, lower noise production, reduced missions of harmful substances, and a reduction in the discharge of cooling water. An additional advantage of the clustering of sector companies is that the outline of the risk area is minimised. In short, we can also expect the chemical sector to make a substantial contribution to the new port’s sustainability.

SUSTAINABLE OPERATION

Sustainable energy

Maasvlakte 2 will increase the energy demand – there’s no discussion about that. However, Maasvlakte 2 is intended to pioneer and initiate a variety of energy-efficient and energy-saving solutions. All companies that aim to set up at Maasvlakte 2 are required to indicate how they deal with energy and how they prevent the waste of energy, for example by means of lighting, refrigeration, ventilation, and heating. The port uses a lot of energy for transport and production, but it also produ-ces a lot of energy. The bundling of energy flows will create

opportunities for a sustainable approach. The Port of Rotterdam Authority aims to ensure that all energy storage and production is accommodated in an environmentally responsible, safe way and that energy and raw materials are used efficiently. Examples include the development of locations where similar

companies can set up close together (co-siting locations) and the construction of a joint pipeline network.

Wind energy

The hard and soft sea walls both form suitable sites for wind

turbines. The location is ideal: there is a lot of wind, very little nuisance for local residents, and an effective concentration in a limited area. A total of some 25 turbines could be placed here. These turbines would have a combined energy production of 60 to 80 MW

(megawatts) – enough to provide energy for some 70,000

households. In addition, the turbines will realise an annual reduction of some 120 kilotons of carbon emissions.

Sustainable process technology In order to achieve increased eco-efficiency, a communal (utility) facilities centre can be set up. This centre could handle, for example, network construction, network management, electricity, natural gas, drinking water, process water, wastewater, CO2, and steam, but also telecom connections, IT, and security. Even in the construction and spatial planning stage, the organisation will already ensure that the infrastructure is prepared for such a facilities centre. In addition, infrastructure will be realised for the transport of syngas (hydrogen and carbon monoxide).

What about energy,

process technology,

air quality,

Air quality

The air quality in the Rijnmond area currently fails to meet the European standards at every given location. At a number of points along the A15 motorway, the traffic’s

emission levels for nitrogen dioxide and airborne particulate matter exceed the standard. The Nether-lands Environmental Assessment Agency (MNP) expects air quality to improve clearly over the next few years, thanks to improved

technology and cleaner engines. Strict measures will be introduced to this effect in Maasvlakte 2, working in collaboration with the Municipality of Rotterdam.

Examples include less and cleaner truck haulage, environmental zoning and cleaner inland vessels. In addition, the Government, the Municipality of Rotterdam, the Province of South Holland and the Port of Rotterdam have jointly concluded an ‘Air Covenant’. This agreement guarantees the timely implementation of the correct measures at the correct locations. An added bonus of the

environmental measures taken at Maasvlakte 2 is that their positive effect extends far beyond the Rijnmond region; everyone will profit from the cleaner engines of the trucks and inland vessels.

Light

Like the present Maasvlakte, Maasvlakte 2 will see continuous operation throughout the night. This will result in light radiation. The main share of the light will be emitted by the container terminals. There are no legal standards in place yet with regard to light radiation or visibility, whereas such standards do exist for sound and air, for example. Nevertheless, the effects were studied in the context of the Environmental Impact Assessment. Furthermore, the Port Authority will still be investigating how to limit the light emission as far as possible. This is also inspired by

the fact that less light means less energy consumption and a reduction in costs.

Noise

The industrial activity at Maasvlakte 2 will not result in any extra noise pollution for the inhabited areas. The distance between the two is too great for

this. The noise produced by road and rail traffic in the region will initially increase as a result of the expanding economy.

The noise produced by road haulage and rail transport is expected to decrease after 2020. By that time, the existing trains and trucks will have been replaced by

new and more silent equipment. In addition, the asphalt on the A15 and A4 motorways will be of a quieter type.

SUSTAINABLE TRANSPORT

The new port area needs to have good accessibility, both by land and water. However, its overland accessibility (via the A15 and A4 motorways) is already under pressure. With or without the development of Maasvlakte 2,

commuter, commercial, and recreational traffic are all expected to increase further. In 2033, Maasvlakte 2 will result in some 29,100 vehicle runs per 24 hours. Two thirds of this will be freight transport. The effect on the region is not too bad, though: around the Vaanplein junction, the contribution of Maasvlakte 2 will be not more than 2% of the total traffic (4,400 of the 176,500 motor vehicle runs) and 6% of the lorry traffic (3,200 of the 52,100 runs). Despite the limited impact of Maasvlakte 2 on the traffic problems, improving accessibility is high on the Port Authority’s agenda. To guarantee effective traffic circulation and limit traffic nuisance and negative

environmental effects, the Port Authority will be taking various measures. The most important has already been discussed earlier: the Modal Shift. This measure will require container terminals at Maasvlakte 2 to transport more

cargo by means of inland shipping and railway transport and less cargo by means of trucks: from 47% in 2005 to 35% in 2033. More options in the field of public transport for employees and visitors are currently being considered. A number of companies are already working together to set up a joint transport service, for example.

Truck haulage

Environmental zone

The Municipality of Rotterdam will establish an environmental zone for the existing Maasvlakte and Maasvlakte 2. Trucks whose emission levels of nitrogen oxide and airborne particulate matter are

too high will not be allowed in this area. Only those trucks with the cleanest engines will be granted access to the Maasvlakte. This environmental zone will be introduced in 2013, when Maasvlakte 2 is taken into operation. This measure will also lead to a reduction in emission levels in all other locations frequented by these trucks.

Regulering

Besides the establishment of an environmental zone, additional measures are being reviewed that can help regulate the traffic. For example, the Port Authority is investigating, in collaboration with the Municipality of Rotterdam and the Directorate-General for Public Works and Water Management (Rijkswaterstaat), whether it is possible to ban trucks from the stretches of the A15 and A4 motorways in the Rotterdam area during the morning and evening rush hours. This startling measure offers two advantages: driving outside of the rush hours will benefit road capacity as well as air quality. During rush hours, when a truck is driving on a congested road, it emits three times as much carbon as when it is driving at normal speed. In addition, it is

Truck haulage,

shipping, rail,

and equipment

being studied whether time slots should be introduced: the requirement to load and unload containers within a specified time. The use of advanced IT

applications like electronic pre-notification with the allocation of time slots is a simple way to improve transport efficiency. Furthermore, all transport companies will be encouraged to transport more cargo per individual transport run.

Container transfer station Less lorry traffic in and around Rotterdam can also be achieved by taking a different approach to transport. Plans are currently being developed for a container transfer station, for example, in order to transfer large volumes of containers from the Maasvlakte to East Rotterdam. This will lead to a considerable reduction in the number of trucks driving on the A15. The cargo relay facilities will be located outside the busy areas. Shipping

Inland shipping

One of the measures to help achieve specific environmental benefits is the exclusion of polluting inland vessels. As early as by 2010, the most polluting inland vessels will be required to pay extra port dues when

they enter the Rotterdam port. This will encourage companies to switch to cleaner engines and the extra port dues will be donated to the fund of the Government’s Encou-ragement Scheme. This subsidy scheme of the Ministry for Housing, Regional Development and the Environment aims to reduce the emissions of NOx in the inland shipping sector. The vessels will be required to switch to low-emission diesel engines or convert the engines by installing filters. If this does not lead to the desired

reduction, the most polluting vessels will have to stick to a speed limit on certain stretches, particularly on the Oude Maas and Nieuwe Maas waterways and the Hartelkanaal. Half of all inland vessels operating in the Netherlands call on the Rotterdam port: the switch to cleaner engines will therefore have a favourable impact throughout the Netherlands.

Seagoing vessels

Increasingly stringent requirements are being introduced for the sulphur emissions of seagoing vessels. Since August 2007, the fuel of seagoing vessels in the North Sea may contain a maximum of 1.5% sulphur. This used to be 2.7%. As from 2010, the fuel of ships docked at the quays of European ports may

not contain more than 0.1% sulphur. The Port Authority is investigating the possibilities of an assessment instrument for the emission of sea vessels combined with financial encouragement measures. Rail

The Betuwe Railway Line will see more intensive use in the future. One of the projects aimed at improving air quality is the development and testing of a clean, hybrid shunting engine. Material

Sustainability is also a factor in the use of AGVs (Automated Guided Vehicles), the unmanned vehicles that transport containers from the quays and can find their way around the terminal by themselves. The old versions consumed a great deal of diesel and also emitted large volumes of airborne particulate matter and NOx (nitrogen oxides). The combination of hybrid technology with

diesel-hydraulic drive substantially benefits the environment: less fuel consumption, lower emission levels, and less noise. All companies that have registered for a location at Maasvlakte 2 have the contractual obligation to increase the use of low-emission drives in their vehicle fleet and equipment.

MONITORING, EVALUATION, AND CORRECTIONS

What are the natural assets of the dune compensation areas and the seabed protection area? Will the same habitat that is lost return in the new dune area? Will the increased silt concentration during sand extraction cause a decelerated production of zooplankton and benthos? Will the quantity of seagoing vessels correspond with the spectrum set out in the EIA report?

Are the traffic development estimates and the related emission estimates accurate?

The EIA Construction and EIA Zoning reports describe the expected impact of Maasvlakte 2 on the environment. Both reports are based on worst-case

scenarios and have adopted wide margins. But will the expected effects actually materialise during, for example, the sand extraction and land reclamation operations? Will the expectations regarding the environmental values of the dune compensation area and the seabed protection area be realised? What will the state of the air quality be in 2015?

Extensive Monitoring Evaluation Programmes (MEPs) have been formulated for the entire term of the Maasvlakte 2 project, in accordance with the agreements that were established in the Rotterdam Mainport Development Project Key Physical Planning

Decision (2006 PKB PMR). Furthermore, the European Commission has requested to be updated regularly on the results of the monitoring and evaluation programmes in the context of the Birds and Habitat Directives. Verification and learning All MEPs have a dual purpose. The first objective is to verify how the actual targets relate to the predictions that have been calculated in the EIA Construction and EIA Zoning reports. The second objective is a learning target: as it is the first time many of these studies have been carried out, it is important to collect

information to fill the observed knowledge gaps. The extensive monitoring programmes will be evaluated every five years. The management plans will be adapted as the need arises.

MEP Sand Extraction

The large-scale sand extraction operation in the North Sea is an intervention that is expected to create indirect effects that are difficult to detect. The key ecological effects of the sand extraction activities are expected to be the loss and (eventual) recovery of the sea floor and seabed life at the sand pits and their direct environs. In addition, the release of silt will possibly affect the natural processes in the local food web (multiple interconnected food chains) and the number of crustaceans and birds in the area. This MEP will reveal the causal relationships

Monitoring, Evaluation,

and corrections

between the sand extraction operations and the measured changes. This will

lead to insight in the intervention effect chains. The MEP is carried out on the basis of baseline measurements. Samples of the sea floor were taken at 300 locations in the direct vicinity of the sand pit and in the area from Vlissingen to the Wadden Sea in order to determine the composition of the local seabed. Such measurements will be repeated every two years

during and after the sand extraction activities. The monitoring in the context of the MEP Sand Extraction is performed by the Project Organization Maasvlakte 2. MEP Land Reclamation The objective of this MEP is to check whether the actual effects of the Maasvlakte 2 land reclamation are sufficiently compensated, and in due time, by the results of the environmental compensation measures

(the seabed protection area and the dunes). The findings of this MEP can result in corrections to the compensation programmes. The responsibility for the monitoring and evaluation of the effects of the land reclamation will be borne by the State. The MEP Land Reclamation consists of a large number of smaller scale studies that have been ordered according to the ecosystems Voordelta, North Sea, and dunes. The following themes will be reviewed: the seabed