Figure 8: Basement Level pt.2.pdf · Figure 8: Basement Level PA ... Power supplied to each...

Figure 8: Basement Level

PA/07807/16 - 35b - Valid - Stephanie Farrugia - on behalf of Environment and Resources Authority - 2/1/2017 2:52:42 PM 35b

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Figure 9: Elevations and Sections


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Figure 10: Visual Impressions of the Scheme


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Fuel Storage and Dispensing

1. Liquid fuel will be stored in four compartmented underground tanks, as shown in Figure 11 and described in Table 1. As mentioned, the tanks will be located in the area outside of the Groundwater Safeguard Zone.

2. The tanks will be compliant with EN 12285-1 and will be Class A Type D double-skinned; an interstitial Class 1 leak detection system and a wet stock management system will also be installed. These tanks will be placed inside a reservoir that has been lined with a fuel resistant and hydraulic barrier self-healing geo-textile membrane to render it impermeable to fuels; the reservoir will be backfilled with a non-cohesive, chemically inert material (for example, sand) and dry lean mix. The tanks will also be equipped with an overfill prevention system.

3. Autogas will be stored in one underground storage tank, as shown in Table 1 and Figure 11. Again, this tank will be located outside of the Groundwater Safeguard Zone.

Table 1: Liquid Fuel Storage Tanks

Tank Number Compartment Fuel type Fuel capacity

T1 T11 Unleaded petrol 30,000 L

T12 Unleaded petrol 30,000 L

T2 T21 Diesel 30,000 L

T22 Diesel 30,000 L

T3 T31 Unleaded petrol 30,000 L

T32 Unleaded petrol 30,000 L

T4

T41 Diesel 20,000 L

T42 Biodiesel 20,000 L

T43 Diesel 20,000 L

N/A N/A Autogas 5,000 L

4. Four dispensers will be installed to dispense liquid fuels from a total of 24 hoses (each of the dispensers will be of the 3-product, 6-hose type). One diesel dispenser will dispense at high flow (130 L / min) to heavy vehicles; the remainder of the dispensers will dispense fuel at the standard flow rate (40 L / min). Additionally, two autogas dispensers having two hoses each will be installed adjacent to the liquid fuel dispensers.

5. All liquid fuel pipework will be of the double skin type and will include a Class 1 leak detection system. Underground pipes will be surrounded by sand to protect the pipes from mechanical damage.

PA/07807/16 - 35b - Valid - Stephanie Farrugia - on behalf of Environment and Resources Authority - 2/1/2017 2:52:42 PM35b

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Figure 11: Details of Fuel Tank Storage Area


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6. Stage IB and Stage II vapour recovery systems will be installed to recover most of the vapours generated during petrol delivery to the storage tanks and during fuel dispensing to clients’ vehicles.

7. The forecourt surface will be concreted and lined with an underlying impermeable self-healing membrane. An overhead canopy will cover the forecourt area, as mentioned.

Electric Charging Points

8. Two electric car charging points will also be available in two of the car wash drying areas. Power supplied to each charging point will be in the range of 7.3 KW 3-phase, 400 Volts alternating current. The charging points will be IP 54 rated.

Car Wash

9. The car wash area will consist of four jet washer bays and five drying and vacuuming areas. The car wash will be operational 24 hours, seven days a week. Details on wastewater are described below. Two water reservoirs will be used to store clean rain water (capacity of 468 m3) and treated water recovered from the car wash (capacity of 48 m3); this water will be recycled for use in the car wash.

Landscaping

10. The Scheme envisages soft landscaping all around the northern, eastern and western perimeters of the site. There will also be some limited planting in front of the diner. The species range for all planting will be chosen from the Guidelines on Trees, Shrubs and Plants for Planting and Landscaping in the Maltese Islands, 2002, and having regard to the lower flammability tree species identified as being acceptable for fuel service stations in Appendix 1 of Fuel Service Stations Policy 2015.

11. As mentioned, the roadside along Triq L-Imdina includes mature Pinus halepensis, and a number of access options were explored with a view to reducing the impact on these protected trees. Having regard to the requirements for safe ingress / egress, the Scheme as proposed envisages the removal of five Pinus halepensis. The potential for successfully relocating this tree species is considered to relatively limited, especially given the maturity of the trees in question; however, the applicant is open to exploring with the Planning Authority the relocation of the uprooted trees off-site. Notably, Pinus halepensis is considered to be a flammable species of tree which is to be avoided adjacent to fuel service stations.

Access and Parking

12. The Scheme site is located on Triq L-Imdina, an arterial road forming part of the TEN-T network, as mentioned. The Scheme will take access off this road, where there will be separate ingress and egress.

13. As mentioned, the access arrangements were informed by the policy objectives for the relocation of petrol stations outlined in the Fuel Service Stations Policy 2015, specifically in relation to the proximity to existing petrol stations. A Road Safety Audit has also been prepared to supplement the application. Accordingly, the Scheme will only be directly accessible to left-turning traffic, travelling eastbound on


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Triq L-Imdina. There will be no direct access to traffic travelling westbound on Triq L-Imdina; the Applicant is proposing to create a 1 m wide central median flanked by bollards for the length of the ingress to the Scheme.

14. Regarding parking, as mentioned, this will be provided underground within the site (20 spaces) and in the forecourt (two spaces).

Services

15. Grid electricity supply, mains water supply, and sewers are available along Triq L-Imdina.

External Lighting

16. The external lighting scheme will take the form of:

56 W high-power LED street light fixture, fitted onto a 6 m pole;

Two 49 W T5 fluorescent fixtures (IP65 rated), fitted in the car wash area; and

146 W high-power LED down-lighter, recess fitted into the panelled soffit of the canopy.

17. As explained by the applicant, the lighting scheme has been chosen with regard to the lighting standards for fuel service stations and the location of the site ODZ. The lighting scheme will provide only the necessary illumination levels across the site. The area under the canopy will be illuminated at 300 lux, in line with international guidelines; elsewhere there will be low level lighting and an average illumination of between 50 to 60 lux. All fixtures will be mounted so as to be directional and to down light, in order to limit light spill and glare to motorists. Furthermore, with the exception of the canopy lighting, there will be photocell sensor control of the lighting; the canopy lighting will be timer controlled. Energy saving lamps and control gear, as well as efficient reflectors will be used throughout.

Operating Hours

18. The fuel dispensers and car wash facilities will be open to the public 24 hours, seven days a week (self-service outside of staffed hours). For safety reasons, the autogas dispensers will only be available for use when the fuel service station is staffed. The service station, retail units and tyre services garage will be staffed from Monday to Saturday, from 06:00 to 19:00.

RESOURCES

Raw Materials

19. The main raw materials to be used in the construction of the Scheme, and their estimated volumes, are shown in Table 2.

20. The principal raw materials in use during operation are the fuels that will be the fuel dispensed to vehicles (petrol, diesel, biodiesel, and autogas). Vehicle consumables will be used in the garage (tyres). Detergents will be used in the car wash facilities.

Table 2: Estimated Raw Materials for Construction


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Material Estimated Quantity

Hollow concrete blocks 2,500 m3

Other concrete materials (e.g. bases, strip foundations, flooring, slab, infill, columns, beams, lintels)

750 m3

Limestone blocks 500 m2

Damp proof course 500 m

Waterproofing membrane 1,850 m2

Geo-textile membrane 500 m2

Reinforcement 12,500 Kg

Rendering 3,500 m2

Energy

21. The Scheme will be connected to the mains electricity supply. The total electrical demand is envisaged to be approximately 39.3 kVA, which can be provided through a standard 63 Amps 3-phase supply service.

Water

22. Clean rainwater from the roof of the building and from the canopy will be collected in an underground reservoir having a capacity of 468 m3. There will also be a recycled water reservoir (capacity of 48 m3), holding secondary water recovered from the car wash floor draining system, after passing through the Class 1 separator, and filtration system. It is envisaged that 60% of the water used in the car wash operation will be recovered and recycled. The collected water will mainly be used in the car wash facility; a portion of the water will also be reserved for fire-fighting purposes.

23. The annual demand for mains water is expected to be approximately 1,244 m3; it is envisaged that approximately 27.6% of the water demand will be provided from the harvesting of rain water.

EMISSIONS AND WASTE

Construction Waste

24. The types of waste likely to be produced during the construction of the Scheme, and their estimated volumes, are shown in Table 3. Waste generated during construction will primarily consist of excavation waste; it is envisaged that there will be approximately 4,000 m3 of excavated material generated. No sub-surface geotechnical investigations have been carried out at the Scheme Site to date. However, with an excavation depth of between 3 – 4 m, the excavated material will include rock (Lower Globigerina Limestone Member). The excavated rock will be reused as hardstone gravel. Material not reused will be appropriately disposed of in accordance with the current regulations and using registered waste carriers.

25. A relatively minimal amount of soil will be cleared (see Table 3); this Soil will be re-used on site, for the new landscaping.


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26. Wastes generated from demolition and site clearance will be transported off-site to licensed facilities using registered waste carriers.

27. There will be relatively little waste generated from the construction itself. In addition There may be steel and aluminium off cuts, residue inert building material (like broken concrete blocks), and residue timber, as well as domestic waste generated by the workers. When the mechanical, electrical and finishing works begin, other wastes will likely include plastic conduit, copper wires covered in plastic, off cuts of steel supporting rods and cable trays, ceramic tiles, paper and plastic bags for materials, aluminium off cuts, broken glass items, and gypsum soffit ceiling parts.

Table 3: Construction Waste

Phase EWC code Description Estimated quantity

Site clearance / demolition

20 02 01 Vegetation 100 m3

17 05 04 Soil 100 m3

01 01 02 Inert waste 150 m3

Excavation 01 01 02 Excavated rock 4,000 m3

Construction and finishing

17 02 01 Concrete printed floor, kerbs 2,800 m2

17 01 02 Bricks 2,500 m2

17 01 03 Tiles 1,200 m2

17 02 03 Plastic waste 3 T

17 04 02 17 04 05

Rebar cut-offs, steel, aluminium 2 T

15 01 01 15 01 02

Packaging 4 T

Operational Phase

28. The types of wastes that will be produced during the operation of the Scheme will include oily waste from the separators, tyres, and municipal solid waste, as illustrated in Table 4.

29. Sludge from the separator will be removed as needed, and will be retained in the separator prior to removal. In all circumstances the removal of oily waste will be carried out in accordance with the Waste Management (Waste Oils) Regulations, 2002. Oily waste will be bagged separately and removed by licensed hazardous waste contractors engaged by the operator, in accordance with the relevant regulations.

30. Non-hazardous waste from the retail units and the office will be stored in waste bins prior to their removal off site. Waste will be removed from the site using licensed waste carriers and deposited at authorised facilities; where possible, recycling / recovery will be preferred over disposal.

31. All hazardous waste transferred from the site will accompanied by a valid hazardous waste consignment permit issued by ERA. Each consignment under the consignment permit will also be accompanied by a consignment note.

Table 4: Operational Waste


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Activity EWC code Waste Description

Tyre services garage 16 01 03 Tyres

15 02 02* Contaminated rags

Retail facilities 15 01 01 15 01 02

Cardboard and plastic packaging

Office

20 03 01 Mixed domestic waste

20 01 01 20 01 02 20 01 39 20 01 40

Recyclable waste

Effluent management 13 05 07* Oil-water separator contents

Wastewater and Surface Water Management

32. The forecourt surface will be concreted and impermeable to hydrocarbons, as mentioned. Fuels will be stored in double-skinned tanks equipped with interstitial monitoring and a wet stock management system, housed within impermeable and lined bunds. Fuel pipework will also be double-skinned.

33. As mentioned, clean rainwater from the roof of the building and from the canopy will be collected in an underground reservoir, as will treated secondary water (in a separate reservoir), recovered from the forecourt and the car wash. The latter will have passed through a BS EN 858-1 certified Class 1 separator and filtration system, fitted with an alarm. The separator will be designed to achieve treated water of a concentration of less than 5 mg/L of hydrocarbons. It is envisaged that the treated water will be re-used in the car wash facility; however, this may be discharged to sewer, depending on the current water demand of the station.

34. Figure 11 (above) shows the proposed surface water management arrangements for the Scheme.

35. Sanitary waste from toilets will be discharged directly to sewer.


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Emissions to Air

Construction

36. The construction processes are expected to generate minor dust emissions (both total suspended particulates and PM10), which are temporary and can also be mitigated to some extent.

Operation

VOC Emissions

37. In fuel service stations where there is no abatement, emissions of Volatile Organic Compounds (VOC) arise mainly from the following activities related to the handling of petrol:

Tank emissions: vapour displacement when an incoming bulk delivery of petrol is received into storage tanks; and

Emissions during refuelling: occur when petrol is transferred from the tanks to vehicles. They are a combination of vapour from the larger tank’s contents and the vapour evolved in the vehicle’s fuel tank as a result of splashing and turbulence during filling.

38. These emissions are caused by the release of vapour from petrol, due to its high vapour pressure and low flash point (-43 oC). Diesel and other fuels to be handled at the Scheme Site have a lower vapour pressure and a higher flash point, and therefore do not release significant emissions, even without abatement.

39. Legal Notice 54 of 2009, the Control of VOC Emissions (Storage and Distribution of Petrol from Terminals to Service Stations) Regulations (as amended), stipulates that service stations meeting certain criteria must be fitted with the following vapour recovery systems:

Stage IB recovery: designed to reduce the total annual loss of petrol resulting from loading into storage installations at service stations to below 0.01% of the throughput mass by mass (m/m), by returning the vapours through a vapour-tight connection line to the mobile container delivering the petrol; and

Stage II recovery: designed to recover petrol vapours during refuelling, where the efficiency of the system must be at least 85% and the vapour/petrol ratio must be from 0.95 to 1.05 when the petrol vapour is transferred to an underground storage tank at the service station.

40. As illustrated in Figure 12, both Stage IB and Stage II recovery will be installed at the Scheme Site.


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Figure 12: Vapour Recovery Arrangements


Emissions from Road Traffic

41. The Scheme may attract additional traffic, which would result in increased emissions, primarily of NO2 and PM10. However, it is expected that most trips to and from the Scheme will be ‘pass-by’ trips, that is, vehicles that would pass by the Scheme Site anyway.

Noise and Vibration

42. An increase in traffic would also result in increased noise emissions. However, as it is expected that most of the trips to and from the Scheme will be ‘pass-by’ trips, noise impacts from additional traffic are not expected to be significant.

43. The car wash facilities will also generate some noise; however, the nearest residence is located over 375 m away, on the edge of the Attard Development Zone. There will be no sources of vibration during the operation of the Scheme.

CONSTRUCTION

Construction Timing

44. The estimated duration of the construction phase of the Scheme is envisaged to be approximately 14 months, as outlined in Table 5; there will be some overlap in the latter four stages.

Table 5: Construction Timing

Phase Duration

Site preparation / Demolition / Excavation 2 months

Construction (shell) 3 months

Civil Finishes 4 months

Mechanical and electrical 6 months

Finishing of external areas / landscaping 2 months

Commissioning 2 months

Construction Machinery

45. The machinery that will be required during construction of the Scheme is envisaged to comprise the following:

Excavators;

Wheel shovels;

Tower crane;

Mobile cranes;

Tipper trucks; and

Ready mix concrete trucks.


EMPLOYMENT

46. The Scheme is expected to employ approximately 56 personnel during construction - site preparation / demolition / excavation (3); construction (8); civil finishing (18); mechanical / electrical (12); external finishing / landscaping (10); and commissioning (5).

47. When the Scheme comes into operation, and is staffed, it is envisaged that there will be a maximum of approximately 10 persons working at the facility.


POTENTIAL ENVIRONMENTAL IMPACTS

48. Environmental impacts can be negative as well as positive and their assessment is important so as to better define the effects that a proposal may have on its receiving environment. Although a detailed impact assessment is usually undertaken through the EIA process, the need for an EIA is however dependent on the screening of the likely impacts. At this stage in the process, a preliminary list of the potential environmental impacts of the Scheme can be identified. The list identifies only those impacts that may be significant.

49. The potential impacts of the Scheme are considered to be:

Impacts on landscape and visual amenity, arising from construction and operation of the Scheme

The Scheme will result in significant modification to the appearance and character of this essentially rural site, through the physical interventions above ground in particular, as well as the change in activity on the site and the introduction of essentially urban uses. The two-storey height of the building will be somewhat countered by the dropping of the ground level, and the landscaping envisaged for the site perimetre will facilitate visual integration in the wider context. Nevertheless, by its very nature, the Scheme will significantly change the rural character and appearance of the site.

Impacts on ecology and eco-system services, arising from construction of the Scheme

The Scheme envisages building on a natural area. The site is primarily disturbed land, and there is no flora or fauna species of particular ecological importance within the site. However, the mature Pinus halepensis on the verge along Triq L-Imdina, are protected trees (where they are located ODZ). Five of these trees will be uprooted to accommodate the Scheme. The scope for replanting of these trees will be explored, although the scope may be limited given the maturity of the trees. The scale of the impact of the Scheme in respect of these protected Pinus halepensis is therefore uncertain.

The area provides a number of environmental, social and cultural benefits arising from it’s ‘naturalness’, and the Scheme would result in the loss of these services.

Impacts on air quality, arising from construction and the operation of the Scheme.

It is expected that there will be some dust generated during excavation; however, given the scale, duration and nature of the construction, these potential impacts are likely to be short term, temporary and localised. The construction period, including commissioning, is expected to be 14 months, with a two month period for excavation. With proper adherence to the current construction site regulations, and with the appropriate mitigation measures in place, it is expected that dust impact during construction will be limited.

During operation, the installation of Stage IB and Stage II vapour recovery


systems will significantly reduce emissions of VOC from the Scheme. Additionally, the closest residential sensitive receptors are located approximately 375 m from the Scheme Site. Increased emissions from operational traffic as a result of the Scheme are also unlikely. The Scheme is unlikely to generate significant additional operational traffic, as it will likely serve the traffic currently using Triq L-Imdina. The opening of new access points onto Triq L-Imdina has the potential to impact traffic flows along this arterial route, although the scale of the impact would be dependent on the design of the access points.

Waste impacts, arising from the construction and operation of the Scheme.

The construction phase will generate mostly inert and non-hazardous wastes, which will be reused, recycled or disposed of at authorised waste management facilities, in accordance with regulations. A Construction Management Plan addressing waste management will be in place and the applicant will be required to adhere to the Environmental Management Construction Site (Amendment) Regulations 2007.

During operation, the Scheme will generate hazardous and non-hazardous waste, in the form of oily waste, tyres, and municipal solid waste. The waste will be stored appropriately on site prior to collection, collected by authorised waste carriers, and deposited at authorised facilities for recycling or disposal. The consignment note permit system will be employed for the transfer of hazardous waste.

Noise impacts, arising from the operation of the Scheme.

As mentioned, it is expected that most of the trips to and from the Scheme will be ‘pass-by’ trips; there is unlikely to be additional traffic attracted to the area as a result of the Scheme.

The car wash facilities (including the drying facilities) will generate noise; however, the nearest residence is located over 375 m away from the Scheme Site (plan distance) on the edge of the Attard Development Zone. It is considered unlikely that there will be significant noise impact from the car wash facilities on the closest residential noise receptors.

Impacts on the geo-environment, arising from the construction and operation of the Scheme.

The Scheme will likely involve excavation of Lower Globigerina Limestone. As mentioned, there have been no sub-surface geotechnical investigations carried out to date; however, between 3 – 4 m of rock will be excavated. The potential for the re-use of the rock will be explored. However, any extraction of mineral resources has an impact on geology and geomorphology. Hence, the Scheme is likely to have a potentially significant impact in this regard.

During operation, spills or leaks of hazardous raw materials (petroleum products) and waste could result in potentially significant contamination of the underlying bedrock and aquifer. The groundwater at the Scheme Site is the Mean Sea Level Aquifer; the eastern portion of the site is located within the 300 m Groundwater


Safeguard Zone. The Scheme Site is also located approximately 92 m from the Wied ir-Rmniedi watercourse. The risk of contamination will be mitigated through the installation of impermeable surfacing throughout the site and the implementation of a surface water management system that includes separate collection of roof water and rainwater from other outdoor areas, and treatment of the latter in an oil-water separator. Additionally, the liquid fuel tanks will be double-skinned and equipped with an interstitial leak detection system, an overfill prevention mechanism and a wet stock management system. They will also be located underground within an impermeable bund.

Environmental Risk, arising from the operation of the Scheme.

The operation of the Scheme may present environmental risks, including from fuel spillage, air emissions, and risk of fire / explosion. However, the Scheme includes a number of mitigation measures to reduce environmental risks and major accidents. As mentioned, Stage IB and Stage II vapour recovery systems will be in place to reduce VOC emissions, and a surface water management system has been incorporated into the Scheme to reduce the risk of land and groundwater contamination. Spill kits will also be available to clean up any spills / leaks of fuel. Additionally, the Scheme includes measures to reduce the likelihood and consequences of a fire / explosion, including the installation of ATEX-certified equipment in hazardous zones, a lightning protection system, flame arrestors for vent pipework, and an overhead canopy manufactured using fire-retardant material. An automatic fire detection and alarm system will also be installed, and fire-fighting equipment consisting of dry powder and foam extinguishers will also be available.

MITIGATION PROPOSALS

50. Potential mitigation measures for the impacts identified above may include:

Careful consideration of the physical interventions (primarily siting, scale, design and landscaping treatment) having regard to the rural setting, in order to ensure the sensitive integration of the Scheme in the interests of landscape and visual amenity;

Careful consideration of the nature and intensity of activities to be carried out, again having regard to the rural setting, in order to ensure the sensitive integration of the Scheme in the interests of rural character, traffic impacts, and landscape and visual amenity;

Careful consideration of the access arrangements for all vehicular traffic, both during construction and following the coming into operation of the Scheme, in the interests of the protected Pinus halepensis along Triq L-Imdina and rural character and landscape and visual amenity;

Careful consideration of the design of the Scheme in relation to surfacing treatment, surface water and wastewater management infrastructure, and air abatement in the interests of the geo-environment in relation to contamination and pollution control;


Ensuring the adoption of best practice environmental measures throughout demolition, excavation and construction (including the adoption of measures for mitigating potential impacts on air quality, waste management, preventing contamination of surface water, and other potential environmental impacts), and ensuring adherence to the Environmental Management Construction Site (Amendment) Regulations 2007). These best practice measures should be addressed in the Construction Management Plan and appropriate monitoring regimes should be set up throughout the excavation and construction phases to mitigate impacts;

Careful operational management of the Scheme, in order to manage activities on the site and their potential environmental impacts, including ensuring the adoption of best practice environmental measures throughout the operation of the Scheme;

Ensuring compliance with waste management regulations and the adoption of best practice in relation to operational waste management;

Using downward angled and full cut-off light fittings in outdoor areas to minimise glare and light pollution, and equipping the overhead canopy with energy efficient lighting designed to reduce glare; and

Regulating the Scheme through an Environmental Permit administered by the Environment Resources Authority (ERA), as well as a licence for the operation of a petroleum-filling station from the Regulator for Energy and Water Service.


Appendix 1: Msida Kerbside Fuel Service Station Decommissioning Clearance Letter and Decommissioning Certificate


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