The Scenario - Dorset County Council

Transcription

Exploring future implications
of climate change for three
National Trust areas in Dorset
Contents
Page
Introduction
1
Studland Scenario
10
Brownsea Island Scenario
31
Black Ven Scenario
53
Appendix 1
70
The three Scenarios contained within this report were compiled by
the Dorset Coast Forum Team from information and ideas freely
given by members of the Forum and from the general public.
Thank you to M.Simons, R.Edmonds, A.J.Flux and J.Wharam for the use of photos
Cover photos: Mark Simons
Design: Design & Print Service - Dorset County Council 107272
1
Introduction to
the project
The Dorset Coast Forum (DCF) is a successful coastal
partnership with a proven track record in Integrated
Coastal Zone Management and related project
delivery. The strength of the DCF lies in the broad
spectrum of expertise and knowledge of its
membership and their consistent and enthusiastic
support of the Forum’s work. With 170 member
organisations the DCF core team can easily access
the opinions of members who represent all the
relevant marine sectors.
DCF provides the opportunity for members to
network and for partnership projects to be developed.
It provides up to date, relevant coastal and marine
information and a mechanism where stakeholders
can input into issues and, consultations as well as
making local marine and spatial data accessible.
The project set out to develop three potential
scenarios of coastal change at three National Trust
locations over varying time periods. The scenarios
attempt to identify outcomes and issues for the NT.
1. Studland Beach – To explore the possible
future consequences of accelerated erosion
of the coast where serious or even catastrophic
damage is done to the social, economic and
environmental integrity of an important
coastal area.
2. Brownsea Island – To look at the loss of land
over a longer period of time and examine what
impact climate change and sea level rise may
have on the morphology, wildlife and the
economy of the Island.
3. Black Ven and the Spittles – To identify and
examine the different issues arising from the
proposed Phase 4 coastal defence at Lyme Bay
and possible management regimes for
National Trust land at Black Ven and the
Spittles, and the consequences of the coastal
defence scheme not being in place.
Scenario Planning
Scenario planning is a strategic planning tool
employed to assist in the development of flexible,
long-term plans. The technique was originally
developed by the military in the late 19th century,
and allowed generals and their aides to plan their
troop deployments based on the movements the
enemy might make.
Scenario planning uses a plausible model to
explore and improve understanding about how
the future may unfold. It operates most effectively
as a group process that encourages knowledge
exchange. The technique encourages creative
thinking, facilitates the development of mutual
deeper understanding of the issues deemed
important to the scenario, and helps to widen our
perception of possible future events.
Scenarios are used to develop strategies and
contingency plans, which in turn are used as a
basis for policy development. These policies
improve the chances of dealing effectively with
possible future events. Scenarios help to link
uncertainties about the future with the decisions
that need to be taken today.
It is important to elucidate the main drivers that
influence a given scenario and to then identify the
administrative, legal and practical issues that are
currently applicable. The process will also allow
for the identification of any knowledge gaps or
weaknesses in the current system. For this reason,
scenario planning can help policy-makers to
anticipate these hidden weaknesses. When
identified well in advance of the event, this greatly
improves the opportunity to rectify the problem
or mitigate the effects.
It is important to realise that finding answers to
identified problems is not a precondition to
undertaking a scenario exercise. If full answers do
emerge then this should be regarded as a bonus.
2
Steps in the scenario General background
planning process
information that is
relevant for all the
three areas
This project follows a similar process to that developed
by the Dorset Coast Forum (DCF) during the Defra
Rural Pathfinder project in 2006. During this project,
the DCF found effective mechanisms that allowed
relevant information to be drawn from key
stakeholders. The lack of hierarchical impediments
and a mutually supportive membership means that
coastal partnerships, such as the DCF, are well-placed
to gather collective expertise from a wide range of
stakeholders, including the public.
The DCF scoped scenarios for three National Trust
areas – The Studland Peninsula, Brownsea Island and
Black Ven. These scenarios were then further
developed, with the assistance of the respective
National Trust Property Manager to ensure the
scenarios were plausible.
To engage effectively with stakeholders, workshops
were held for each respective scenario. This allowed a
wide range of views to be gathered from professionals
and interested parties of all sectors at one time. This
is extremely important and beneficial as it allows
exchange of views and enabled greater depth of
understanding of the whole topic to be shared.
Ideas from the workshops were captured on flipcharts
and dialogue from each workshop was recorded on
mini disc. Individual interviews were also undertaken.
Questionnaires were developed and distributed to
enable the public to be included in the consultation.
Common themes that were raised during the
workshops and through the public consultation were
then grouped, and investigative research was
undertaken into each. Gaps in knowledge were
identified, and the main statutory and non-statutory
instruments applicable to each scenario were
highlighted.
This final report presents the findings from this process.
Sites of Special Scientific Interest (SSSI)
Many of England’s 4,000 SSSIs are designated as SACs,
SPAs, NNRs and/or Ramsar sites. Natural England
oversees the protection and management of SSSIs
under the Countryside and Rights of Way Act (2000)
(CROW Act). SSSIs should be afforded a ‘high degree
of protection’ under the planning system’ according to
PPS9.
Around SSSIs there lies a ‘consultation zone’ with
regard to planning. This is generally set at 500m except
where the local planning authority thinks it should be
more (eg. development down stream of a SSSI).
Special Protection Areas (SPA)
SPAs are designated under the European Commission
Directive on the Conservation of Wild Birds (79/409/
EEC) (the Birds Directive). Classified SPAs and
candidate SACs (candidate SACs are sites that have
been submitted to the European Commission, but
formal adoption is pending) together form the
European wide network of sites known as Natura 2000.
Special protection exists for heathland Natura 2000
sites. In these sites where housing lies within 400m of
the designation these is a ‘presumption against
development’. From 400m to 5km development is
allowed provided suitable mitigation is proposed.
(They are classified for vulnerable and rare birds which
are listed in Annex I of the Directive, and for regularly
occurring migratory species. The Directive doesn’t
provide a formal criterion for the selection of SPAs,
thus the Joint Nature Conservation Committee, on
behalf of the statutory country conservation agencies
and government, published SPA Selection Guidelines
for UK use. Annex I birds and regularly occurring
migratory birds which lead to the designation).
Special Areas of Conservation (SAC)
SACs are strictly protected sites which have been
designated under the EC Habitats Directive (92/43/EEC).
3
Ramsar sites
UK Ramsar sites are generally afforded statutory
protection through association with SSSIs under the
Wildlife and Countryside Act (1981) and in England and
Wales further statutory protection is offered under the
Countryside and Rights Of Way Act (2000). Guidance is
provided in the form of Policy statements relating to
the special status of Ramsar sites, under which the
same level of protection is afforded as sites designated
under the EC Birds and Habitats Directive (EU Natura
2000 network).
Sites of Nature Conservation
Interest (SNCI)
This recognition includes sites which are considered
important at a county level. Sites are selected by
assessing their ‘wildlife importance’ using existing data
or by conducting new field surveys. They are chosen
and designated by a SNCI panel, led by the Dorset
Wildlife Trust.
Area of Outstanding Natural
Beauty (AONB)
The Dorset AONB covers 40% of Dorset. Natural
England is responsible for designation and management
advice of AONBs under the Countryside and Rights of
Way Act (2000). The Dorset AONB Partnership have
managed the Dorset AONB since 2003, they are an
independent partnership who bring together local
authorities, statutory agencies and stakeholders. The
Countryside and Rights of Way Act (2000) brought
in new laws to enhance the protection of AONBs.
These laws mean that Local Authorities have a detailed
statutory responsibility and must prepare management
plans for such areas. In addition all public bodies have
a ‘duty of regard’ in relation to AONBs.
Jurassic Coast World Heritage Site
This designation runs from Orcombe Point in Exmouth in
the East to past Handfast Point in Studland Bay and
was achieved due to the site’s unique geological
characteristics. It depicts a geological ‘walk through time’
spanning the Triassic, Jurassic and Cretaceous periods.
The table below shows the degree of protection that
each designation affords.
Conservation designation ‘hierarchy’
Designation
Nature of
designation
Degree of
environmental
protection
afforded
SPA/SAC/
RAMSAR
International
High
SSSI (NNRs)
National
Intermediate
SNCI
County-level
Low
World
Heritage
International
Low
Conservation
Verges
County - level
Low
Table 1 Degree of protection which designations afford
EU Habitats and Species Directive
The Habitats Directive (Council Directive 92/43/
EEC) forms the cornerstone of Europe’s nature
conservation policy. Under this legislation, it is
an offence to kill, injure or capture; disturb or
damage or destroy the habitat of species of
Community interest listed in the Annexes to the
Directive. The Conservation (Natural Habitats
&c.) Regulations 1994 and the Conservation
(Natural Habitats &c.) (Amendment) Regulations
2007 transpose the Habitats Directive into
national law in the UK.
Article 3 of the Habitats Directive requires the
establishment of a European network of
important high-quality conservation sites
(Natura 2000 network) that will make a
significant contribution to conserving the 189
habitat types and 788 species identified in
Annexes I and II of the Directive.
Regionally Important Geological
Sites (RIGS)
RIGS are considered to be the most important places
for geology and geomorphology outside of statutorily
protected sites. Designated by locally developed
criteria they hold no statutory protection but they must
be considered within the planning process.
Conservation Verges
Conservation Verges are informal recognitions of wildlife
interest. This designation has no legislation attached to
it and poses negligible planning implications.
Coastal Defence and Shoreline
Management Plans (SMPs)
Until recently, coastal defences were
constructed on an ad-hoc basis and failed to
consider the impact on other coastlines. In
1994, the Ministry of Agriculture, Food and
Fisheries (MAFF – now Defra) responded to the
need for a more strategic approach by requiring
that Shoreline Management Plans (SMPs) are in
4
Draft UK Marine Bill
place for any maritime authority seeking grant
aid for coastal defence works. The first SMPs
were published in 1999.
The Draft UK Marine Bill key has areas of interest which
are relevant to the scenarios, they include:
The SMP is a non-statutory, high-level document
that aims to balance coastal flooding and
erosion risks with natural processes and the
consequences of climate change. The SMP sets
policy and takes account of existing defences
and natural and built environments.
Marine Management Organisation – The UK
government intends to set up a new Marine
Management Association (MMO) to deliver many of its
objectives for the marine environment. The Bill will give
the new MMO the ability, where needed, to manage a
range of currently unregulated activities, such as bait
collecting, jet-skiing or scuba diving, through
conservation orders.
SMPs are now under review (SMP2). The lead
authority for the area Durlston Head to Rame
Head (includes the Black Ven area) is
Teignbridge District Council and the lead for
Hurst Spit to Durlston Head (including the areas
coving Brownsea and Studland) is Bournemouth
Borough Council. For up to date details please
see http://www.defra.gov.uk/environ/fcd/
guidance/smp.htm for general details and time
table. For Bournemouth see http://www.
twobays.net/ and for Teignbridge see http://
www.sdadcag.org/
Marine Planning – The intention is to create a strategic
marine planning system that will clarify the
government’s marine objectives and priorities for the
future, and direct decision-makers and users towards
more efficient, sustainable use and protection of
marine resources. A modernised and streamlined
marine licensing system is to be introduced making it
easier for recreational users of the marine environment
to enjoy leisure activities.
Planning Policy
Guidance (PPG) 20
Planning Policy Guidance notes are prepared by the
government after public consultation to explain
statutory provisions and provide guidance to local
authorities (and others) on planning policy and the
operation of the planning system. PPG20 highlights
issues that are particularly relevant to the coastal zone,
although they are often not exclusively coastal.
PPG20 covers the character of the coast, designated
areas and heritage coasts. It discusses types of coast,
policies for their conservation and development and
policies covering risks of flooding, erosion and unstable
land. It also covers coastal protection and defence.
PPG20 outlines policies for developments which may
specifically require a coastal location, including tourism
and recreation. This PPG was originally released in
1992 and is currently being updated. It is hoped that
this update will provide guidance on planning policy
relating to climate change.
PPGs are gradually being replaced by the more
comprehensive and informed Planning Policy
Statements (PPSs).
Coastal Access – The Marine Bill has been identified as
the most appropriate means for introducing draft
legislation to improve recreational access to the English
coast. Natural England has been tasked with providing
recommendations for this scheme. The draft Marine
Bill aims to improve public access to, and enjoyment
of, the English coastline by creating clear and
consistent public rights along the English coast for
most types of open-air recreation on foot (such as
walking, climbing and picnicking). It will allow existing
coastal access to be secured and improved and new
access to be created in coastal places where it does
not currently exist. The programme is expected to
take ten years to complete.
The intention is that the route is future-proofed, and
able to move back if parts of the coastline erode. The
introduction of new access rights over coastal land will
be undertaken in a way that ensures appropriate
protection of habitats, wildlife and landscape. Natural
England has a further duty (in accordance with the
Habitats Regulations) to consider the implications of
the new coastal access rights.
Coastal defence priorities will not be changed by the
creation of the new access rights. The trail will need to
adapt to changes in the coastline either because the
coastline is already eroding, or there is a strategy of
managed coastal realignment (or non-intervention with
coastal processes), which will lead to change occurring.
On a defended coast, the trail will often be aligned
along the coastal defence structure itself, if it is safe,
suitable and convenient for public access on foot.
5
Climate change for Dorset’s coastal waters
This report does not examine the reasons for climate
change but provides figures for the areas to show a
clearer picture of what is happening locally.
Background
The climate of the earth is not static, and has changed
many times in response to a range of natural causes.
Temperatures have risen by about 0.74°C on average
across the globe from 1906 to 20051. The ten warmest
years on record have all occurred since 1990 (1998
being the warmest). Arctic sea ice extent during the
2008 melt season dropped to its second-lowest level
since measurements began and this strongly reinforces
the thirty-year downward trend in Artic ice extent2.
Climate change in the UK can be measured from
records dating back over 350 years. Since 1659,
temperatures in the UK have increased by 0.7°C, with
0.5°C of this rise taking place during the 20th Century3.
By 2040, average annual temperature for the UK is
expected to rise by between 0.5 and 1°C, depending
on the region. By 2100, average annual temperature
for the UK is expected to rise between 1 and 5°C,
depending on the region and gaseous emissions
scenario. The current convention is to use three time
periods, 2020’s, 2050’s and 2080’s. There is also
expected to be greater warming in the south and east
than in the north and west4.
The Intergovernmental Panel on Climate Change
(IPCC) reports that the likely range of average global
warming by the end of this century is between 1.1 and
6.4°C (relative to 1980-1999)5. For the purposes of
modelling the future climate, four ‘emissions scenarios’
were used in the UK Met Office’s Hadley Centre model
to generate climate scenarios for UKCIP. The different
emissions scenarios are based on assumptions about
different rates of global economic growth, population
size and efficiency of resource use and are: low
emissions; medium-low emissions; medium-high
emissions and high emissions. Using the Hadley Centre
model, climate predictions for each of these emissions
scenarios were generated for the UK (UKCIP02) for
three 30 year time periods: around the 2020s; around
the 2050s and around the 2080s.
UKCIP02 modelled results at a 50km resolution for grid
squares that were predominantly land (see information
Figures 1 -4). For this reason, the west Dorset grid
square has not been mapped. UKCIP08 report will
work to 25km grid squares (which will allow for
improved mapping of coastal areas) and will also
contain marine projections.
Figure 1 - shows the changes in south-west England
mean annual temperature (as compared to the 1961-90
average) for the thirty year periods around the 2020s,
2050s and 2080s, for the UKCIP02 Low Emissions and
High Emissions scenarios.
Figure 1 Mean Annual Temperature (© SWCCIP)
1
2
3
4
UKCIP, 2008. www.ukcip.org.uk
http://nsidc.org/news/press/20081002_seaice_pressrelease.html
Hadley Centre, 2008. http://hadobs.metoffice.com/hadcet/
UKCIP, 2008. www.ukcip.org.uk
5 IPCC Fourth Assessment Report – Climate Change 2007. http://
www.ipcc.ch/ipccreports/assessments-reports.htm
6
Figure 2 Maximum Annual Temperature (© SWCCIP)
Figure 3 Annual Average Precipitation (© SWCCIP)
Figure 4 Annual Wind Speeds (© SWCCIP)
7
Figure 2 - shows changes in south-west England
maximum annual temperature (as compared to the
1961-90 average) for the thirty year periods around the
2020s, 2050s and 2080s, for the UKCIP02 Low
Emissions and High Emissions scenarios.
Figure 3 - shows changes in south-west England annual
average precipitation (as compared to the 1961-90
average) for the thirty year periods around the 2020s,
2050s and 2080s, for the UKCIP02 Low Emissions and
High Emissions scenarios.
Figure 4 - shows changes in south-west England annual
wind speeds (as compared to the 1961-90 average) for
the thirty year periods around the 2020s, 2050s and
2080s, for the UKCIP02 Low Emissions and High
Emissions scenarios.
Under the Medium-High Emissions scenario, an overall
warming of up to 3°C in sea surface temperatures is
predicted for the south west. The climate changes
expected in the Hadley Centre models predict
additional (global) sea level rises of between 14cm and
18cm for the 2050s, and between 23cm (Low
Emissions) and 36cm (High Emissions) for the 2080s.
The cumulative net sea level rise for the 2080s for
southwest England therefore varies from 16cm under a
Low Emissions scenario to 76cm under a High
Emissions scenario6.
experienced more frequently, and by 2100 storm surge
events could occur up to 20 times more frequently for
some coastal locations8.
The Permanent Service for Mean Sea Level (PSMSL) is
hosted at the Proudman Oceanographic Laboratory
and is the global data bank for long-term sea level
change information from tide gauges9.
Figure 5 - shows monthly mean sea levels for
Bournemouth from 1996 to 2008.
Figure 6 - shows monthly mean sea levels for Weymouth
from 1991 to 2008.
Figure 5 Monthly mean sea levels for Bournemouth
(courtesy PSMSL)
The UK Climate Impacts Programme (UKCIP) is
currently developing UKCIP08 – the fifth generation of
UK climate change scenarios, which describe how the
climate of the UK may alter during the 21st Century.
Currently Defra, the Met Office Hadley Centre and
UKCIP have taken a decision to delay the launch of
UKCIP08 to allow more time to consolidate the climate
projections. The projections are expected to be
published in Spring 2009.
This rise in global and UK temperature has been
accompanied by a rise in sea levels and an increase in
sea temperature. Global average sea level rose by
between 10 and 20cm during the 20th Century, and
this is expected to continue7. Absolute sea level has
increased by approximately 10cm around the UK coast
during the 20th Century, though natural land
movements mean there are large regional differences
in the actual sea level rise detected at different coastal
locations. Due to these variations in natural land
movements, there is expected to be greater sea level
rise in the south of England than in western Scotland.
It is also expected that extreme sea levels will be
6 See ‘Warming to the Idea’ – SW Climate Change Impact Scoping
Study. http://www.oursouthwest.com/climate/scopingstudy.htm
7 UKCIP, 2008. www.ukcip.org.uk
8 UKCIP, 2008. www.ukcip.org.uk
9 http://www.pol.ac.uk/psmsl/
Figure 6 Monthly mean sea levels for Weymouth
(courtesy PSMSL)
Over the last five decades there has been a progressive
increase in the presence of warm-water/sub-tropical
species in the more temperate areas of the north-east
Atlantic and a decline in colder water species. These
mass biogeographical movements are related to
changes in sea surface temperature and have
accelerated over the last five years10.
10 Edwards, M., Johns, D.G., Beaugrand, G., Licandro, P., John,
A.W.G. & Stevens, D.P., 2008. Ecological Status Report: results
from the CPR survey 2006/2007. SAHFOS Technical Report, 5:1-8.
Plymouth, UK. ISSSN 1744-0750.
8
British
Oceanographic
Data Centre
British Oceanographic Data Centre (BODC) hold a
wealth of publicly accessible marine data collected
using a variety of instruments and samplers and
collated from many sources. The data includes
biological, chemical, physical and geophysical data and
their databanks contain measurements of nearly 19,000
different oceanographic variables. BODC makes data
available under a licence agreement.
BODC holds sea level data from all over the world in many
formats. They are working on this portal, to enable
individuals to search all sea level data holdings and, where
possible, download the data. There will be a map, so that
one can search by geographical location, and a form to fill
in, so one can specify the time period, the type of record
(e.g. chart, digital) and the sampling interval you are
interested in. The nearest records relating to these
scenarios are in Bournemouth and Weymouth.
Environment Agency Flood maps
The flood maps were produced in 2007 and povide a
guide to chance of flooding in specific locations. The
floodplain is shown in either dark or light blue. Below are
maps relating to the three areas, showing the areas liable
to flooding.
The dark blue ¢ shows the area that could be affected by
flooding, either from rivers or the sea, if there were no
flood defences. This area could be flooded: from the sea
by a flood that has a 0.5% (1 in 200) or greater chance of
happening each year; or from a river by a flood that has a
1% (1 in 100) or greater chance of happening each year.
Light blue ¢ shows the additional extent of an extreme
flood from rivers or the sea. These outlying areas are likely
to be affected by a major flood, with a 0.1% (1 in 1000) or
greater chance of occurring each year.
These two colours show the extent of the natural
floodplain if there were no flood defences, channel
improvements or other human interventions.
Studland, Brownsea Island and Charmouth are in
areas that have a ‘significant’ chance of flooding. The
chance of flooding each year is greater than 1.3% (1 in 75).
This takes into account the effect of any flood defences
that may be in this area, whether or not these are currently
illustrated on the Flood Maps 1 and 2.
Map 1 Flood risk map for Studland and Brownsea
Dark blue indicates flooding from rivers or sea without sea defences. Light blue indicates extreme flooding.
Crown Copyright: All rights reserved. Environment Agency 100026380, 2008
9
Map 2 Flood risk map for Black Ven
Crown Copyright: All rights reserved. Environment Agency 100026380, 2008
10
Executive summary – Studland scenario
What we set out to do:
To explore a plausible future situation where sea level rise is increasing dramatically in an area of the south
coast. This area is popular with tourists and of high ecological importance, and the project aims to explore
the concerns and local issues that might surround such a situation.
How we went about it:
A detailed desktop study allowed the scenario to be scoped and structured. The scenario was then
further developed in collaboration with the National Trust Property Manager for the site. Two workshops
and subsequent individual interviews allowed for effective engagement with stakeholders and other
interested parties. A questionnaire allowed for the gathering of public opinion.
What were the main issues raised?
•
Decisions made on a larger geographical scale may influence the future of the Studland peninsula
for example the Shoreline Management Plan revisions (SMP2)
•
Changes in environmental legislation relating to environmental designations will be necessary to
allow for adaptation to climate change. Future legislation will need to allow flexibility
•
There is likely to be increasing visitor pressure on this site and future management policies need to
allow for this
•
Addressing transport issues is key to managing access to the site
Where are the main knowledge gaps?
•
There is still uncertainty regarding the rate of Sea Level Rise (SLR), especially at a local level
Recommendation: Link in with British Oceanographic Data Centre (BODC) UK Tide Gauge
Network. This network has a tide gauge that was located at Bournemouth in 1996 – data is
downloaded weekly, and monthly and annual data are available for download. Approach BODC
for advice on installation of tide gauge at Studland.
•
How can optimum levels of investment on coast defence (in terms of cost/benefit) be calculated
over extended time periods?
•
The feasibility and desirability of beach replenishment at Studland requires further investigation –
especially into the costs involved and who is likely to pay for such a project
•
Meteorological monitoring and the accumulation of data sets will assist the NT in developing
management plans for the infrastructure if and when specific trends are identified
Recommendation: Keep daily local weather records, including occurrence of storm surges and tidal
ranges suggest advertising to see if a resident in the Studland area is currently recording weather
patterns which could be used. Work with Channel Coast Observatory southeast regional coastal
monitoring programme to collate data. This work may be suitable for NT volunteers once given
a suitable training.
11
The Studland
scenario
The year is 2066…
Mean sea levels along the South coast
of England are now 83cm higher than
they were 60 years ago. 40% (33cm)
of this dramatic increase has taken
place in the last 20 years.
Whilst the UK has made some progress
towards the 2035 emission reduction
targets set by the European Climate
Control Council (ECCC), the results
from around the world have been
varied and global CO2 emissions are
far from stabilised.
Sea level rise (SLR) estimates for the southwest of
England produced early this century suggested that
local sea levels would be 0.25m – 0.5m higher by 2066.
In 2005, estimates suggested a rise of 3mm – 4mm per
year. However, in 2007 experts began to suggest that
SLR was starting to increase on an exponential rather
than linear scale. In 2008, the generally accepted
figure was 8mm per year (based upon figures from the
previous 10 years). However, by 2025 it became clear
that this was a serious underestimation and that rates
were increasing year-on-year.
The geography of the Studland peninsula has changed
dramatically in the last 60 years. The car park at
Middle Beach was finally abandoned in 2029 due to the
instability of the clay cliff, and a much smaller piece of
land for car parking made available closer to Ferry
Road. A light-footprint Visitor Centre was also
constructed next to the new car park.
The area at Knoll Beach that was previously occupied
by the car park, shop and café has now been returned
to dune. These dunes are now regularly subject to
inundation by the sea during the fierce southerly gales
that have become a more frequent occurrence during
the last 20 years.
The rows of beach huts that used to line both Knoll
Beach and Middle beach have now gone. Due to the
vulnerability of the site, the last of these were
dismantled around 40 years ago following the agreed
policy that they should not be replaced once lost.
Studland continues to enjoy high visitor numbers
(2.2million in the exceptionally hot summer of 2059).
As only a small, privileged proportion of the UK
population are able to afford private, fuelled
transportation, the use of private vehicles has almost
ceased entirely. The majority of visitors to the area
arrive by the light railway constructed in 2039 that
connects with the main service at Norden.
The economic health of Studland Village, and the Isle
of Purbeck as a whole, still largely depends upon the
continued popularity of Studland and its beaches. The
long, hot summers of recent years have seen a
significant increase in the number of French, Dutch and
German travellers who prefer to take their holidays in
the marginally cooler UK climate.
There have been major seawater inundations to the
privately owned Ferry Road, especially towards the
northern end of the peninsula. This extensive flooding
has led to the formation of a number of small, brackish
lagoons, replacing many of the freshwater mires. The
Little Sea has been contaminated by seawater on
several occasions, and this has caused dramatic
changes in speciation. If sea levels rise by a further
30cm, then the Little Sea will become a true sea lake.
The Bournemouth – Swanage Ferry operators had to
realign both slipways in 2028 and again in 2065. They
anticipate that this realignment should suffice for 30
years but that if the severity and frequency of autumn
and winter storms increase, then the whole operation
may be brought into doubt. The ferry operators are
also concerned that the reduction in private road users
is seriously affecting the business. However, the
Highways Directorate still consider the road link across
the mouth of the harbour to be a vital communications
link. Because of regular breaches across the road and
into Poole Harbour, the changing sedimentation
processes within the harbour itself are causing
difficulties with the shipping channel.
Local residents in Swanage and the surrounding
villages consider the ferry link to be absolutely vital
both in terms of access for visitors and also for the
many who work in Poole or Bournemouth. A strong
local lobby is pressing for the road to be realigned,
strengthened and protected.
12
Aerial photograph of Studland (©Google Earth).
Summary of the scenario findings
Background information (2008)
Studland is a small village on the Isle of Purbeck in
Dorset. Visitors and locals alike are drawn to its sandy
bay which is comprised of three beaches: South Beach,
Middle Beach and Knoll Beach and the Studland and
Godlingston Heath National Nature Reserve (NNR),
which is managed by the National Trust. The village
and bay fall within Studland Civil Parish (CP) (Map 1.0)
which covers a considerably larger area than the village
alone, encompassing Brownsea Island in the north.
Map.1.0 The boundaries of Studland Civil Parish
Source: Crown Copyright © Licence no. LA100019790.
2002 Vertical Images by ukperspectives.com. 2005
Vertical Images by GetMapping Ltd
This background data deals with statistics which are largely
gathered within political boundaries therefore any data
related to Studland will encompass an area referred to as
Studland Civil Parish – outlined in Map 1.0. Other political
boundaries include Purbeck District Council (PDC) and
Dorset County Council (DCC) (which excludes the unitary
authorities of Poole and Bournemouth).
Housing and Population
The estimated Purbeck population for 2006 was 42,200,
of which 470 resided within Studland. The average
household size was 2.1 and 20.5% of housing at this time
were second home/holiday accommodation.
Projections of population growth over a 20 year period
can be viewed in Figure 1.0. In Dorset there have been
9,480 dwelling completions since 2001, although in
Studland there have only been a total of 8 since 1994.
The recent Regional Spatial Strategy Panel Report
recommendations estimate there should be 5,150 new
dwellings within Purbeck by 2026, an average of 286 a
year in comparison with the 77 a year since 2001.
Number of people (in 1000s)
• Climate change is likely to drive changes in species
composition (which may alter the ecology of the
site) and topography (which could have health and
safety implications for visitors)
• Studland is likely to be exposed to increased visitor
pressure by 2066. Management of visitor access
and the provision of facilities for visitors must be a
key consideration well before this date in order to
maintain the visitor experience (and the reputation
of the National Trust)
• Increasing public awareness of climate change is
essential
• Educating the public and other key stakeholders
about the management of the site is needed
• Transport issues must be addressed as a priority
with an innovative and realistic approach
• Changes in environmental legislation relating to
environmental designations will be necessary to
allow for adaptation to climate change
• Impacts of increased visitor numbers accompanied
by the impacts of climate change and SLR will
require careful management so as to mitigate
against adverse effects
• Long-term monitoring of local geomorphology is
extremely important for detecting trends in coastal
change to inform future planning
• Working in partnership on different aspects is
needed to address many of the issues identified
within this study
Figure 1.0 Current Purbeck population and projections
for the next 10 and 20 years
Source: Office for National Statistics mid year estimates
and Dorset County Council (2008)
13
Table 1.0 Estimated age structures of Studland
Civil Parish, Purbeck and Dorset County
Age Group
Studland
Civil Parish
(%)
Purbeck
(%)
Dorset
County
Council (%)
0-4
3.4
4.4
4.5
5-10
4.5
6.1
6.3
11-18
10.7
10.4
10.7
19-24
7.2
5.9
4.9
25-39
14.1
14.5
14.4
40-49
16.0
14.3
14.0
50-64
20.7
22.2
21.5
65-74
12.8
11.0
11.5
75-84
7.9
8.1
8.8
85+
2.8
3.2
3.5
Age structure of Studland (2007)
Figure.1.1 Estimated age structure of Studland
Source: Office for National Statistics mid year estimates
and Dorset County Council (2008)
Access and Tourism
Studland is accessed via the B3351 from the A351.
The B3351 terminates on the coast at the village of
Studland and from here a minor road (Ferry Road) runs
north through the reserve to South Haven Point. A ferry
service joins South Haven Point with Sandbanks.
Wareham, the nearest railway station is 8 km to the
north west. Numbers of visitors to Studland are difficult
to monitor due to the number of access point as these
access roads are also used as through roads and so the
only method used for monitoring visitor numbers is a
car count within the car parks carried out by the
National Trust. The method used when collecting this
information means that the data is not directly
comparable year on year. The data was standardised as
much as possible. Figure 1.2 gives
an indication of car numbers counted in car parks
located at Shell Bay, Knoll Beach, Middle Beach and
an overflow site between April and September from
1998-2006.
Numbers of cars
counted annually from
April to September
The majority of Studland residents are aged between
50-64 (21%), 16% are 40-49 and 14% are 25-39 (Figure
1.1). This is representative of both Purbeck and of
Dorset as a whole (see Table 1.0). The age structure of
Studland and Purbeck residents is represented in
Figure 1.1
Figure 1.2 Car numbers recorded in Shell Bay, Knoll,
Middle, South and Overflow car parks form 1998 to 2006
Source: National Trust
Tourism draws from many sectors thus calculations
regarding revenue and statistics can vary greatly. The
two main sources on tourism data in Purbeck are a
report ‘Value of Tourism’, commissioned by South West
Tourism Ltd and a visitor survey taken in 2006
commissioned by the Data Project. Some key figures
can be seen in Table 1.1.
Table 1.1 Figures (£Million) relating to tourism in
Purbeck.
Source: Purbeck Tourism, Key Tourism Information
and Statistics (2005)
Spend by staying visitors
£84.9m
Other tourism related spends
£4.3m
Total
£89.2m
Trips by staying visitors
438,000
Jobs related to tourism spending
3,353
Percentage of employment supported
by tourism
14%
59% of respondents to the 2006 survey reported
staying for 4 to 7 nights and the majority where visiting
in groups of 2 adults with 78% belonging to the higher
socio-economic groups. 92% of visitors were from the
UK. 32% of respondents stayed in Swanage. The
highest motivations for a visit to Purbeck (72%) were
‘scenery, countryside, natural history’, ‘the seaside,
beaches and coasts’ and the most preferred activity
when in Purbeck were ‘coastal walks’ (84%).
A report by SW Tourism ‘United Kingdom Tourism
Survey 2006: A regional perspective’, showed that
the most popular method of transport used by visitors
travelling to the southwest was the car. This data is
mirrored by the Purbeck Visitor Survey 2006 which
found that 79% of visitors travelled to Purbeck by car
(see Figure 1.3) and 75% used their cars to get around
while on holiday. These figures are also reflected by the
14
numbers of vehicles using the ferry service that
connects Studland to Sandbanks on its north side (see
Figure 1.4) and the results in Figure 1.5 which were
derived from information collected by Bournemouth
University. Bournemouth University undertake annual
visitor surveys at Studland on behalf of the National
Trust. These surveys judge visitor perception,
ascertaining visitor’s motivations and experiences in
relation to their visits to Studland Bay.
Figure 1.3 Method of transport used on longest
section of trip in the Southwest
Source: United Kingdom Tourism Survey 2006:
A regional perspective’ (Southwest Tourism).
The level of car use to access this site illustrates the
reliance on the accommodation, transport links and
parking capacity of the surrounding areas, especially
those within 14 miles as 64% travelled from within this
distance with 31% from within a 5 mile radius. The vast
majority of visitors travelled from home or from holiday
accommodation, 42% and 49% respectively – this is
shown more clearly in Figure 1.6.
Figure 1.6 Distance travelled to get to Studland Bay
Source: Bournemouth University
One question within the survey sought to ascertain why
people chose Studland over other sites. The top reasons
given were as follows: ‘To go for a walk’ (23%), ‘A nice day
out’ (19%), ‘To relax’ (13%) and ‘To see a beautiful place’
(12%). Other reasons are detailed in Figure 1.7.
Figure 1.4 Types and amounts of traffic using
Sandbanks Ferry from 1997 to 2007.
Source: The Bournemouth-Swanage Motor Road
and Ferry Company.
Figure 1.5 Method of transport used to get to Studland
Bay Source: Bournemouth University
Figure 1.7 Reasons for visiting Studland Bay (%)
as a destination. Source: Bournemouth University
The age range of respondents was very evenly spread
with a small majority falling within the 55-64 yrs bracket
(16%). While 22% had an income comparable to the
15
national average (which in 2007 stood at £24,000) 23%
had annual incomes of over £51,000. When asked to
identify their ethnicity, 97% identified themselves as
white (national average of white people in the UK is
92%). Age breakdown and income can be seen more
clearly in Figures 1.8 and 1.9 respectively.
Figure 1.8 Age breakdown of respondents of 2006
and 2007 survey regarding Studland Bay
within Studland which affects an SPA or SAC would
require a contribution to the mitigation fund set out in the
Interim Planning Framework for Dorset Heathland.
Special Protected Areas (SPAs)
Map 1.1 The boundaries of Studland’s SPAs
Vertical Images by GetMapping Ltd.
Species specific to this site include:
Figure 1.9 Income of respondents to 2006 and 2007
surveys regarding Studland Bay
Planning considerations
There are a number of current statutory and non-statutory
environmental designations and recognitions which
potentially restrict development in Studland. A
comprehensive list of policy documents and legislation is
listed later.
Currently changes are occurring within the planning
system following the Planning and Compulsory Purchase
Act (2004). Regional Planning Guidance is to be replaced
by a Regional Spatial Strategy (RSS). The RSS which would
inform this report is currently in draft. The final report will
inform Purbeck’s local Development Framework, which
will dictate the direction of future development in the
Studland area.
The most relevant environmental designations and
recognitions are outlined below.
Special Protected Areas (SPA), Special Areas of
Conservation (SACs), Natura 2000 and Ramsar sites
SPAs are shown in Map 1.1. Any development occurring
Poole Harbour SPA (UK9010111)
• Larus melanocephalus (Mediterranean Gull)
• Limosa limosa islandica (Black tailed Godwit)
• Recurvirostra avosetta (Avocet)
• Sterna hirundo (Common turn)
• Tadorna tadorna (Shelduck)
Dorset Heath SPA (UK9010101)
• Caprimulgus europaeus (Nightjar)
• Circus cyaneus (Hen Harrier)
• Falco columbarius (Merlin)
• Lullula arborea (Woodlark)
• Sylvia undata (Dartford Warbler)
16
Special Area of Conservation (SACs)
Sites of Special Scientific Interest (SSSI)
A total of five SSSI sites fall within the boundaries of
Studland CP and are shown in Map 1.3. These are
(from North to South):
• Poole Harbour SSSI
• Studland and Godlingston Heaths SSSI
• Rempstone Heaths SSSI
• Studland Cliffs SSSI
• Purbeck Ridge SSSI
Map 1.2 The boundaries of Studland’s SACs
There are two SAC designations as shown in map
1.2 within Studland: ‘Dorset Heaths (Purbeck and
Wareham) and Studland’ and ‘Isle of Portland to Studland
Cliffs’. The Annex I habitats and Annex II species which are
the primary reason for these designations are listed below.
Dorset Heaths (Purbeck and Wareham) and Studland
SAC (UK0030038)
• Embryonic shifting dunes
• Shifting dunes along the shoreline with Ammophila
arenaria (`white dunes`)
• Atlantic decalcified fixed dunes (Calluno-Ulicetea)
• Humid dune slacks
• Oligotrophic waters containing very few minerals of
sandy plains (Littorelletalia uniflorae)
• Northern Atlantic wet heaths with Erica tetralix
• Temperate Atlantic wet heaths with Erica ciliaris and
Erica tetralix
• European dry heaths
• Depressions on peat substrates of the
Rhynchosporion
• Bog woodland
• Coenagrion mercuriale (Southern damselfly)
Isle of Portland to Studland Cliffs (UK0019861)
• Vegetated sea cliffs of the Atlantic and Baltic coasts
• Semi-natural dry grasslands and scrubland facies: on
calcareous substrates (Festuco-Brometalia)
• Early gentian Gentianella anglica
RAMSAR Sites
Ramsar sites are wetlands of international importance
designated under The Ramsar Convention on Wetlands
(1971). Two Ramsar sites fall within the boundaries of
Studland CP: ‘Poole Harbour Ramsar Site’ and ‘Dorset
Heathlands Ramsar Site’, designated in 1999 and 1998
respectively.
Map 1.3 The boundaries of Studland’s SSSIs
Sites of Nature Conservation Interest (SNCIs)
Studland sites are selected and monitored by a local
partnership that is lead by the Dorset Wildlife Trust.
These sites as shown in Map 1.4 are not afforded any
statutory protection but are noted within the Regional
Spatial Strategy and with regard to PPS9 (Biodiversity
and Geological Conservation) and, as such, carry
planning protection policies in Local Plans.
Map 1.4 The boundaries of Studland’s SNCIs
17
Conservation Verges
Conservation Verges are informal recognitions of
wildlife interest. Two Conservation Verges lie within
Studland’s boundaries. The first runs from the toll
booth on Ferry Road to just after the sewage works
between Salterne and Pipely Bridge, the second lies on
a local road between the B3351 and Ulwell Road.
These verges have no legislation attached to them and
pose negligible planning implications.
National Nature Reserve (NNRs)
(Studland and Godlingston Heath)
Most NNRs are managed by Natural England.
However, Studland and Godlingston Heath NNR is one
of 88 which are wholly or partly managed by other
bodies (in this instance the National Trust) under
Section 35 of the Wildlife and Countryside Act 1981.
NNRs all fall with in the boundaries of SSSI therefore
are afforded protection under this designation.
Regionally Important Geological
Sites (RIGS)
Figure 1.10 Is climate change information confusing?
Source: DCF questionnaire (2008)
• There was confusion amongst respondents over
who is responsible for coastal protection in the area.
Figure 1.11 shows that over half of respondents
(67%) stated that the landowner (National Trust)
and/or central government (or a government
department) are the responsible body. 24% listed
the local council as responsible for coastal
protection in the area.
There is one RIG located within Studland, Agglestone
Rock, a single rock located just east of Godlingston Heath.
Exploring the Issues and ideas raised
during the consultation process
The consultation process involved a workshop held at
Studland Village Hall. Further individual interviews
were also conducted to gather information from
professionals and interested parties unable to attend.
A second workshop was held at the Purbeck District
Council (PDC) planning department. Members of the
general public were given the opportunity through a
questionnaire distributed at the site on a number of
occasions. A summary of the principal views expressed
is given on the following pages.
Investigating the public perspective
50 questionnaires were handed out at Knoll Beach café
and the adjacent beach. The results included:
• As shown in Figure 1.10, 56% of respondents indicated
that they were confused by information in the media
regarding climate change and sea level rise (SLR)
Figure 1.11 Who the public think is responsible for
coastal protection in Studland
• The majority of people (86%) were aware that the
Studland Peninsula is at risk from SLR. Equally the
majority (80%) felt that wildlife was at risk, primarily
from the loss of habitat but only 16% felt that
wildlife would adapt by migrating
• 30% of those questioned expected Studland to be
protected against SLR and flooding over the next 60
years. 54% felt this was impossible or a waste of
resources. Of these, 19% were hopeful that global
measures to combat climate change and SLR would
be put in place. A small number (5%) expected
attempts to be made to save and protect species on
the peninsula
• Half of the respondents felt that the current
provision of car park, toilets, café and access to the
beach were important for an enjoyable visit to the
site. Services that are important to those
interviewed are shown in Figure 1.12
18
Concerns included: construction costs; disturbance
to wildlife and environmental impact; and parking
problems at stations.
Suggested transport alternatives included: a frequent
and improved bus service or shuttle bus/land train
linking with the main railway line. Visitors commented
that buses were often full at peak times, which made
travel by car a more attractive option.
Figure 1.12 Services which are considered important
for Studland. Source: DCF questionnaire (2008)
• Studland was considered to be very important to the
local economy. However, the majority (92%) were
concerned about the adverse effects of increased
visitor numbers. The concerns are shown in Figure
1.13. The top four concerns were: increase in cars
leading to an increase in congestion and parking
problems (34% of respondents); disturbance to wildlife
and natural environment (26% of respondents);
overcrowding (20% of respondents); and an increase in
litter and pollution (12% of respondents). Other
concerns included: an increase in boat numbers; and a
loss of the ‘wilderness’ of Studland. Overcrowding was
the main reason that people would not return to the
site in the future (33% of respondents)
Figure 1.14 How people travelled to Studland
Investigating the issues raised by
consultees during the workshop
and in individual interviews
NT hunting policy
Dogs
Traffic congestion/
parking problems
Increased development
Nothing
Increased cost to tourist
Lack of facilities
Litter/pollution
Loss of wilderness
Overcrowding
- What would be the impacts on the
ecology of the site from increased
numbers of visitors?
Figure 1.13 Reasons visitors may not return to the site
in future. Source: DCF questionnaire (2008)
• There was general concern over transport issues. It
was felt that the potential loss of the ferry link
would reduce visitor numbers, reduce income to the
site, and increase traffic problems along the A351.
The majority of respondents (80%) had travelled
(see Figure 1.14) to the site by car but would be
happy to use alternative forms of transport (only
12% of those travelling by car were not prepared to
take alternative forms of transport). Respondents
were divided over the idea of a light railway – 57%
felt that it was an achievable idea and 32% felt it
was not feasible (the remainder were undecided)
Sand dune systems are one of the most dynamic and
potentially fragile coastal habitats. The grasses that
cover the dunes cannot withstand excessive trampling
as this will lead to grass die-off, leaving bare sand
exposed, which is easily blown by the wind. This has a
cumulative effect – as more sand is blown away, more
becomes exposed which results in an increasing area
with no vegetation cover. However, it could be argued
that the footpaths created by visitors can help to
introduce greater structural diversity to the dune
habitats. They can also contribute towards maintaining
a dynamic dune system – ideally, a dune system should
have between 10-25% bare sand by area.
Boardwalks and trample-resistant surfaces should be
used to minimise damage to the dunes caused by an
increase in visitor numbers, but there should be a
presumption against introducing new materials to the
site – structures should not permanently impact upon
the landscape qualities of the site.
Impacts from unfettered access over the dunes include:
• Litter that can be mistaken for food by animals
causing them harm or even death
19
• The riding of vehicles, horses and cycles can tear up
the dune grassland
• Fires can devastate the dune habitat
• Accelerated erosion of the dunes especially the
frontal dune ridges
• Increase disturbance to wildlife – particularly
reptiles, breeding and roosting birds
- How important is the ecology of
Studland Peninsula and what effects
might climate change have on the
ecosystems?
The Studland Peninsula supports approximately 7% of
the UK population of Dartford Warbler, Sylvia undata,
with 130 pairs nesting on the heath. Little Sea attracts
a large diversity of wintering wildfowl. Studland is one
of the few locations in the UK where all six native
species of reptile (adder, Vipera berus; grass snake,
Natrix natrix; smooth snake, Coronella austriaca; sand
lizard, Lacerta agilis; common lizard, Lacerta vivipara
and slow worm, Anguis fragilis) can be found. The
smooth snake and sand lizard are the UK’s most rare
reptiles and are strictly protected by British and
European law.
Warmer waters and changes in weather systems (as
predicted as a result of climate change) are likely to
result in increases in algal blooms. Even if these algal
blooms are harmless to humans, the aesthetic appeal
of the beach and seas will be diminished.
Climate change may also bring positive changes in the
ecology of the peninsula. Many iconic species, e.g.
Dartford warbler and sand lizard, are at the northern
end of their range in Dorset, and are likely to benefit
from a warmer or more Mediterranean climate.
Sand lizard, Lacerta agilis (Wikipedia)
1 Channel Coast Observatory data.
Studies carried out prior to 2003 indicated that the
northward movement of sediment resulted in erosion
at the south end of the peninsula and accretion in the
central section. This no longer appears to be the case
and recent data1 have shown that erosion of the
central section of the peninsula is also taking place.
By 2066 this northward movement of the main beach
will mean that visitor access to the beach will need to
be across the heath and National Nature Reserve
(NNR). This would require a sensitive management
with respect to fencing paths etc to avoid damage
to the heath and the NNR.
- What are the likely effects of climate
change on the nature conservation
designations?
Studland Peninsula holds a large number of
environmental designations. The maintenance of these
designations will require increasing attention to detail
regarding boundaries and species translocation.
Without such legislative intervention, the coastline
would reach a level of self-maintenance regardless.
It is important to recognise that features such as
headlands, lakes or harbour entrances cannot be
preserved indefinitely and maintaining access to
the coast must accommodate natural change.
Current legislation imposes a duty of care on
landowners to generally protect the environment
by careful stewardship. However, the rate at which
habitats are changing naturally is faster than the
current legislative system can cope with.
The current system can appear inflexible and there is
a general acceptance amongst Statutory Nature
Conservation Agencies (SNCAs) that preserving such
areas in the face of long-term climate change is
challenging. The NT is aware of these challenges and
their future policies will need to be regularly reviewed
in the light of any legislative changes. The NT is in a
strong position to help forge and define new national
designation policies.
Managing the cultural shift from strict preservation to
flexible management will be also be challenging and
NGOs, government departments will have to work
in close partnership to achieve consistency and
compliance. It was hoped that by 2066 environmental
designations will be far more perceptive with regard
to boundaries being reviewed on a regular basis.
20
Recommendation: Organise meeting
with Studland stakeholders, interest
groups and Natural England –
to allow those involved to air
views and concerns and to start
process to encourage the regular
re-examination of boundaries
There is concern that the change of European
Government in 2010 may put further strain on
European conservation legislation. It is likely that a
number of countries will push for changes to both the
EU Habitats Directive and the EU Birds Directive, as
these pieces of legislation are seen by some as barriers
to development. For this reason, it is extremely
important that trying to ‘climate proof’ the European
designations does not weaken them, though climate
change and SLR must be taken into account. It is
important to note that relaxing the rules regarding
boundaries could help the NT to get permission to
relocate its buildings at Knoll Beach.
The dune-building processes are still active and have
resulted in the formation of acidic humid dune slack
communities with a high water table, which lie in the
parallel hollows between the dune ridges. In these
slacks, acidic fen and reedbeds have developed. The
dune slacks are linked to Little Sea – a shallow lake
formed approximately 500 years ago as a body of
seawater became landlocked by the growing dunes.
Little Sea is now freshwater, and is replenished by
acidic, oligotrophic (low primary productivity and low
nutrient levels) water draining off the adjacent
heathland, which then flows through the dune slacks
and into the sea. The Little Sea is a particularly
difficult feature to ‘roll back ’2 and by 2066 it is likely
that the lake will have become increasingly saline
aggravated by an increase in SLR. Therefore its ecology
will have changed substantially.
- How can we account for the habitat lost?
Studland habitats are complex and comprises dune
heath, saline and freshwater lagoons, and salt marsh.
Dune heath is a rare habitat – within the UK there are
approximately 47,000ha, and 20% of this total is at
Studland. Dune heath is extremely difficult to re-create
as it is impossible to engineer the natural processes
that lead to the creation of the habitat.
The dune system may roll-back in time. However,
saline and freshwater lagoons and salt marsh cannot
act in this way. If left to natural processes, over a 200year period Poole Harbour is likely to gradually migrate
westwards. There is uncertainty as to how far the dune
system would migrate if allowed. Due to the increased
intensity of easterly winds and the loss of vegetation
from the dune system, the sand is likely to become
more mobile. In the first instance the mobile sand
would tend to move as a sheet, and not necessarily
result in the creation of more dunes. This is likely to
create problems for dune wildlife.
Beach replenishment at Studland may be an option to
protect the dune system. Beach replenishment will be
used to protect the coastline in the Bournemouth
conurbation for the next 100 years. As the sand at
Studland is particularly fine, the sediment dredged for
the urban beach recharge scheme (that is too fine to
be used for beach replenishment elsewhere along the
coast) could be used for Studland.
2 Dune heath which will naturally migrate over time if conditions allow.
However, Little Sea is a much more difficult feature to migrate.
Studland dunes
Habitat protection legislation currently dictates that
habitat loss must be mitigated. A commonly
suggested option is to re-create habitat as close as
possible to the site that was lost. Though, in practice,
this could be some considerable distance from the
original site. In the case of dune heath, the closest
areas to Studland are on the Gower peninsula in Wales,
or the coast of Brittany in France.
- Is there likely to be increased visitor
pressure on the site?
With the prospect of warmer, drier summers, the south
coast and west country tourist industries are set to
expand. Studland currently receives approximately
1million visitors per year, though the scenario predicts
21
in excess of 2million visitors on an annual basis. The
Studland Peninsula would be unlikely to cope with
increased visitor pressure on a site reduced in area as a
result of heavy erosion.
The highest motivations for a visit to Purbeck are scenery,
countryside, natural history, the seaside, beaches and the
coast with the most preferred activity is coastal walking
(84% of respondents). It is possible that the current
interest in heathland and nature conservation will increase
– Studland’s heath may therefore become more popular
than the beaches.
Over the last few decades there has been a shift from
visitors on a two-week staying holiday towards day
visitors. This group is not confined to school or main
summer holidays and have the flexibility to visit Studland
throughout the year. Also there is a more active ‘over
60s’ population. As a result of increased day trips the last
25 years have seen a reduction of 50% in the number of
tourist bed spaces in Swanage. There has been an
increase in the numbers of visitors staying in mobile home
and chalet sites and Purbeck District Council’s Tourism
Strategy (currently being developed) is considering
schemes to encourage visitors to increase their length of
stay in the Purbeck area – one scheme involves an
increase in the provision of forest chalets and log cabins.
This is currently only being considered outside the AONB
and Heritage Coast, though this may change as policy
concerning such accommodation is developed.
Recommendation: Set up a meeting
with the planning department,
Purbeck District Council to see
if there are benefits to NT being
involved in this development
Bournemouth and Poole is the second largest
conurbation in the south west – a population of
383,713 at the 2001 census (Office for National
Statistics, census data). This means that Studland’s
beaches have a large population in close proximity.
Whilst urban beaches such as Bournemouth have great
appeal, large numbers of people tend to favour the
‘wilderness’ of Studland over urban beaches.
Local studies3 have shown that the mean annual
temperature in Bournemouth has risen by 1.2°C since
the early 1900s. If this is extrapolated to 2066, then
Bournemouth’s mean annual temperature will be
2°C warmer (12.59°C) than in 1900-1910. Such
temperature increases are likely to extend the
summer season at Studland.
3 Vincent May (pers. comm).
- Will Health and Safety concerns affect
visitor numbers to the site?
The prospect of higher sea temperatures could tempt
more visitors to the coast. Increasing sea temperatures
around the UK coast are also likely to boost the already
flourishing watersports industry (‘Bournemouth Canoes’
sell approximately £1m worth of kayaks annually, and
this is increasing). This, in turn, will bring yet more
visitors to Studland. Increased numbers of water users
give rise to more health and safety issues including
beach cleanliness, litter and the safety of individuals
in the water.
Warmer sea temperatures are also likely to drive
changes in species composition. Currently, the marine
creatures most harmful to humans (e.g. blue-ringed
octopus, cone shells, box jellyfish) are typically found
in tropical regions. However, increases in sea
temperatures may lead to an increase in ‘harmful’
marine creatures. For this reason, the visitors of the
future may expect full-time lifeguards and jellyfish nets.
Recommendation: Establish a
voluntary sighting scheme (possibly
using existing NT volunteers) for
these species and input into existing
scheme(s) such as Dorset Wildlife
Trust and/or Seasearch. Work in
partnership to analyse data
Increased annual temperatures and changes in rainfall
patterns may bring about changes in the detailed
ecology of shallow-water lagoons on the site. Malaria,
and other vector-borne potentially life-threatening
diseases which are currently restricted to warmer
climates, have the potential to become more prevalent.
Modelling by the World Health Organisation has shown
that small temperature increases can greatly affect
transmission potential – globally, temperature increases
of 2-3°C would increase the number of people who, in
climatic terms, are at risk of malaria by 3-5%, i.e.
several hundred million. This has public health
implications and impacts for Studland could include:
• A possible decrease in tourism
• The provision of suitable information to alert visitors
22
- What facilities are required for visitors?
How can these be modified to take SLR
into account?
Current patterns suggest that Studland attracts several
different visitor profiles:
• Those who do not wish to move very far from the
facilities provided (currently car parks, toilets, shops
and cafés)
• Visitors who prefer the wilderness and seclusion.
• Walkers passing through the area
• Those coming by water (boats and kayaks)
In order to minimise damage to the heathland from an
increase in visitor numbers, provision of some facilities
(such as toilets) will be necessary. To mitigate against the
effects of SLR these should be light-footprint, structures
that are capable of being relocated at a later date.
Example of a temporary visitor
reception facility
A recently completed centre can be seen in
the courtyard of the Château de Versailles4 –
the pavilion has been built to serve for a threeyear period and uses steel, glass and wood.
The building used concrete foundations cast
over a plastic film to protect the courtyard
cobblestones and the financial cost totalled
almost ¼2m.
Piling foundations would have a minimal effect on
the surrounding environment and would allow the
buildings to be elevated to prolong their lifespan. Such
temporary, wooden structures would be sympathetic to
the local environment. Prefabricated buildings may also
be an option for Studland. Adaptations such as elevated
electric sockets and sealed or waterproofed floors would
increase the life-span of buildings. What is now a 1 in
100 year tidal event is likely to be a 1 in 40 year event
by 2066. For this reason, any infrastructure must be
adapted to survive the increased chance of extreme
weather events.
Current visitor Centre at Knoll Beach (JCW)
- What are the legislative constraints to
be considered? How do these affect
development proposals?
Relocating buildings within the National Nature
Reserve (NNR) may prove difficult as NNRs are
designated under the National Parks and Access to the
Countryside Act (1949) as “places where wildlife comes
first” and subject to strict planning restrictions.
Areas of Studland that may be potential sites for
relocation are: the golf course area opposite the Knoll
House Hotel or the car park area at Shell Bay (as the
main part of the beach is likely to move northward)
are prime areas. If car parking is lost altogether there
would be a serious economic impact for the NT.
It is difficult to predict what changes there will be to
environmental legislation as a result of SLR and climate
change, and stakeholders were unwilling to allude
to any potential changes. For this reason, current
legislation and planning constraints have been taken
into account when considering planning and
development options. As areas of important habitat
are lost it is possible that protection of the remaining
habitat area will increase.
Rainfall patterns have changed in the last 50 years.
The 1990’s were much wetter than the 1950s, and
recent rainfall events have become much more intense.
UKCCIP projections suggest our climate will become
wetter and increasingly unpredictable. If there is a
gradual shift to a wetter climate, during the shoulder
periods more indoor facilities will be required to
attract visitors.
Different market segments of visitors to National Trust
sites are likely to react differently to changes in wider
socio-economic conditions. Any transitional phase,
e.g. an alteration in facilities provided, is likely to be
challenging as people take time to adapt. A gradual
4 See http://www.vinci.com/vinci.nsf/en/site-news.htm
23
change in facility provision rather than any extreme
change is preferable. It is important that this phase is
well managed so as to maintain the visitor experience.
Education and raising of public awareness should ease
any transition.
- What are the likely changes in income
for the National Trust, and how can
these be best managed?
The current income from visitors to the site pays for a
large proportion of the maintenance of the site. The
loss of the car parks would dramatically reduce this
income, which would mean the National Trust would
struggle to meet its nature conservation objectives.
Additional revenue is generated from sales at shops
and cafés. However, if these facilities were reduced,
then this income stream would also dwindle.
Currently, in excess of 200 vehicles are able to park on
Ferry Road without charge (as Ferry Road is privately
owned by the Bournemouth-Swanage Motor Road and
Ferry Company). This puts a great deal of visitor
pressure on the site, for which there is little or no
income generated.
Recommendation: Approach
Bournemouth-Swanage Motor Road
and Ferry Company with proposal to
impose parking charges on Ferry Road.
National Trust to collect parking fees
and to pass on an agreed percentage
to Ferry Company, and to retain
agreed percentage to assist with
site management
Solutions suggested by stakeholders included:
1. An entrance charge to the site (similar to National
Parks overseas) could generate revenue. This could
be difficult to enforce for visitors arriving by boat or
on foot. However, a donations system (as currently
operates in a number of National Trust car parks)
could be considered. Donation boxes could be
located at various points around the site, e.g. at the
north end close to the ferry, at Knoll Beach, at
Middle Beach and at South Beach.
2. A ‘tourist tax’ already operates in a number of
countries, e.g. USA, France and Italy. In most cases
this is usually fixed by the local authority and can be
levied as an extra charge for accommodation (the
cost depending upon the quality of the
accommodation), or included in transport charges
to the country or area.
Paying to visit
Paying to visit places of historical, cultural or
environmental significance is becoming more
commonplace and tourist charges have been
brought in at a number of desirable locations
around the world, such as the Inca Trail in Peru,
the pyramids in Cairo and Angkor Wat in
Cambodia. Revenue generated from tourist
taxes is used to protect the sites and to mitigate
against the adverse impacts of large numbers of
visitors, e.g. in Sarasota County (Florida, USA),
Tourist Development.
Taxes paid on accommodation are used for
beach maintenance, preservation, restoration,
erosion control and capital works.
3. Improving the quality of the visitor experience would
allow for an increased charge to be levied per visitor.
This would allow for an overall reduction in the
number of visitors whilst maintaining the income
stream. There are examples in some areas of the
French Alps where the number of bed spaces in the
resort has been reduced, but where individual visitors
are prepared to pay more because of a better quality
of experience. Such ‘added value’ at Studland would
be desirable, for example, a reduction in traffic
congestion could suggest that the NT was trying to
offer a more personalised experience to the visitor.
Alternatively, other consultees felt that it was
important to facilitate access and enjoyment for all
rather than catering for a financial elite.
Recommendation: Investigate
feasibility of ‘tourist tax’ in partnership
with other service providers. The World
Heritage Trust is trying to establish a
tourist tax and linking with them may
be advantageous
- What is the role of education in raising
public awareness of climate change issues?
Raising public awareness concerning climate change is
essential. The general public are unaware of the
reasons for, and implications of, SLR. Climate change
must be embedded into the education system. This
will increase the confidence of the next generation to
channel resources to protect valuable coastal assets.
Tailored education and outreach projects run by (or
funded and promoted by) the National Trust should be
increased. The recent NT publications, Shifting Shores
could also be translated into an education workbook
that sits within the National Curriculum at both junior
and secondary school.
24
Recommendation: Use coastal
National Trust properties as case
studies for climate change and SLR.
Promote these as an education
resource (both for visiting groups
and virtual access) – which could also
provide useful information for the
National Trust, e.g. visitor surveys
and ecological surveys. This initiative
could be carried out in partnership
with the South West Climate Change
Impacts Partnership (SWCCIP)
- Should the public be provided material
on the management of the site?
It is important to educate the public about the
management of the site. Many find it difficult to
comprehend the high costs involved with managing
a small, ‘natural’ site. There is a general perception
that any additional charges are a ‘stealth tax’. Recent
plans for a tourist tax in the southwest of England met
with opposition. The main fear being that it would
discourage visitors to the area. However taxes on
visitors that are channelled back into the management
of the site or area are slowly being accepted.
Recommendation: Revise information
panels at key locations around
the Studland Peninsula and add
information to relevant pages of the
National Trust website to explain
how income generated from charging
visitors is channelled back into site
management
Studland is highly regarded as an educational resource,
and its reputation as an outdoor classroom for the
study of climate change is likely to increase. There has
been a recent emphasis on coastal management and
citizenship in the curriculum, and this is likely to be
beneficial for Studland. Changes in the GCSE National
Curriculum due for 2009 mean that the responsibility
for curriculum development will fall to individual
schools. If Studland can build upon its reputation and
successfully promote the site as the perfect model for
investigating climate change, educational visits have
the potential to increase yet further.
5 Bournemouth and Poole Daily Echo, 3rd October 2008.
potential for delivery through the
National Curriculum. The NT should
look to influence local (and national)
schools during their curriculum
development and promote Studland
as a first-class educational resource.
The NT Guardianship scheme could
significantly enhance this initiative
- What will be the effect of SLR on the
Sandbanks to Shell Bay ferry?
The ferry is a strategic access link to Swanage and
Purbeck and in 2007 carried approximately 860,000
vehicles and over 160,000 pedestrians on an annual
basis. Generally, slipway maintenance takes place
every thirty years (though this is likely to increase as
a result of SLR), and the annual refit for 2008 includes
essential works to both ferry slipways in order to
address problems which could, in time, lead to
structural failure.
Refurbishment of slipways for Studland Ferry - AJF
This refit is scheduled to last for eight weeks and local
businesses have reported adverse effects on business.
The closure of the ferry has meant that Studland
receives no passing trade during this time, which
accounts for 33-90% of business in the area5.
Businesses in Studland have suffered from poor
weather over the summer months and are dismayed
that an improvement in the weather took place as the
ferry service closed. The café at Knoll Beach reported
a 3% drop in takings over a four-week period during
the closure of the ferry and the income from National
Trust car parks on the peninsula over the same period
has reduced by 22%.
25
By 2066 there is likely to be more intensive slipway
works, and more frequent realignment of both
slipways. Currently, on spring high tides accompanied
by very strong easterly winds, the ferry is unable to
dock on the southern slipway. Realignment of the
slipways should alleviate this. However, if the severity
and frequency of autumn and winter storms increase,
accompanied by accelerating SLR, then the weather
window for safe operation of the ferry is likely to be
reduced – thus affecting the local economy.
- Would SLR affect road access to
the site from
a) Poole: Access to both Sandbanks and South Haven
Point may also become difficult as sea level rises.
The section of the B3369 (Banks Road) at Shore
Road (OS grid ref. SZ048886) is particularly
susceptible to flooding, and the frequency of
flooding events is likely to increase. The bedrock
channel at this location lies deeper than at the
present Poole Harbour mouth, indicating that
sometime in the past this area would have been
the location of the harbour entrance. In the 1920s,
it was proposed to re-cut a channel at the harbour
entrance. If such a proposal were to be reconsidered it is likely to be met with a great deal
of resistance, though in engineering terms this
proposal is achievable. It was suggested that a
budget of approximately £150m would allow
the new harbour mouth at Shore Road to be
stabilised, and a bridge constructed to link both
sides of the harbour.
Example of stabilising a harbour
entrance
On Australia’s Gold Coast two training walls
totalling 1km in length were constructed
through a spit as part of the Gold Coast
Seaway. This stabilised the entrance for both
commercial and recreational boats and has
been hailed a success.
http://www.coastalmanagement.com.au/papers/
ICCE2000-ience.pdf
b) Purbeck: The section of the B3369 (Ferry Road)
between OS grid refs. SZ024850 and SZ028855
are likely to be breached as a result of SLR. If there
were no intervention then the only access to the
Studland Peninsula will be directly by boat from the
conurbation, or by road via the A351. Having just
one road link into the Studland Peninsula is likely
to be deemed unacceptable.
- How can access to Studland be best
managed?
Addressing transport issues was expressed as being
key to managing the access to the site. The shift in
visitors from long-stay to day-trippers adds to the
traffic problems already experienced at Studland. The
solution is likely to be a combination of the approaches
discussed below:
Car travel
It is probable that car travel will continue to increase.
Local roads are already saturated at certain times, with no
other transport provision to Studland and Purbeck. The
A351 (from the Baker’s Arms roundabout to Wareham) is
already saturated at peak times. This problem is made
worse during the summer season, which puts added
pressure on the Sandbanks to Shell Bay ferry link.
The main car park at Knoll Beach (850 cars) is
particularly vulnerable to SLR and, relocating this car
park within the NNR currently presents problems. By
locating car parks off-site the National Trust would not
benefit from any revenue generated, e.g. the private
car park arrangements at Giant’s Causeway. A possible
solution could be a ‘park and ride’ scheme operated by
the National Trust, with a car park some distance from
the site owned and managed by the National Trust (or
leased from a third party). The ‘Park and Ride’ already
in existence at Norden is a possible location.
French example of advanced
visitor management
At Mont Saint-Michel in Normandy, France,
a ¼164million project is underway to improve
the tourist experience for the 3million annual
visitors. This includes relocating the car parks,
removing the causeway and replacing with a
1km long pedestrian bridge and monorail to
provide access to the island.
http://www.projetmontsaintmichel.fr/en/
Recommendation: Gather
information regarding costs on
projects and schemes further a
field, especially those which have
developed transport schemes that do
not rely on car travel
It will be difficult to operate a fully effective transport
system to Studland as visitors will still continue to drive
if the option is available. A reduction in the number of
car parking spaces provided is initially likely to put
added pressure on the site.
26
Any increase in parking on the B3369 (Ferry Road)
will increase the numbers of people accessing the
beach across the heathland, and not at controlled
points. A long-term aim could be to purchase Ferry
Road. This would require a consortium to be set up
(including Purbeck District Council and the National
Trust) to work to acquire the stretch of road. This
would allow for more effective control of parking and
transport, e.g. charging visitors to park on Ferry Road
or to ban parking entirely. As Ferry Road currently
divides the nature reserve, the Statutory Nature
Conservation Agencies are likely to support any
proposals that allow the road to become a more
integral part of the nature reserve and to allow those
travelling on the road to better appreciate the
ambience of the area.
refurbishment, so the intention is to open this up to
tender for any companies wishing to run a service.
Including a scheduled stop at Studland would be
attractive both for operators and potential passengers.
A potential location for a jetty or pontoon is Shell Bay
as the training bank could provide a sheltered berth
(relevant consents must be obtained from the Crown
Estate and the Marine and Fisheries Agency for such
a construction).
Rail travel
There is an intention to fully re-connect Swanage
Railway to the mainline in 2012. If trains run frequently,
then this could help in reducing vehicle traffic into and
out of Purbeck. The mainline railway runs through the
heart of the Bournemouth/Poole conurbation and is
grossly underused. If ‘local shuttles’ were operated by
South West Trains on the mainline from Wareham to
Christchurch (which were timetabled to run between
the long-distance services) this could remove a great
deal of the east-west vehicle journeys in the
conurbation. In future, it may be possible that these
shuttles could continue to Swanage or to Norden.
- What are the consequences of limiting
access to Studland beaches
Recommendation: Any proposals
for transportation to Studland
needs to look at the wider picture
– improving rail links need to go
hand in hand with a way of getting
visitors on to Studland
Boat travel
Access to the site from the water should also be
considered as it is important to explore possibilities for
both private craft and commercial ferries.
There are approximately 3,500 swinging moorings in
Poole Harbour. Provision of moorings at Studland for
visiting boats (day visitors only) could generate extra
revenue for the National Trust from moorings. A block
lease or licence would need to be sought from the
Crown Estate for the right to lay floating moorings
off Studland. It is also important to educate boat
users regarding mooring at Studland.
Over the summer season (usually from Easter until
the October half-term break), regular ferry services
run from Bournemouth Pier to Poole, Brownsea Island,
Swanage and the Isle of Wight. Bournemouth Council
is keen to extend this service to Boscombe Pier and
possibly Christchurch. However, the landing stages
at Boscombe Pier will require an approximately £1m
Recommendation: A feasibility study
is required to establish potential
location(s) for jetty, costs involved,
likely demand for the service
Reducing access to Studland presupposes a reduction
in visitor numbers.
Parks Canada
Parks Canada is currently debating a change,
which would see a dramatic reduction in the
maintenance of the roads within National Parks.
The intention is to make vehicle access difficult,
and in doing so reduce the numbers of visitors.
In time, this would largely restrict access to those
who own off-road vehicles. However, this proposal
is difficult to rationalise against the organisation’s
charter, which promotes fairness and respect.
A charge to enter the site by vehicle could be levied
in Studland Village. In the past, the ferry toll was
collected in Studland Village. This charge reduced
the problem of overnight parking on the B3369
(Ferry Road).
- Is a light railway service a feasible option?
An innovative transport scheme is certainly required
for Studland. An improvement in public transport
provision would allow for greater control over visitor
access points. Forms of transport can become tourist
attractions in their own right, e.g. a monorail
constructed in Oregon, US, to transport students to
a University building located at the top of a hill, soon
became a tourist attraction which generated an extra,
and unexpected, income stream.
A light railway linking with the line at Norden, and the
mainline railway southwest of Wareham, could combine
with the ‘park and ride’ scheme discussed earlier.
The cost of light rail construction varies widely, largely
depending on the amount of tunnelling and elevated
structures required.
27
North American Light railway
A survey of North American light rail projects
showed that costs of most light rail systems
range from $15million per mile to over
$100million per mile (Status of North American
Light Rail Projects, 2002).
Climate change is likely to play an increasingly
important role in both public and private investment
opportunities. Linking Purbeck to the national rail
network could attract European funding, and the
proposal may also be attractive to private investors
and entrepreneurs.
The visitor experience could begin when the visitor
joins the train with the provision of interpretive
materials and information regarding the site.
Depending upon the proposed route of the light
railway, the journey is likely to pass through a number
of different habitats, and different views that can all be
used to enhance the visitor experience. The railway
could also be used to regulate access to parts of the
site, i.e. by considered location of stations and stops,
and also to allow visitors to view otherwise inaccessible
locations from the confines of the carriage. Also the
capacity to carry freight would reduce the number of
HGVs using the B3351 from Norden.
Problems are likely to be encountered at the planning
stage as the route of the railway will run over designated
heathland. It is unlikely that any proposal for
development within this designated area would be
acceptable under current legislation.
Norden is seen as key to the sustainable short-term
accessibility of Studland. The Dorset AONB and
Purbeck Heritage teams are working to develop
Norden as the western gateway to Studland. Norden
has the potential to act as the ‘Park and Ride’ area to
serve Studland. Purbeck District Council is exploring
the potential for expansion at Norden, as any further
development must not be visible from Corfe Castle.
A shuttle bus or road train service could link Norden
with the Studland Peninsula, though this is unlikely to
be effective unless the alterations to Ferry Road
suggested above are tackled in tandem.
If the predictions in the scenario are correct, then much
larger problems are likely to occur as a result of the
mainline railway being flooded around the northwestern side of Poole Harbour (close to Holton Heath
and Lytchett Bay). The mainline at Southampton is
also likely to be badly affected. Larger potential
infrastructure problems must therefore be taken into
account when drawing up a local transport plan.
- How can virtual access technologies be
used to facilitate remote visitor access?
A consultee suggestion was made that greater
consideration should be given to using virtual access
technologies such as the internet as an option to allow
visitors to enjoy Studland. Other considerations would
include the use of webcams to study and monitor the
wildlife and sea state, mobile phones and ipods. Such
innovative technologies would not only enhance the
visitor experience by providing up-to-date and
interesting information but would also project the
image of the NT as an innovative and inclusive
organisation. If this is to a consideration then it is
important to build in the costs for maintaining these
so that they are always up-to-date.
- Is it likely that visitors will travel
large distances to the site using
public transport?
Society has become so accustomed to the freedom
of personal transport that any proposals to restrict the
use of private vehicles are likely to be met with strong
opposition. The stakeholders felt that a decline in the
volume of personal transport by the time of the
scenario was extremely unlikely.
The results of the most recent National Travel Survey
(Department for Transport, 2006) showed that the
proportion of households in Great Britain without
access to a car fell to 25%, and the proportion of
households with two or more cars rose to 32%. People
in households with access to a car also make more trips
per year and travel further than those without access.
70% of the total annual leisure trips (including holidays
and day trips) were made using the car. Though
increases in the price of oil and road tax are likely to
alter these figures somewhat, such a dependence on
personal transport necessitates a need for full
recognition.
Coastal boating is a feasible public transport option
(though very weather dependent). Over 30 boats
currently operate pleasure trips or a water taxi service
along the Jurassic Coast, and this number is increasing.
Poole Tourism is investigating the development of a
water taxi service linking Boscombe, Bournemouth and
Poole – this could conceivably be extended to include
access to Studland.
Recommendation: Work closely with
Poole Tourism to extend proposed
water taxi service to include Studland
28
Recommendation: Liaise with
transportation sub-group of Dorset
Working Group for 2012 Olympics
to assess possibilities for
waterborne transport
- What are the other ways that people
will access the site?
Kayaking and recreational boating are becoming
increasingly popular. Over 4 million adults take part in
some form of boating activity around the coast of the UK,
and almost 1.5 million of these are in the south and southeast of the country (British Marine Federation, 2007).
Kayaking is generally viewed as a benign and low impact
activity. However, an increase in visitors arriving using this
form of transport could reduce income and lead to
management problems such as an increase in wild
camping on the beach, dunes and heath.
- What are the issues surrounding
archaeological and historical sites
on the peninsula?
There were over 60 sites on the Studland Peninsula
relating to the defence of Great Britain during World War
II (WWII). The majority of the buildings have been
removed. However, a number of sites are preserved, and
these include Fort Henry – a military observation bunker
built in 1943 for assault training exercises. Fort Henry sits
atop Redend Point (OS grid ref. SZ038829) and is the
largest and strongest observation post to be built in
Britain. Behind Fort Henry stands an earlier gun
emplacement (c.1940), built before the Battle of Britain.
Importance of Fort Henry
In 1940, the coastline of Studland Bay was one
of the two stretches of Dorset coast where a
German invasion was considered most likely. It
was fortified as part of the British anti-invasion
preparations of WWII, and the village and beach
were used as a training area before the D-Day
landings. Fort Henry is considered one of
Britain’s most important relics of WWII.
Fort Henry Observation Bunker (JCW)
With SLR and increasing coastal erosion, the proximity
of Fort Henry to the cliff edge gives cause for concern.
The current revision of the Shoreline Management Plan
for Studland Bay will be addressing this issue.
Recommendation: Explore and
discuss management options and
funding with English Heritage. Link
to Dorset County Council Historic
Environment Team
The ‘Studland Circles’ found to the western side of Ferry
Road (centred around grid ref. SZ028857) may also be at
risk from SLR. These structures are believed to have been
constructed ~700AD and consist of circular earth banks
with the centre hollowed out. The purpose of the circles
is unknown, though they are believed to be linked to
some kind of industrial process.
English Heritage is currently undertaking a national
project of Rapid Coastal Zone Assessment (RCZA)
Surveys. This project is looking at a 1km zone around
the coast of the UK and aims to record all pieces of
archaeology and heritage in this zone. In early 2009
the Environment Agency will release erosion risk maps
for the coast of the UK. The English Heritage project
then intends to overlay these maps with the mapped
archaeology and heritage, and to then assess the risk
to any specific feature. Policy will then be developed
and decisions made on a case-by-case basis. Various
options available will depend upon funding but
include: protection of the site/building; movement or
relocation of the site/building; or recording and
allowing the site/building to be lost to the sea.
29
Recommendation: Initiate dialogue
with English Heritage to ensure the
National Trust are aware of when
RCZA surveys are taking place for
Studland
Recommendation: Use volunteers
to undertake ‘walk over’ surveys
to assess relative importance of
archaeology and built heritage on
the peninsula
The gaps in our knowledge
identified during the consultation
process…
There were a number of other points raised by
individuals during the consultation process which are
perhaps more difficult to answer. However, the
following require consideration when formulating new
policies and directives.
• There is still uncertainty regarding the rate and
acceleration of SLR, especially on a local level
Recommendation: Work in
partnership with World Heritage,
Channel Coast Observatory, Purbeck
District Council and SMP team to
agree a monitoring programme. This
will provide up-to-date and regular
data at a shared cost
• What will be the effects of the likely change in
direction of prevailing weather conditions (from
south-westerly to south-easterly)? A more detailed
analysis is required
• Studland currently has a small tidal range.
Investigations into whether increases in SLR will lead
to increases in tidal range
• How will breaches through the peninsula into Poole
Harbour affect sedimentary processes and the
shipping channel?
• Is beach replenishment at Studland a realistic option
in terms of coastal management?
• How can optimum levels of investment on coast
defence (in terms of cost/benefit) be calculated over
extended time periods?
• What coastal defences could be realistically
constructed to protect the Sandbanks Peninsula?
What effects would this have on the Studland
Peninsula?
• The appeal of the Sandbanks peninsula is the views
from the area – including Studland. How can this
ever-increasing popularity and wealth be harnessed
for the benefit of Studland?
• Is a Poole Harbour barrage (to control water
movement into and out of the harbour) a
possibility? Would this allow for re-creation of
habitat within the harbour to account for that lost
on the eastern side of Studland?
Recommendation: Examine,
alongside other partners other areas
where tidal barrages have been put
in place to see if this would be a
feasible option for consideration
• How far are visitors prepared to walk from car parks
and facilities to explore? How is this likely to affect
visitor management?
Recommendation: Include such
questions in future National Trust
visitor surveys to ensure up to date
data is recorded
What are the main statutory instruments
and policy guidance notes that relate to
this scenario?
International
• Agenda 21 (commitment of Member States to
integrated coastal management and sustainable
development of coastal areas under their
jurisdiction)
• Ramsar Convention (International Wetland
Conference 1972)
• The Convention on Biological Diversity (RIO Earth
Summit 1992)
• World Summit on Sustainable Development
(Johannesburg Declaration on Sustainable
Development 2002)
European Union Legislation
• EC Bathing Waters Directive (76/160/EEC)
• EC Directive on the Conservation of Wild Birds
(79/409/EEC)
• EC Habitats Directive (92/43/EEC)
• EC Water Framework Directive (2000/60/EC)
• Natura 2000
30
National Legislation
• Coast Protection Act 1949
• Countryside and Rights of Way Act 2000
• Environment Act 1995
• Housing Act 2004
• Marine Act (Forthcoming)
• National Parks and Access to the Countryside Act 1949
• Natural Environment and Rural Communities Act 2006
• Planning (Listed Buildings and Conservation Areas)
Act 1990
• Planning and Compulsory Purchase Act 2004
• Protection of Wrecks Act 1973
• Town and County Planning Act 1990
• Wildlife and Countryside Act 1981
Useful websites
National Policy
• PPS 1: Delivering Sustainable Development
• PPS 3: Housing
• PPS 7: Sustainable Development in Rural Areas
• PPS 9: Biodiversity and Geological Conservation
• PPS 10: Planning for Sustainable Waste
http://www.lrta.org/ - Light Rail Transit Authority
Management
• PPS 11: Regional Spatial Strategy
• PPS 12: Local Spatial Planning
• PPG 20: Coastal Development
• PPS 23: Planning and Pollution Control
• PPS 25: Development and Flood Risk
• UK Biodiversity Action Plan (1994)
http://www.britishmarine.co.uk/upload_pub/
Watersports_and_leisure_Omnibus07.pdf - BMF
Watersports and Leisure Participation Report 2007
Regional and Local Policy Guidance
• Area of Outstanding Natural Beauty Management
Plan
• Dorset and East Devon Coast World Heritage Site
Management Plan
• Interim Planning Framework for Dorset Heathland
• Poole and Christchurch Bay SMP1 and forthcoming
SMP2
• Purbeck District Local Development Framework
• Purbeck Local Biodiversity Action Plan
• Southwest Regional Spatial Strategy
• Poole Harbour Aquatic Management Plan
http://www.vinci.com/vinci.nsf/en/site-news.htm Temporary visitor reception building at the Château de
Versailles
http://www.who.int/globalchange/climate/summary/
en/index8.html - WHO climate change and human
health report
http://www.phc.co.uk/index.htm - Poole Harbour
Commissioners
http://www.griffith.edu.au/centre/gccm/gcsmp/
content_gcsmp.html
http://www.griffith.edu.au/centre/gccm/gcsmp/Info7.pdf
http://www.coastalmanagement.com.au/papers/
ICCE2000-ience.pdf - Australia’s Gold Coast beach
protection strategy
http://www.projetmontsaintmichel.fr/en/ - Mont SaintMichel Project
http://www.dft.gov.uk/pgr/statistics/
datatablespublications/personal/mainresults/ Department for Transport National Travel Surveys
http://www.phc.co.uk/
8%20Coastal%20and%20Terrestrial%20Ecology%20(Te
xt%20only)%20127%20kb.pdf - Ecology of Dorset
Heaths
http://www.bodc.ac.uk/data/online_delivery/ntslf/ British Oceanographic Data Centre, UK Tide Gauge
Network
31
Executive summary –
Brownsea scenario
To explore a possible but realistic future scenario where sea level rise is increasing dramatically in an area of the
south coast popular with tourists, to examine which areas might be lost, what may happen to the existing
coastal defence schemes, and to explore the concerns and local issues that might surround such a situation.
further developed in collaboration with the National Trust Property Manager for the site. Two workshops
and subsequent individual interviews allowed for effective engagement with stakeholders and interested
parties. A structured questionnaire was used to gather public opinion.
What were the main observations made?
Climate change is already affecting the ecology of Poole Harbour and Brownsea Island, and this is likely to
continue. Species at the northern end of their range are likely to benefit from a more Mediterranean
climate. However, increasingly stormy winters may displace important bird species such as avocet, blacktailed godwit and common shelduck.
Addressing the problems associated with the buildings on the quayside at the eastern end of the island is
a priority. Further investigation is required before a solution is found, but it is likely to be a combination
of adaptation to sea level rise, improvements to sea defences and relocation of some buildings.
Factors beyond the control of the National Trust (such as coastal defence decisions relating to Poole
Harbour taken by the local authorities) are likely to have an influence on the future of Brownsea, and it is
important to consider these when planning for the future.
Brownsea is seen as a place to connect with nature and escape from the trappings of the 21st century.
This is an important consideration when investigating future development options, as over-development
and a loss of the peace and tranquillity are likely to discourage future visitors.
What are the main knowledge gaps?
Tide level and bathymetric information is regularly collected for Poole Harbour1. However, how these
variables will modify with increasing sea level is currently unclear.
Recommendation: liaise with Poole Harbour Commissioners to share information.
With regard to guidance on planning for climate change it is important that the revision of PPG20
addresses the issues – feeding in to the consultation process is extremely important. It should be noted
that a supplement to PPS1 ‘Planning of Climate Change’ (2007) already addresses this guidance need.
An exhaustive inventory of all species present on and around Brownsea Island along with their local,
national and international importance and the potential impacts of climate change on these populations
would be extremely beneficial for the scenario process.
It is likely that changes to environmental designations and related legislation will be made to take account
of climate change and sea level rise. These will have an impact on future planning proposals.
1 See Poole Harbour Approach Channel Deepening and Beneficial
Use of Dredged Material, Poole Harbour Commissioners, 2004.
32
Brownsea scenario
The year is 2058…
Predictions from the early 21st century
suggesting that summer temperatures
in southern England were likely to
become more ‘Mediterranean’ as the
century progressed, have proved to
be correct.
Visitor numbers to south coast resorts
have increased significantly in the last
15 years. This is partly due to the
longer, hotter summers, but is also
influenced by the national air travel
restrictions that are now in place.
The Scenario
Brownsea Island continues to be a popular visitor
attraction, partly due to its island status but also
because the ambience of Poole Harbour has been the
subject of much care and attention. The Port of Poole
can now accommodate a number of the smaller
European and Baltic cruise liners, but the area still
appeals to casual visitors and birdwatchers.
The number of Europeans that travel by train and take
their holidays on the south coast increased
considerably in the 2040s, though this is now beginning
to decrease. There has also been a cultural shift and a
resurgence of English pride that suggests that taking
holidays overseas is less socially acceptable than
enjoying the delights of the coast and countryside on
our doorstep.
The increased severity of Channel storms has had very
little impact on the sheltered location of Brownsea
Island. Unfortunately, the same cannot be said about
sea level rise (SLR). Local sea levels are now
approaching 70cm higher than they were 50 years ago.
National Trust properties on Brownsea Island had
remedial and refurbishment works carried out in 2011,
2028 and 2044. Building surveys in the first quarter of
the century showed that the buildings were structurally
sound, but that the cost of protecting them against the
continually encroaching sea was prohibitive and
unsustainable.
The holiday cottages are now closed and the seafront
buildings are coming to the end of their useful life. The
old visitor reception and catering facilities are to be
relocated, though they will remain close to Brownsea
Castle. A new landing quay is also long overdue. The
current quay has been repaired a number of times but
must now be totally replaced to accommodate SLR and
the increase in visitor numbers.
Brownsea Island was designated a ‘Green Oasis’ in
2055 for its two rare ‘ecoscapes’ of Island Heath and
Island Oak Woodland. This European designation was
set up in 2052 to replace all previous designations
(SSSI, SAC, AONB, Ramsar etc.) and sets strict
standards for the monitoring and conservation of
natural landscapes, seascapes and wildlife. There are
major concerns regarding the ingress of saline water
under the island and the effect this will have on the
soils, and the flora they can support. The lagoon at St.
Andrew’s Bay still exists, though the breakwaters are
very dilapidated and the cost of replacing them is
prohibitive for the National Trust. The value of the
lagoon for migratory birds cannot be underestimated,
so efforts to source funding from a number of
international wildlife agencies are currently underway.
The red squirrel colony still survives on the island,
despite a serious bacterial epidemic in 2041 that
threatened to wipe out the colony. The infection is
thought to have been introduced by visitors feeding
the squirrels. Food quarantine rules are now in place
for visitors to the island and regular monitoring of the
squirrels is undertaken by the National Trust.
National Trust staff are concerned that the visitor
carrying capacity of the island has already been
reached and feel it is necessary to limit the number of
day visitors to the island to prevent adverse impacts on
the wildlife. However, local businesses realise that
Brownsea Island is a major economic asset and are
keen to see more visitors attracted to the island.
• It is important to consider external factors,
such as geomorphology and economic policy
in Poole and Christchurch Bays, as these will
have impacts on Poole Harbour and Brownsea
Island. Influential coastal defence decisions
(being drawn up in SMP2) are being made
along the coast that will influence the future of
Brownsea, e.g. Bournemouth Borough Council
are intending to continue beach replenishment
in the conurbation for the next 100 years.
Estuarine and enclosed waters are being
considered for the first time
33
• With the prospect of warmer, drier summers,
the length of the summer season is likely to
increase, leading to an increase in visitor
pressure on the island. This will require
improved management and potentially a
restriction on visitor numbers (daily, monthly or
seasonally) to prevent damage to habitats and
disturbance to wildlife
Brownsea Island covers 203 hectares and is the largest
of eight islands in Poole Harbour, the perimeter is
some 6km. The island is owned by the National Trust
who lease Branksea Castle and related gardens to the
John Lewis Partnership. The northern half of the island
is leased to Dorset Wildlife Trust (see Box 1 for a brief
history of land use on Brownsea). The DWT lease
covers 40% of the whole land area.
• Addressing the problems regarding the
buildings on the quayside at the eastern end of
the island should be a priority. Buying time to
allow for well-informed decisions to be made is
important. Options include adapting the
current buildings to withstand some degree of
flooding, steepening the beach and improving
sea defences in front of the buildings,
constructing a splash wall, and relocating the
main buildings some distance inland. All
options have pros and cons and it is likely that
the acceptable outcome comprises a
combination of these three options
• Ideas for managing visitor access to the island
are already being developed by external
bodies such as Poole Tourism, therefore liaison
with such groups is important. Improving
landing provision at the eastern end of the
island or developing another access point for
the island may be necessary to cope with SLR
and increased visitor numbers. The foreshore
adjacent to Pottery Pier does afford more
shelter from Easterly storms
• With no human intervention, the sea wall
surrounding the lagoon is not sustainable. The
lagoon is not a natural feature but was
constructed in the mid-nineteenth century.
The wall will be over-topped in time, and this
will drastically alter the lagoon environment.
Effectively protecting the lagoon is likely to be
expensive and unlikely to pass the required
sustainability tests
• Climate change is likely to affect the ecology of
Poole harbour and Brownsea Island. Many
iconic species (such as Dartford Warbler, Sylvia
undata, and Sand Lizard, Lacerta agilis) are at
the northern end of their range in this area.
For this reason, such species are likely to
benefit from a warmer or more Mediterranean
climate. These and other southern species
(such as avocet, Mediterranean Gull and
Spoonbill, Platalea leucorodia) are likely to
become more common
Map 2.0 Map of Brownsea Island. Source: Crown
Copyright © Licence no. LA100019790. 2002 Vertical
Images by ukperspectives.com. 2005 Vertical Images by
GetMapping Ltd
This island supports a wide range of habitats including
heathland, grassland, pine and broadleaf woodland, fresh
water lakes, mud flat, salt marsh and a large brackish
lagoon. These habitats support an equally diverse floral
and faunal community. Brownsea Island supports a
healthy population of red squirrel, Sika deer, and over 23
species of dragon fly. There are over 230 species of moths
and butterflies recorded here. The brackish lagoon is
utilised by waders; Avocet, Sandwich Tern, Little Egrets
and Shelduck are commonly sited at this location.
Brownsea is accessible only by watercraft therefore the
scope of the background study is larger than the island
alone. The island is serviced by three ferry companies
which depart from Poole, Sandbanks, Swanage and
Bournemouth. Poole is the most heavily used route,
followed by Sandbanks. For this reason, these two
areas will be included within the scope of this chapter.
Key variables identified within this study include:
tourism, land use and access. This section will give a
brief breakdown of current data and information
available on these variables.
Population
The population of Brownsea in 2008 stands at 34
permanent residents, all of whom live and work on the
island. Between March and October a further 22 seasonal
staff live on the island. The residents are a mix of National
Trust, John Lewis and Dorset Wildlife Trust employees.
34
Access
Entry points to the island are minimal. The majority of
visitors arrive on the island using one of three available
ferry companies; Greenslade Pleasure Boats (GSPB),
Dorset Cruises (DC) and Brownsea Island Ferries Ltd (BSIF)
at varying costs and from varying locations (Table 2.0).
Table 2.0 Costs and Locations of ferry crossings to
Brownsea (2008) Sources: Brownsea Island Ferries Ltd,
Greenslade Pleasure Boats and Dorset Cruises.
Child
(£)
Adult
(£)
Snr (£)
Family (£)
7.00
13.50/
21.50
7.00
13.50/
21.50
-
9.00/
16.00
-
8.00/
12.50
-
18.00/
10.50
Poole Quay
GSPB
BSIF
5.50
5.50
8.00
8.00
Swanage
DC
2.00
7.00
Sandbanks
BSIF
3.50
4.50
Table 2.2 Car Parking close to the Studland-Brownsea
Ferry. Source: Pooletourism.com
Location
Number
of spaces
Sandbanks
550
Banks Road (on street parking)
350
Shore Road
72
Shore Road (on street parking)
12
Tourism
For Brownsea, the National Trust relies heavily on
tourism as the primary source of income and with the
all the visitors arriving by boat, numbers can be closely
monitored. Bournemouth University carry out annual
visitor surveys on the island. The data from these
surveys, along with information gained from National
Trust employees are the main sources of information
for the following analysis.
Brownsea attracts approximately 100,000 visitors per
year. Two of the three ferry companies that service
Brownsea do not record information relating to
passenger numbers therefore the data in Figure 2.0
(representing annual visitor numbers) are derived solely
from the National Trust. The light blue line in Figure
2.0 depicts a mean trend line in visitor numbers.
Table 2.1 Car parking close to Poole Quay. Source:
Pooletourism.com
Location
Number
of spaces
Quay Visitors (multi-storey)
550
Prosperous Street
10
New Orchard
19
Harbourside Park1
205
Harbourside Park2
199
2007
2006
2005
2004
2003
2002
2001
2000
Poole can be accessed by the A35 and the A350 from the
west, the A338 from the North and the A31 from the
east, linking it well with surrounding cities including
London, Southampton and Bristol. Sandbanks is accessed
via the B3365 and B3065 from the A35. Parking facilities
are provided throughout Poole and Sandbanks, details of
the nearest Parking to access points to Brownsea Island
are outlined in tables 2.1 and 2.2
1999
Poole Quay is 1.3 miles away from Poole Train Station
and 1.1 miles away from Poole’s well-serviced bus
station. A shuttle bus travels between the Quay and
these stations every 15 minutes. It is these services that
form an integral part of the visitor journey to the island.
1998
7.50
1997
3
1996
DC
Annual visitors numbers
B’mouth
Figure 2.0 The number of visitors to Brownsea Island
from 1996 to 2007.Source: National Trust
The recorded maximum number of daily visitors to date
stands at approximately 1800. There is no official
carrying capacity with regard to visitor numbers and
the National Trust feel that present levels are
manageable.
Results derived from the surveys suggest that the
majority of people visit Brownsea Island from holiday
accommodation (48%) or from home (37%) on average
over the three surveyed years (Figure 2.1) and the
majority travelled by car/campervan (60%). The
anomaly within Figure 2.2 is due to an alteration to this
question in 2007. In previous years respondents were
asked to give only one method of transport. In 2007
this became a multiple answer question in which visitor
were asked to tick all main methods of transport used.
Therefore this data is not directly comparable.
35
Figure 2.0 Where visitors travelled from on the day they
visited Brownsea.Source: Bournemouth University
The level of car use prior to visiting the island illustrates
the reliance on the accommodation, transport links and
parking capacity of the surrounding areas, (especially
those within 14 miles) as 64% of visitors travelled from
within this radius. Figure 2.2 indicated the method of
transport used over 3 years.
Figure 2.3 shows why people visited Brownsea Island
Figure 2.2 Methods of transport used to get to
Brownsea Island in 2005-2007 (%). Source:
Bournemouth University
The reasons given for choosing to visit Brownsea
varied. Almost half of those surveyed (48%) visited
Brownsea because it is a ‘beautiful place’ and provided
a ‘nice day out’ and 29% wanted to ‘walk’ and to ‘enjoy
the peace and quiet’. The remaining options in this
question were chosen by less than 6% of respondents
and are shown in Figure 2.3 There were no questions
to determine whether people visited specifically for the
wildlife or nature reserve.
The majority of respondents, 82%, had visited
Brownsea within the last year, with only 4% visiting for
the first time. The age of people visiting Brownsea in
2006 and 2007 is shown in Figure 2.4. 43% of
respondents were over 55.
Recommendation: Further develop
strategies to attract more young
people to Brownsea. Carry out a
desktop study to find all the Dorset
related education strategies and seek
out the common themes. e.g. link to
the World Heritage education strategy
Recommendation: Include ‘wildlife’
as a category in future surveys.
Remove ‘a nice day out’ as a
category as this catch-all answer
provides little useful information
Figure 2.4 Age Breakdown of Visitors to Brownsea:
2006 and 2007 (%) Source: Bournemouth University
36
The income of those visiting Brownsea ranged from
£0 to over £51,000 with the most common income
bracket being between £11,000 and £30,000 per
annum (current national average is £24,000). When
asked to identify their ethnicity, 97% identified
themselves as white (national average is 92% white).
Special Protection Areas (SPA),
Special Areas of Conservation
(SACs) and Natura 2000 sites
Map 2.1 shows the SPA designation for Brownsea Island.
Figure 2.5 The Income of Visitors to Brownsea in 2006
and 2007 (%) Source: Bournemouth University
When considering future investment in the island it is
accepted that large sums will have to be allocated simply
to make the infrastructure safe and usable because sea
level rise is inevitably going to reduce the long-term
viability of the quayside buildings. It would be extremely
useful to know how the visitors and volunteers feel that
monies should be allocated. A technique known as
‘contingent valuations’ allows questions of the type;
“Would you prefer to see £xx’s spent on project ‘A’ or
project ‘B’?”. Such insights might help the National Trust
to allocate sums in such a way as to harmonise with public
opinion and thus engender continued support.
Recommendation: Consider a
contingent valuation questionnaire for
the visitors to Brownsea that gives a
limited range of options for the quay
buildings and surrounding area
Planning considerations
There are a number of current statutory and non-statutory
environmental designations and recognitions which
potentially restrict development on and around Brownsea
Island. The most relevant apply to the extraordinary
diversity of wildlife and geology of the area.
As this report is being written changes are occurring
within the planning system following the Planning and
Compulsory Purchase Act 2004. Regional Planning
Guidance is to be replaced by a Regional Spatial
Strategy (RSS). The Southwest RSS is currently in draft
and when completed will inform both Purbeck’s Local
Development Framework (Brownsea) and Poole’s Local
Development Framework (Poole, including Sandbanks).
These most relevant designations and recognitions are
outlined opposite.
Map 2.1 Special Protection Areas on and around
Brownsea Island. Source: Crown Copyright © Licence
no. LA100019790. 2002 Vertical Images by
ukperspectives.com. 2005 Vertical Images by
GetMapping Ltd
The designation of SPAs in this area include:
Poole Harbour SPA (UK9010111)
• Larus melanocephalus (Mediterranean Gull)
• Limosa limosa islandica (Black tailed Godwit)
• Recurvirostra avosetta (Avocet)
• Sterna hirundo (Common turn)
• Tadorna tadorna (Shelduck)
Dorset Heath SPA (UK9010101)
•
•
•
•
•
Caprimulgus europaeus (Nightjar)
Circus cyaneus (Hen Harrier)
Falco columbarius (Merlin)
Lullula arborea (Woodlark)
Sylvia undata (Dartford Warbler)
Special Areas of Conservation
The Annex I habitats and Annex II species, which are
the primary reason for the designation are listed below.
The Map 2.2 shows the site designation
Dorset Heaths SAC (UK0019857)
• Northern Atlantic wet heaths with Erica tetralix
(Cross-leaved Heath)
• European dry heaths
• Depressions on peat substrates of the
Rhynchosporion
• Coenagrion mercuriale (Southern damsely)
37
Map 2.4 Sites of Special Scientific Interest on and
surrounding Brownsea Island. Source: Crown Copyright
© Licence no. LA100019790. 2002 Vertical Images by
ukperspectives.com. 2005 Vertical Images by
GetMapping Ltd
With regards to Brownsea less than one fifth of the island
is considered in ‘favourable’ condition. The remainder is
classed as ‘unfavourable recovering’ and a small section to
the North of the island is ‘unfavourable declining’.
Map 2.2: Special Areas of Conservation on Brownsea Island.
Ramsar Sites
Map 2.3 show the Ramsar sites which are present on
and around Brownsea Island.
Some examples of operations under restrictions on
Brownsea include:
• The introduction of grazing changes
• Application of manure, fertilisers and lime
• Burning
• Tree/wood management
• The release of any wild, feral or domestic animal, plant
or seed
• Mineral extraction
• Recreational or other activities likely to damage
features of interest
A full list can be found on the Natural England website.
Importance (SNCI)
There is no SNCI recognition on Brownsea Island,
however, parts of Sandbanks (an access point to Brownsea
Island) is an SNCI due to the presence of dunes and
grassland with a flora rich in scarce annual species.
Map 2.3 RAMSAR sites surrounding Brownsea Island.
The Sites of Special Scientific Interest
(SSSI)
The Dorset AONB covers 40% of Dorset. Brownsea
represents the most easterly point of this designated area
(Map 2.5). The Dorset AONB Partnership have been
involved with Brownsea Island since 2003. The current
draft Management Plan recognises the threat to the Island
from sea level rise, increasing wave heights and coastal
erosion. It also identifies Brownsea as an area where
coniferous woodland coverage is decreasing and must be
maintained or enhanced for wildlife (in this case the Red
Squirrel population).
Map 2.4 shows all the Sites of Special Scientific Interest
on and surrounding Brownsea Island. The SSSI
designation covers the whole of Brownsea Island.
Map 2.5 Boundaries of Dorset AONB in Poole Harbour.
38
Regionally Important Geological Sites
(RIGS)
Brownsea’s RIGS include cliffs on the south shore near
Pottery Pier and are shown in Map 2.6. Details can also
be found at: www.dorsetrigs.org.uk.
The consultation process involved a workshop held
at Studland Village Hall. Further individual interviews
were also conducted to gather information from
professionals and interested parties unable to attend.
A second workshop was held at the Purbeck District
Council (PDC) planning department. Members of the
general public were given the opportunity through a
questionnaire distributed at the site on a number of
occasions. A summary of the principal views expressed
is given on the following pages.
Investigating the public perspective:
50 questionnaires were handed out at various points
around the island. Responses were analysed and the
results are discussed below. The questionnaire used is
attached as Appendix 1
Map 2.6 Regionally Important Geological Sites on
Brownsea Island.
Land use and the history of
Brownsea
Henry VIII encouraged local merchants to build
the first Brownsea Castle and since then both
the castle and the Island have been altered
accordingly to suit the needs of successive
owners. Ornamental plant species have been
introduced by botanists.
The population of the small island grew to 200
with the discovery of china clay in the mid
1800s. 1901 saw a period of ‘unparalleled
prosperity and grandeur’ which coincided with
the very first Scout camp founded by Robert
Baden-Powell. This prosperous period ended
when Mrs Mary Bonham-Christie bought the
island and halted all agriculture and hunting,
allowing the island to gradually revert to
heathland and forcing the remainder of the
inhabitants to leave.
Despite a severe heath fire in 1934, the island
remained a safe haven for wildlife while the
surrounding mainland became ever more
populated. After the death of Mrs Mary
Bonham-Christie the National Trust acquired
Brownsea in 1962 after a fund raising campaign
which raised £100,000 for the acquisition.
In Figure 2.6 60% of respondents indicated that they
were confused by information in the media regarding
climate change and sea level rise (SLR). There was also
confusion over who is responsible for coastal
protection on Brownsea. 56% listed the landowner
(National Trust) and/or central government (or a
government department) as the responsible body.
19% listed the local Authority, 11% felt it was the
responsibility of ‘everyone’, 4% listed Poole Harbour
Commissioners and the remainder were unsure as to
who was responsible for coastal protection in general.
Figure 2.6 Bodies listed as responsible for coastal
defence by public
The majority (88%) of respondents were aware that
Brownsea Island is at risk from SLR over the next 50
years. 8% felt that the area was not at risk whilst 4%
stated they were unsure. 88% felt that wildlife was at
risk, primarily from loss of habitat and food. Only 4%
felt that there was no foreseeable risk to wildlife on the
island. The majority of those questioned were aware of
the island’s environmental designations – 27% were
aware of the SSSI designation; 22% were aware of the
SPA designation; 22% were aware of the Ramsar status;
though 29% were not aware of any designations.
36% of those questioned expected Brownsea to be
protected against SLR and flooding over the next 50
39
years. Suggestions included: Poole Harbour flood
barriers; beach recharge and fixed sea defences around
the island. 28% did not expect any form of protection
against SLR and flooding and suggested that sea defences
would be unsightly. The remainder (36%) were unsure.
The main attraction of Brownsea Island was ‘wildlife’ or
‘nature’ (23%), as shown in Figure 2.7. Other
attractions included: ‘peace and quiet’ (18%); red
squirrels (12%); the fact that the island is ‘unspoilt’
(14%); and the ‘beauty’ and ‘scenery’ (12%). Other
reasons given for visiting the island were: walks, to take
a boat trip, the location, to see a theatre production
and for the Famous Five (Enid Blyton) connection. 68%
of respondents had visited ‘all’ or ‘most’ of the island.
20% had visited the eastern and southern parts and
12% had visited only the eastern end.
48% of those questioned felt it would be desirable to
regulate visitor numbers to the island. Suggestions as to
how this could be achieved included: limiting boat
numbers and frequencies; encouraging advanced ticket
purchase so a defined number of entry passes could be
allocated per day or per session; reducing the open
season or closing parts of the island; and increasing the
landing charge. Another suggestion was to allow
National Trust members only at certain times (though this
was accompanied by the suggestion of concessions for
locals and those on a low income). 40% of respondents
felt that there was no need to regulate visitor numbers
on the island and the remainder were undecided.
When questioned about the provision of services
necessary for an enjoyable visit, many respondents felt
that current provisions were adequate (40%). Thirty
people were asked to rank their priorities for
improvements (shown in Table 2.0):
Table 2.0 Suggestions for improvements relating to an
enjoyable visit to Brownsea
43
café
34
beach access
28
gift shop
20
Paths and trails
11
visitor centre/information
10
access to nature reserve
4
Rycling Bins
3
Picnic areas
3
Tractor trails
1
Figure 2.9 Services considered important for an
enjoyable visit
Figure 2.8 Problems associated with an increase in
visitor numbers
Tractor trails
Access to nature resrve
Picnic areas
Recycling bins
Gift shop
Well maintaned walking
trails
Vistors Centre/information
Beach access
These results are shown in Figure 2.9 bar chart:
Toilets
The majority of respondents (58%) felt that Brownsea
Island was ‘important’ to the local economy. 20% did
not feel the island was important in this context and
the remainder were unsure. However, there were
concerns regarding any increase in visitor numbers to
the island triggered by predicted warmer and drier
summers. The main problem (listed by 35% of
respondents) was felt to be wildlife and habitat
disturbance and also erosion. Other potential
problems listed were: litter/pollution (24%); increased
management required (12%); traffic problems at ferry
departure points (16%); increased pressure on
accommodation (6%); and increased commercialism
(4%). The remainder felt there were no problems
associated with an increase in visitor numbers to the
island. These results are shown in Figure 2.8.
Number of responses
Good quality toilet
facilities
Cafe
Figure 2.7 Reasons visitors are attracted to
Brownsea Island
Facilities
40
Nothing
Loss of peace and quiet
Litter
Poor parking facilities at
ferry departure
Having to pre-book
Overdevelopment
Cost of visiting island
Overcrowding
The main reason given for not returning to the island
was ‘overcrowding’ (15 respondents). Other reasons
included: ‘cost of visiting island’ (13 respondents);
‘over-development’ (8 respondents); ‘having to prebook’ (2 respondents); ‘poor parking facilities at ferry
departure point’ (2 respondents); ‘loss of peace and
quiet’ (2 respondents) and ‘litter’ (1 respondent). 12
respondents would not be deterred from returning to
the site at all. These results are shown in Figure 2.10.
shores of Brownsea Island will have knock-on benefits for
the rest of Poole Harbour.
The narrow entrance to Poole Harbour funnels
seawater into the harbour and towards Brownsea
Island. Easterly, south-easterly and southerly gales
already have a major impact on the north-eastern
section of the island, and for this reason, the buildings
on the quayside are particularly at risk.
The sediment processes along the Sandbanks and
Studland peninsulas have altered continuously over
many centuries. Sandbanks is a westward trending spit,
though the littoral drift is eastwards and the current
process is not in equilibrium with the present shape of
the coastline. It is likely that the training bank at the
harbour entrance is altering sediment movement. One
of the possible effects of SLR is that the training bank
will cease to be effective and sediment processes, both
along the coast and within the harbour, will alter.
Without human intervention, this will lead to a much
more variable harbour entrance, as in the past. The
overall processes working in the harbour are likely to
be dramatically different, and this will have impacts on
erosion patterns and flooding on Brownsea.
Figure 2.10 Reasons given for not returning to
Brownsea Island
The final question asked if the prospect of warmer,
drier summers and the environmental impacts of global
air travel would encourage more people to holiday in
the UK. 78% would be more inclined to take UK
holidays, and of these 25% said they ‘always’ or
‘mainly’ holidayed in the UK. 16% felt they would not
take more UK holidays listing ‘unreliable weather’, the
cost of holidaying in the UK and ‘too many other
countries to visit’ as reasons.
stakeholders during the workshops
- What external factors are likely to
influence erosion and coastal protection
on Brownsea?
Stretches of the coastline (those with no sea defences in
place) are retreating at ~1m per year. With no human
intervention on the Studland or Sandbanks peninsulas, in
1000 years the coastline will have receded westwards by
~1km and Brownsea Island will have been severely eroded
in the north-eastern section. However, Brownsea is acting
as a spending beach2 and reducing wave action within the
remainder of the harbour. For this reason protecting the
2 In a wave basin (such as Poole Harbour) a spending beach is a
beach on which entering waves release the majority of their
energy, or are ‘spent’. A small number of waves will enter the
Branksea Castle Jetty - M.Simons
Steps taken to tackle flooding and coast protection
issues in the Bournemouth and Poole area are likely to
affect the sea area around Brownsea Island. Influential
decisions are being made that will impact upon
Brownsea over the next 50-100 years, e.g.
Bournemouth Borough Council are intending to
continue beach replenishment in the conurbation for
the next 100 years. Coast protection planning needs
to take a long-term view due to the natural processes
involved. The functional life of sea defence structures
is generally assumed to be approximately 50 years.
Shoreline Management Plans (SMPs) are now required
inner harbour, but by bearing the brunt of the incoming wave
energy, spending beaches protect other sections of the coastline.
41
to assess coastal defence options over three epochs:
0 -20, 20 -50 and 50 -100 years to allow for effective
forward planning (previously these considered a 25year and then 50-year timescale). The SMP2 revision
process is required to demonstrate that a more holistic
approach to coastal defence is being adopted.
Furthermore, SMP1 was not required to consider
estuarine locations and so Poole Harbour had no
previous SMP detailing. Coast protection policy for
Poole and Christchurch Bays is currently ‘hold the line’
on most urban frontages, and ‘no active intervention’
elsewhere. The SMP review (SMP2) is due to be
adopted in 2010.
One of the strands within the Purbeck Keystone Project
(led by Purbeck District Council) is to re-instate the Frome
flood plains as floodwater holding areas with managed
water levels. The input of fluvial gravels into the harbour
is seen on the southern beaches of Brownsea and
provides some degree of coastal protection. Deliberate
management of the flood plain hydrology under the
Keystone Project is likely to reduce sediment input into
the harbour and reduce the protection provided to the
southern fringes of Brownsea.
The current sea defences around the perimeter of
the island are generally in a ‘failed’ state of repair.
Under the terms and policies of the Poole Harbour
commissioners this situation is unacceptable. It is
therefore a matter of urgency and navigational
safety that all such failed defences are removed.
With the prospect of warmer, drier summers, the south
coast and west country tourist industries are set to
expand. However, recent changes in the way tourism
forecasting is undertaken mean that meaningful figures
for the future are difficult to generate3. Brownsea
currently receives approximately 100,000 visitors per
year, and this is likely to increase by 2058. An increase in
visitor numbers would require careful and enlightened
management. Current trends show that tourism in the
area is not as seasonal as in the past and that visitors are
coming to the area throughout the year.
Over the last few decades there has been a shift from
visitors on an extended traditional seaside holiday
towards day-trippers. The majority of visitors to Poole
are day visitors, many of whom come to the area
specifically to visit Brownsea Island. Day visitors are
not confined to school or main holidays and have the
flexibility to visit Brownsea throughout the year.
Activities on Brownsea, such as woodland walks and
wildlife watching, are less reliant on hot and dry
weather. NT special events are already a regular feature
on the island.
Local climate change studies have shown that the mean
annual temperature in Bournemouth has risen by 1.2ºC
since the early 1900s. If this is extrapolated to 2058,
then Bournemouth’s mean annual temperature is
predicted to be almost 2ºC warmer (12.5ºC) than in
1900-1910. Such temperature increases are likely to
extend the summer season with an anticipated
reduction in seasonal tourist pressure on Brownsea.
Since ferry operators running boats to the island
currently struggle to break-even when operating for
such a short season4, a seasonal spread into the
shoulder months is likely to improve this situation.
With a shift to a more Mediterranean climate,
suggested alterations to school terms and a staggering
of school holidays are likely to be more acceptable.
This means that family summer holidays in the area are
likely to be spread over a longer season, with the
accompanying reduction in visitor pressure on
Brownsea and the surrounding area.
Failed sea defences (JCW)
- Is there likely to be increased visitor
pressure on the site?
“I had no idea I had such a delightful spot in my
kingdom” (the words of the Prince Regent following
a visit to Brownsea in 1818). Brownsea continues to
delight visitors and is likely to do so for many more
years to come.
3 South West Tourism Research department.
4 Brownsea Island Ferries (Pers Comm).
5 From National Trust annual visitor surveys - 2005 to 2007 combined.
- Why do people visit the island? Is this
likely to change?
Brownsea Island offers an escape from the trappings
of 21st century life and the opportunities to discover
nature in this unspoilt setting make Brownsea
extremely attractive to groups, families and individuals
alike. The main reasons for a visit to Brownsea are5: ‘
a nice day out’ (~30%); ‘to see a beautiful place’ (824%); ‘to go for a walk’ (12-19%); and ‘to enjoy the
peace and quiet’ (11-15%). The island presents
42
opportunities for fine walks and spectacular views of
Poole Harbour. Self-guided trails are provided for
children historians and explorers. The island is a haven
for animals (including red squirrels, Sciurus vulgaris,
peacocks, Pavo cristatus, and Sika deer, Cervus nippon)
and birds, with numerous opportunities for wildlife
watching. As the birthplace of Scouting and Guiding,
Brownsea is known to over 38 million scouts and
guides internationally. The opening of the BadenPowell Outdoor Centre in 2008 improved provision
for visiting schools, Scouts and Guides.
In 50 years’ time, in the face of climate change and sea
level rise, it is highly likely that Brownsea will continue
to offer the majority of the attractions listed above.
The footpaths and self-guided trails may require
re-routing with increased maintenance. Walking and
exploring will still be enjoyable pastimes. The island’s
rich history (farming, pottery works, its involvement in
WWII and Scouting) will continue to be appreciated.
Unfortunately, the percentage of visitors attracted to the
island by the wildlife cannot be determined from the
National Trust annual visitor surveys. However, the 101
hectare nature reserve (leased to Dorset Wildlife Trust)
which covers the north-west of the island comprises a
large, sheltered lagoon (particularly important for
over-wintering and summer breeding birds), flooded
woodland, lakes, reed beds and pines. Information from
Dorset Wildlife Trust indicates that the reserve receives
approximately 12,000 visitors per year.
In a society with ever-increasing constraints, it was felt
to be important to maintain the freedom that Brownsea
currently holds for visitors. This takes a number of
different forms, from allowing children to explore the
natural environment in safe surroundings to providing
quiet, secluded areas where visitors can ‘just relax’.
Tourism activities outside Poole Harbour are likely to
have implications for activities on Brownsea, e.g. the
Bournemouth surf reef in Boscombe (Europe’s first
artificial surf reef and one of only four in the world)
is scheduled for completion in Autumn 2009 (though
completion is now possibly delayed for up to one year).
A Bournemouth Borough Council Economic Impact
Assessment has suggested that the reef will provide a
direct income of £3 million per annum (plus an image
value of £10 million per annum resulting from a variety
of publications and media interest on a national scale).
It is also likely to generate a large stimulus for
equipment retailing, surfing schools, accommodation
and food and drink outlets. A recent survey in
Cornwall revealed that surfers spend on average
8% more than other holidaymakers.
It is envisaged that the new surf reef will enhance trade
elsewhere on the coast, for example, new hotels and
restaurants. Also the 2012 Olympic sailing events will
have a positive effect on visitor numbers to the whole
of the Dorset coast.
Buildings on quayside (JCW)
- What facilities are required for visitors?
How can these be protected against SLR?
One of the most pressing problems regarding SLR and
climate change on Brownsea is the row of buildings
(offices, accommodation and visitor reception) on the
quay at the eastern end of the island. The buildings at
the eastern end of Brownsea Island have been rated by
the Environment Agency (see picture above) as ‘flood risk
level 2’ (except for Brownsea Castle which is ‘level 3’ and
therefore slightly lower risk). On high spring tides
coupled with easterly, south-easterly or south-westerly
winds, seawater already reaches the buildings – and
easterly gales, in recent years have increased in frequency.
In the short-term, adaptations such as lifting the
electricity cables, putting flood vents in the floor and
re-flooring using sealed or waterproofed floors may
delay the inevitable. However, it was suggested that
such modifications are only likely to add 30 years to
he working life of the buildings, and could be an
expensive investment for such short-term gain. What is
now a 1 in 100 year tidal event is likely to be a 1 in 40
year event in 2058.
There were a number of suggestions made by the
consultees and included: a sustainable way to protect
the buildings in situ (in the short- to medium-term)
would be to widen the beach in front of the buildings
and to construct groynes to retain the sediment. Note
that the quay itself is already acting as a groyne.
Shingle could be added to increase the steepness of
the beach and to reduce wave action.
One consultee suggested that sea defences could be
removed from other locations and could be re-used on
Brownsea.
Recommendation: This novel idea
needs further investigation if to be
considered seriously
43
The concrete apron that services the line of buildings
is currently relatively narrow (3-4m) and offers little
protection – widening of this is possible if the beach
was steepened by using small-scale beach
replenishment. This replenishment material could
be sought from a larger scale beach recharge scheme
(e.g. material dredged during the deepening of the
navigation channels in Poole Harbour).
A splash wall, constructed of timber or steel shuttering
at the edge of the concrete apron in front of the
buildings would also buy time. This wall (~75cm high)
would act to break the flow of waves and reduce the
wave energy reaching the buildings. Such a structure
should be temporary, portable and removable and
capable of being set up at short notice. Poole Harbour
is unusual in that it is included in the Coast Protection Act
(1949), which means that coast protection developments
within the harbour are eligible for grant aid.
The presence of coast protection works such as sea walls
and groynes (albeit many in poor condition) may set a
precedent for the future and make proposals for
improved coast protection works more acceptable
(though any proposals will still have to align with the SMP
review currently underway) if external funding is sought.
The predicted increased storminess and storm surges
will increase damage caused by waves, especially on
the small beach that fronts the quay buildings (see
Figure 3.3). There is a small quantity of rock armour
here that dissipates some of the incoming wave energy.
One other practical option might be to selectively add
more rock armour to protect both the beach and the
concrete apron so that storm waves cannot so easily
reach the foot of the buildings.
Recommendation: The installation
of more substantial physical sea
defences in front of the quay
buildings needs to be investigated
Current access to the rear of the buildings is poor.
Improvements here would allow for safer evacuation if
ever necessary. This may be problematic as the
buildings back onto the lagoon, but warrants further
investigation. The buildings on the quayside at
Brownsea are Grade II listed, which means consents
must be sought from the local council before any
alterations or repairs can take place. At the current
time, English Heritage were unable to comment on
whether the restrictions on listed buildings are likely to
be altered to take account of SLR and climate change.
However, the long-term upkeep of the buildings is
unsustainable. Grants are available from English
Heritage to repair listed buildings – such grants are in
high demand and one stipulation is that a guaranteed
level of public access is provided for a minimum of ten
years after grant-aided work has been completed.
Recommendation: Investigate grant
aid available for the repair of listed
buildings on Brownsea
A combination of the buildings protection schemes
discussed above may serve to maintain the current
building provision for visitors whilst alternative options
are investigated. A Property Management Plan for the
island is currently under review. The Town Quay
buildings are part of a vista that people have come to
expect when they arrive on Brownsea. However, any
relocation or alteration of these buildings could be
used to inform the public about local SLR and climate
change and the NT policies that are being developed?
The majority of respondents to the questionnaire (40%)
indicated that the current provision of toilets, café and
gift shop were adequate for an enjoyable visit to the site.
Comprehensive visitor reception facilities are required
close to the main entry point. The current reception
building appears to be better protected from the
encroaching sea by the landing stage than the offices
and accommodation – the modifications mentioned
above could extend the life-span of this building.
One suggestion was that the offices and
accommodation buildings could eventually be
re-located in or close to the old farm buildings on the
southern side of Church Field. 13% of questionnaire
respondents said they would be reluctant to visit if
‘over-development’ were to take place, 19% were
attracted by the ‘peace and quiet’ and 11% by the
‘unspoilt’ nature of the island – so it is important to
balance the visitor facilities with the maintenance of
a ‘special place’.
Recommendation: Consider only
small-scale development and
relocation of offices
Sea defences at Branksea Jetty - M.Simons
44
There is currently no public access to South Shore
Lodge (the building is used for Scout and Guide
activities) or to the other three buildings on the
southern side of the island. Whilst access to this area
is difficult due to the distance from Town Quay, these
buildings could provide some visitor facilities for those
venturing further across the island. One respondent
to the questionnaire suggested a small café or tea bar
at the western end of the island would be welcomed
by visitors.
Re-developing Pottery Pier as an access point for the
island is discussed later – if this suggestion were to be
pursued, some building provision will be required at
the western end of the island. Light-footprint, timber
buildings with wooden piling foundations would be
sympathetic to the natural environment.
The sewerage system for the island is currently not
adequate and needs updating, regardless of any
relocation or improvements to the building provision.
Maintenance and development costs are higher on
Brownsea compared to the mainland, due to the
difficulty in transporting construction machinery and
materials to the island. Moving heavy plant around
the island is also problematic especially where beach
access is required. It is important to ensure that the
continued attraction of Brownsea to the visitor is
maintained throughout any re-development phase.
- How can access to Brownsea
be managed?
Brownsea Island is open to the public from mid-March
until the beginning of November, and this is likely
to continue in line with National Trust policy. Visitor
transport to and from Brownsea Island is discussed in
the background section. Visitors frequently comment
on the high price of the ferry crossing on both the
National Trust annual surveys and the questionnaires
completed as part of this project. Poole Tourism is
considering the development of a water taxi service
connecting Boscombe, Bournemouth and Poole. This
service could feasibly be extended to include Brownsea
Island and would give visitors a greater choice in
accessing the island.
Recommendation: Approach Poole
Tourism to investigate this further
The majority (>70%)6 of visitors travel by car or
campervan to take the ferry to Brownsea, and only
~15% of visitors use public transport. This has
6 From National Trust annual visitor surveys - 2005 to 2007
combined.
implications for traffic congestion and parking capacity
at Sandbanks and areas close to Poole Quay. A shuttle
bus running on environmentally friendly fuel could link
key areas of the conurbation with ferry access points,
and a ‘green option’ of a combined bus and boat ticket
could be an incentive to take public transport and to
reduce the carbon footprint of visitors.
The development of circular ‘walks’ around the harbour
using boats or water taxis could alleviate pressures on
the roads, – especially in Purbeck. The section of the
A351 from the Baker’s Arms to Wareham is already
saturated at peak times year round. Stopping points for
boats at, for example, Arne, Brownsea and Wareham
would allow visitors a wonderful opportunity to explore
the area from the water, and could operate year-round.
There is the potential to develop more water-based
transport from Poole and Bournemouth to parts of
Purbeck within the harbour, including Brownsea.
The pressing problem regarding visitor access lies in
the main access point to Brownsea itself. The NT
landing quay lies in typically the roughest waters
around the island due to reflected wave energy from
piers and jetties on the Sandbanks Peninsula and the
proximity to the harbour mouth. This reflected energy
also increases wave scour on this edge of Brownsea.
The landing quay will require repairs and alterations to
accommodate sea level rise and storminess. Any
increase in visitor numbers will also require
modifications to the quay to accommodate an increase
in boats and ferries. Visitors are allowed to land their
own boats between 10am and 8pm on the southern
and western shores of the island (no landing is allowed
on the northern shores which are part of the Dorset
Wildlife Trust nature reserve. The eastern shores of the
island are leased to the John Lewis Partnership and
public access is prohibited in this area).
Current National Trust policy is for no access (from the
sea) to the south and west of the island. However,
from a public safety point of view, the present access
point to the island is somewhat unsatisfactory because
of the exposed nature of this quay. Relocating the
main visitor access point to Pottery Pier would allow for
a much shorter, safer and more sheltered ferry trip from
Poole. Boat access could be either by a new or
refurbished pier or jetty, or by a floating pontoon. The
regeneration of Pottery Pier faces a number of
potential problems as Poole Harbour is designated a
Site of Special Scientific Interest (SSSI), a Special
Protected Area (SPA) and a Ramsar site.
The harbour is also within an area recognised for its
special landscape value – the Purbeck Heritage Coast,
and part of the Dorset Area of Outstanding Natural
45
Beauty (AONB). The AONB includes all the islands of
the harbour as well as much of the water area. The
southern side of the harbour (south of a line from
Patchins Point to South Haven Point) is also a
designated quiet area with an advisory speed limit of 6
knots. This quiet area is a safe haven for birds and
wildlife, as well as for humans.
Pottery Pier lies just to the north of this line, so
regeneration here would not be affected this
designation. Brownsea Island Ferries returning to
Poole Quay leave the north-east corner of Brownsea
and travel around the southern side of the island, so
the redevelopment of Pottery Pier for this service
would reduce current traffic levels in the quiet area. A
full impacts study (regarding the potential effects on
the ecology) would be a necessary precursor.
As a major refurbishment, the redevelopment of Pottery
Pier itself would require a licence and approval from
Poole Harbour Commissioners. In general, works may
not take place from November to April to avoid
disturbance to over-wintering birds. These suggestions
may also raise problems with access from the Pier to the
island for less able visitors, though these problems are not
insurmountable and will be discussed further below.
Re-instating landing access at the western end of the
island would also require electricity for CCTV,
emergency lighting etc. The lack of buildings would
mean that island information and admission charges
would have to be provided and collected during the
ferry crossing, or at the same time as ferry tickets are
paid for. This would require formal agreements with
the current ferry companies, or would tie in well with
the improved transport facilities to the island discussed
previously. National Trust guides could be on hand to
meet ferries arriving at Pottery Pier and offer
information for visitors.
If Pottery Pier were to be regenerated then two access
points at opposite ends of the island would serve to
improve visitor flow and dispersion. The steep steps
from the pier up to the road would present problems
for less able visitors arriving at the western end of the
island. However, a gently winding path up to the view
point could make the climb easier.
Onshore emergency, retail and catering facilities will
need to be considered. Timber buildings with wooden
piling foundations would be sympathetic to the natural
environment.
Boats travelling from Sandbanks and the eastern end of
the harbour could continue to land at the quay on the
7 From National Trust annual visitor surveys - 2005 to 2007
combined.
north-eastern side of the island. Having two major
access points for visitors to the island could serve to
improve visitor flow onto the island see below.
Recommendation: As a first
step,an informal meeting with the
ferry operators and the harbour
commissioners to explore the viability
of such a scheme would be useful
- How can visitor flow around the island
be managed?
Problems with visitor flow are currently experienced
since visitors arrive in groups rather than individually.
Frequently 100+ people can arrive at the Visitor
Reception at any one time. Brownsea Island Ferries
services from Poole Quay and Sandbanks are
timetabled to avoid both services discharging onto the
island at the same time. The ferry operators seldom
run the boats to the island at full capacity, but have
increased the carrying capacity of the boats to ensure
that large numbers of people wishing to leave the
island in inclement weather can be accommodated.
The arrival of visitors in such large and concentrated
groups results in queues and congestion around the
Visitor Reception area. The layout of the buildings at
Town Quay is such that visitor flow is congested.
However, proposed alterations to these buildings will
improve visitor flow through the reception area and out
onto the walk trails. The locations of the Visitor Centre
in the farm buildings and the Information Point to the
north of South Shore Lodge encourage visitors to
disperse and well-marked trails allow visitors to explore
the island under relatively controlled conditions. Over
30% of visitors7 are on a day trip from home, and with
an increasingly ageing local population access
problems are likely to become more pressing. It may
be necessary to increase the frequency of trailer trails
and to offer a range of differently themed trailer trails
to attract repeat visits by less able visitors as well as
families with young children.
It may be possible to reconstruct the narrow gauge railway
that ran from Pottery Pier to the potteries on the southwestern corner of the island, and to use this to move
visitors from the landing stage around the southern side of
the island. Such railways can be light-footprint (such as
the narrow gauge railway in Moors Valley Country Park)
and can reduce trampling on sensitive areas of the site but
still continue to allow visitors to enjoy the scenery. As
vehicle access and some portions of the track have been
46
lost, and the strong potential for such a project to detract
from the peace and tranquillity that so many visitors seek,
this suggestion may not find favour but warrants further
investigation. Any proposed developments would need
to demonstrate that there would be no adverse effects on
the island ecology as a result.
- What is the importance of the lagoon and
what are the future management options?
(Sterna sandvicensis). Brownsea is now the major nesting
site in Poole harbour for Oystercatcher (Haematopus
ostralegus). They are the only waders present in summer,
but in the winter are joined by Curlew (Numenius arquata),
Sandpiper (Actitis hypoleucos), Redshank (Tringa totanus)
and Turnstone (Arenaria interpres). The abundance of
breeding waders appears to be decreasing in the southwest (though populations in protected reserves such as
this are being maintained). There does not appear to
be an increase in their abundance elsewhere.
The double tides within the harbour present bird species
with good opportunities for feeding. Birds will move
around the harbour and feed in different locations
depending upon the state of the tide. The lagoon on
Brownsea provides a stable and reliable environment for
birds within the harbour. Whilst not a natural feature,
the value of the lagoon for migratory birds is clearly
established and if that value is to be maintained, then
the lagoon structure will have to also be maintained.
Brownsea Island lagoon (AJF)
The whole valley of St. Andrews Bay (in the north-west
corner of the island) has previously flooded on high
tides. In the 1850s, a sea wall was built around St.
Andrews Bay. Wind pumps and sluices were installed
to control the water level and to reclaim the marshland
from Poole Harbour. The land was used for grazing
cattle until the late 1920s, when ownership of the
island changed hands. The new owner, Mrs Mary
Bonham-Christie, left nature to reclaim the fields and
woodlands, and neglect of the sea wall and wind
pumps allowed the fields to re-flood. The resulting
marsh complex developed.
The lagoon is now a habitat of national and
international importance for a wide variety of
overwintering and summer breeding birds. The lagoon
is part of the 82ha reserve leased to the Dorset Wildlife
Trust (DWT) and is a designated Site of Special
Scientific Interest (SSSI). The lagoon is also a
designated Ramsar site and is included in the Poole
Harbour Special Protected Area (SPA). Over 230 bird
species have been recorded in and around the lagoon.
The lagoon constitutes part of the Poole Harbour SPA
which is designated for the following species on Annex
I to the EC Birds Directive:
• Mediterranean gull (Larus melanocephalus)
• Black-tailed godwit (Limosa limosa islandica)
• Avocet (Recurvirostra avosetta)
• Common tern (Sterna hirundo)
• Common shelduck (Tadorna tadorna)
The small gravel islands in the lagoon have been
constructed as nesting sites for Brownsea’s tern colony
which usually comprises 200 pairs of Common terns
(Sterna hirundo) and up to 200 pairs of Sandwich terns
Poole Harbour Commissioners require that all sea
defences should be maintained in good condition and any
hazards to shipping must be removed. Without ongoing
maintenance, the sea wall surrounding the lagoon will not
survive (although it is currently in a reasonable condition).
The wall will be over-topped in time, and this will alter the
currently non-tidal, saline lagoon environment. Effectively
protecting the lagoon is likely to be difficult, intrusive and
unlikely to tie in with policy set in the SMP review and the
associated Strategy Study (on which the Environment
Agency are the lead body).
The Environment Agency is investigating the possibility of
allowing areas around the Wareham Channel to return to
salt marsh (by removing sea defences). It is feasible that
the lagoon area of Brownsea could legitimately be
returned to saltmarsh at some future date. Consultees
raised the question as to whether to focus on preservation
or removal of this structure? The options suggested were:
1) To continue to maintain the sea wall in the face of
rising sea levels
2) To let nature take its course and leave the sea wall to
deteriorate (although, as stated, Poole Harbour
Commission require that failing sea defences are
removed to prevent hazards to shipping)
3) To actively dismantle, remove and recycle the
structure some time in the mid-term future and allow
the sea to take over the site
In line with National Trust policy (and following the
example set at Mullion Harbour) a combination of the first
and third options were felt to be the most appropriate.
This would combine maintenance and repair with managed
retreat over a timescale of 25 years. Once the integrity of
the sea wall is deemed non-viable, then managed retreat
would be the option chosen. The sea wall and associated
structures could be systematically removed to allow the
area to revert back to its previous salt marsh habitat. As
47
this area is leased to DWT, such proposals would need to
be discussed and agreed with the leaseholders well in
advance. This long-term solution should include finding an
alternative site to replicate the lagoon conditions, and this
alternative site should be created before the sea defences
at Brownsea lagoon are removed.
Recommendation: Continue to work
closely with DWT and RSPB to fully
understand the role of the lagoon
within the harbour ecosystem.
Develop workable timetable for
managed retreat of the lagoon and
recreation of habitat
Other areas in the UK are facing similar problems, such
as the RSPB reserve at Titchwell Marsh (North Norfolk).
The Titchwell Marsh Project
The nature reserve receives around 100,000
visitors each year, but is under pressure as the
reserve’s sea walls are not robust enough to
protect the reserve from the encroaching sea.
The Titchwell Marsh Coastal Change Project8 is
estimated to cost more than £1million and is
due to begin in Autumn 2009 - the project aims
to realign the defences over a small part of the
reserve and reinforce the sea bank behind the
brackish marsh. The brackish marsh will slowly
undergo a transition to saltmarsh and mudflats,
so the project also intends to recreate a brackish
marsh habitat at two other RSPB reserves 30km
away. This new habitat will be created before
the work begins at Titchwell, to minimise the
disturbance to the bird populations. This
project involves handling change at a muchloved reserve, and could be a useful case-study.
- How is the ecology of the harbour
waters likely to change? How is this
likely to affect Brownsea?
Increased rainfall and changes in farming patterns are
likely to increase run-off and sediment load around the
harbour. For example, Maize is a favoured crop in
warmer climates, but is associated with a high degree
of run-off. Other likely changes, such as an increase in
vegetable farming, will also lead to an increase in the
sediment load to the harbour. This may lead to
changes in the infaunal community through the
8 See http://www.rspb.org.uk/reserves/guide/t/titchwellmarsh/
coastalchange.asp for further information.
alteration of elements of the physical environment such
as water, oxygen and organic content. The National
Trust has little land ownership on the banks of the
Frome, which will make it difficult to influence farming
practices here. Defra’s Catchment Sensitive Farming
programme aims to develop measures to tackle diffuse
water pollution from agriculture. However, such
schemes may become unsustainable if food security
becomes a higher priority than environmental issues in
the future.
Since the 1960s, numbers of avocets have increased
dramatically and well over 1000 birds can be seen feeding
in the lagoon. Brownsea and Poole harbour are home to
the largest overwintering flock in the UK – if the lagoon
does not freeze or flood then avocets will feed on the
abundance of small shrimps and roost there throughout
the day (freezing of the lagoon would make this food
resource unavailable to the avocets, and flooding would
displace the small shrimps from the lagoon). However,
any significant increase in SLR could mean that the regular
exposure of the mudflats is compromised.
The British Trust for Ornithology (BTO) has undertaken
a detailed analysis in Poole Harbour that showed the
distribution of overwintering birds (such as avocet,
black-tailed godwit and common shelduck) is
increasingly shifting to the east of Britain and away
from the south-west. This is thought to be due to
increasingly stormier winters, and this is likely to be an
accelerating phenomenon. Whether this loss will affect
the environmental designations within the harbour is
unclear. However, if the species for which the area is
designated are lost, it would seem appropriate to
reassess the designation.
It is also important to consider other impacts of climate
change, for example an increase in air and sea
temperatures, on the ecology of the area. Higher heat
stress may affect the breeding and feeding success of
some floral and faunal populations. Sea temperature
increase could displace traditional species, such as
cockles (Cerastoderma edule), from the harbour.
However, invasive species, such as the Manila clam
(Tapes philippinarum) are thriving and likely to continue
to do well. Such invasions by non-native species are of
benefit to general feeders such as oystercatchers who
may prey on the exotic species in addition to, or in
preference to, the native ones. Alien species currently
unable to breed in the harbour are likely to do so with
increased water temperatures.
It is useful to also consider factors other than climate
change that might affect Brownsea. Common Cordgrass, Spartina anglica coverage in the harbour has
been reducing since its known maximum extent in the
48
1920s. As areas of Spartina are lost, the protection
afforded to the cliffs on the south side of the island is
compromised.
Poole Harbour Commissioners have deepened the
channel at the harbour entrance twice to allow larger
vessels to enter. Although the sea level is rising, this
will probably need to continue to maintain the channels
(some of this dredged material is then available for
beach replenishment). Larger vessels create more
swash and the consequent waves impact upon
shoreline. However, the latest Environmental Impact
Assessment (EIA)9 found this dredging had no
undesirable effects upon the ecology of the harbour.
If large cruise liners are to be attracted to Poole in the
future, it may be necessary to dredge even deeper
channels to accommodate them.
- What impacts will an increase in
visitor numbers have on the ecology of
Brownsea? How can these be mitigated?
Given its small size, Brownsea Island has a remarkably
diverse range of habitats supporting an exceptional
variety of species. The habitats can be divided into six
broad categories:
•
•
•
•
•
•
Lagoon
Seashore
Freshwater lakes
Mixed woodland
Pinewoods
Heath
The lagoon is located within the nature reserve and
supports an enormous variety of bird species. These
species are susceptible to human disturbance and are
particularly sensitive during the breeding season. Visitors
are asked to minimise disturbance by not bird-watching
from the walkways or lagoon edges, and hides are
provided throughout the reserve. However, any significant
increase in visitor numbers may mean that these facilities
are inadequate and birds may be exposed to increased
disturbance. Times of access to the reserve and visitor
numbers granted entry may need to be regulated to
protect sensitive species.
The natural seashore around Brownsea is predominantly
sand and pebbles. Such beaches are not generally rich in
species, however, a number of animals live within the
sediment. Excessive trampling can cause disturbance to
sandy shore creatures and reduce their abundance. Much
of the western shoreline is covered in broken pottery and
whilst unnatural and quite unattractive, it is inert material
9 See http://www.phc.co.uk/downloads/environment/env_enviro_
detailed_2007_08.pdf
and is now regarded as part of the historical and cultural
history of the island.
The two freshwater lakes on Brownsea (known as East
Lake and West Lake) are the result of peat digging
activities. Due to their high acidity, the lakes support few
fish but Little grebes (Tachybaptus ruficollis) nest here and
Tufted duck (Aythya fuligula) regularly breed here.
Pochard (Aythya ferina) and Coot (Fulica atra) also
overwinter. This area is also home to the heronry – 130
pairs once nested on the island but now the figure is less
than 40 pairs. This area is currently closed to visitors to
minimise disturbance.
There are more than 60 species of tree on Brownsea, and
most of them are the result of deliberate planting. These
woodlands house a number of resident birds, woodland
plants and fungi. Paths and trails lead through the
majority of these woodland areas and an increase in visitor
numbers may require increased maintenance of these
trails (to encourage visitors to keep to the trails) or the
creation of new trails (to accommodate more visitors) –
this may require clearing of areas of woodland. Sensitive
plant and animal species (such as small mammals, orchids
and fungi) may also be susceptible to increased
disturbance and trampling.
The heathland on Brownsea has been extended following
concerns regarding the decline and fragmentation of
heathland elsewhere in Dorset. These areas are home to a
variety of bird and insect species which may be susceptible
to increased human disturbance. The heath itself is also
susceptible to damage from excessive trampling.
- What are the likely effects of climate
change the ecology of Brownsea and
how might conservation management
principles be affected?
Many iconic species (such as Dartford warbler, Sylvia
undata, and Sand lizard, Lacerta agilis) are at the
northern end of their range in this area. For this
reason, such species are likely to benefit from a warmer
or more Mediterranean climate. These and other
southern species (such as Avocet, Mediterranean gull
and Spoonbill, Platalea leucorodia) are likely to become
more common. A recent trend has seen the increased
presence of the Little egret (Egretta garzetta) in
summer and winter. Brownsea was the first site in
Britain where Little egrets nested and the numbers
have been growing steadily.
23 species of dragonfly have been recorded in the
reed beds to the south of the nature reserve. In
addition to frequent southern hawkers (Aeshna cyanea)
49
are breeding populations of downy emerald (Cordulia
aenea), emperor (Anax imperator), four-spotted
chaser (Libellula quadrimaculata), broad-bodied chaser
(L. depressa), ruddy darter (Sympetrum sanguineum)
and hairy dragonfly (Brachytron pratense). The
nationally rare small red damselfly (Ceriagrion tenellum)
can also be seen. The very warm spring of 2007 saw a
large increase in the number of reports of dragonflies
and damselflies in April and early May across the
country. Life history transitions (particularly
emergence) in the Odonata taxon of British dragonflies
have shown a significant and consistent advance of ~3
days per degree rise in temperature. It is likely that
climate change will continue to advance life history
transitions and also lead to an increase in the numbers
of dragonflies and damselflies in the area.
Brownsea Island is one of only two areas in the south
of England where breeding populations of red squirrel
(Sciurus vulgaris) exist. The red squirrel is protected in
most of Europe as it is listed in Appendix III of the Bern
Convention. The IUCN conservation status of the
species is ‘near threatened’.
The red squirrel is native to Britain, but its future is
increasingly uncertain as the introduced American grey
squirrel (Sciurus carolinensis) expands its way across the
mainland. The UK population is thought to number
140,000 animals, with the majority of these (112,000)
in Scotland. The population in England (~15,000) has
a very fragmented distribution, occurring in isolated
populations on the Isle of Wight, on the islands in
Poole harbour and across the north of England.
Population estimates for Brownsea Island are 130-200
animals. The continental population may be stable
enough for any losses on Brownsea not to be a
significant problem. However, the potential loss of the
species from large areas of continental Europe over the
next 100 years may dramatically increase the
significance of the Brownsea population.
The pine woodlands on the island are essential for
the success of the red squirrels as they produce highenergy food in the form of seeds, plus buds and
undeveloped cones which provide food over the
summer months. However, Rhododendron
(Rhododendron ponticum) invasion reduces the
regeneration of the Scots pine (Pinus sylvestris L.),
and a boom in Sika deer (Cervus nippon) and rabbit
(Oryctolagus cuniculus) numbers since the 1980s has
drastically reduced the regeneration of the Scots pine.
Rhododendron thrives in milder, wet climatic
conditions, which may mean this problem is
exacerbated as the climate changes and will require
increased conservation effort to clear. Brownsea’s
woodlands also suffered during storms in the late
1980s and early 1990s when hundreds of Scots pine
were destroyed. The increasing trend for stormier
winters could threaten this important food source for
the red squirrel, and therefore the population itself.
Recommendation: Develop
emergency contingency plan
with the DWT for red squirrel
population on Brownsea. Liaise
with Grampian Squirrel Society
regarding Biodiversity Action Plan
implementation
It is important to establish a consensus about what
Brownsea’s future role in UK nature conservation will
be. This will allow decisions to be made regarding
future management of the natural environment. As
islands are at the forefront of climate change and SLR
impacts, Brownsea could become an exemplar of how
to care for islands in the face of climate change and sea
level rise. There are some climate change impacts that
will occur in the future, e.g. the disappearance of
Beech woodlands or a transition to Ash woodlands.
However, there is still a great deal of uncertainty
regarding the effects of climate change on the flora
and fauna of the island. The quality of distribution data
for UK BAP species is variable – well-monitored groups
like the birds have excellent distribution data, whilst
the quality of the data for many of the invertebrates is
poor. An up-to-date statistical summary of all species
present on and around Brownsea, their local, national
and international importance and the potential impacts
that climate change would have to these populations
would be extremely useful.
Recommendation: Brownsea could
become an exemplar of how to care
for islands in the face of climate
change and sea level rise. In order
to achieve this, a programme of field
monitoring was suggested by the
consultees
The Gaps in our knowledge
identified during the consultation
process…
There were other points raised during the consultation
process which are perhaps more difficult to answer but
warrant consideration when formulating new policies
and directives.
50
-
Tide level and bathymetric information is regularly
collected for Poole Harbour10. However, how these
variables will modify with increasing sea level is
currently unclear
Recommendation: Further liaise with
Poole Harbour Commissioners to
share new data and information
-
What will be the effects of any increased fluvial
input to the harbour?
-
There is currently no clear guidance on planning for
climate change. Will the revision of PPG20 (Coastal
Planning) and PPG25 (Flood risk) sufficiently address
these issues? Can we predict how the planning
system is likely to have changed in 50 years? It is
important to feed into the PPG20 consultation
process to ensure clarity in the local issues
-
Cost/benefit analysis plays an increasingly large part
in coast protection decision-taking. As the cost of
defence works increases, there are likely to be areas
that become non-viable to protect in 50-100 years.
These considerations are now a material factor in
the SMP2 coastal cell option choices. They are also
required to consider long-term sustainability,
economic, social, environmental and heritage
matters
-
How much future investment in the infrastructure
and protection of Brownsea can the National
Trust justify?
-
What are the optimum parameters/indicators that
should be used? For example, should there be more
emphasis placed upon the views of the general
public or should more attention be paid to
contingent valuation (i.e. the mean willingness of
members of the Trust to pay/sanction new works)
Recommendation: As investment is
likely to be considerable, an idea of
the costs involved in the suggested
changes to infrastructure in this report
would help to better inform the Trust
-
Islands hold a certain attraction that brings people
to the site. How can Brownsea also appeal to those
who are physically unable to visit?
10 See Poole Harbour Approach Channel Deepening and Beneficial
Use of Dredged Material, Poole Harbour Commissioners, 2004.
development of virtual access software
to allow virtual tours of the island
-
Will the potential loss of the iconic red squirrel
population adversely affect visitor numbers? Are
variations in the European Red Squirrel population
likely to increase the significance of the Brownsea
population?
-
Statutory Nature Conservation Agencies (SNCAs)
with an improved understanding of the issues
surrounding climate change may be able to produce
guidance to inform management decisions relating
to climate change
Recommendation: Liaise with SNCAs
to share information and best
practice
-
Ensure that the current infrastructure and
emergency plan is in place and adequate. A
disaster recovery plan (or evacuation plan) for the
whole island (including all partners) should be
formulated as the climate becomes increasingly
unpredictable. Work with emergency services to
ensure plans are effective
Recommendation: Evaluate the
current emergency plan, and develop
evacuation plan for the island in
collaboration with all partners on
the island, Dorset County Council
Emergency Planning team and the
boat companies
What are the main statutory
51
instruments and policy guidance
notes that relate to this scenario?
International
development of coastal areas under their jurisdiction)
• Ramsar Convention (International Wetland
Conference 1972)
Summit 1992)
Development 2002)
• EC Bathing Waters Directive (76/160/EEC)
(79/409/EEC)
• EC Water Framework Directive (2000/60/EC)
• Natura 2000
• Coast Protection Act 1949
• Countryside and Rights of Way Act 2000
• Environment Act 1995
• Housing Act 2004
• Marine Act (Forthcoming)
• National Parks and Access to the Countryside Act 1949
• Natural Environment and Rural Communities Act 2006
• Planning (Listed Buildings and Conservation Areas)
Act 1990
• Planning and Compulsory Purchase Act 2004
• Protection of Wrecks Act 1973
• Town and County Planning Act 1990
• Wildlife and Countryside Act 1981
National Policy
• PPS 1: Delivering Sustainable Development
• PPS 3: Housing
• PPS 7: Sustainable Development in Rural Areas
• PPS 9: Biodiversity and Geological Conservation
• PPS 10: Planning for Sustainable Waste
Management
• PPG 20: Coastal Development
• PPS 23: Planning and Pollution Control
• PPS 25: Development and Flood Risk
• UK Biodiversity Action Plan (1994)
• Area of Outstanding Natural Beauty Management Plan
• Interim Planning Framework for Dorset Heathland
• Poole and Christchurch Bay SMP1 and forthcoming
SMP2
• Purbeck District Local Development Framework
• Poole Local Development Framework
• Purbeck Local Biodiversity Action Plan
• Southwest Regional Spatial Strategy
• Poole Harbour Aquatic Management Plan
EC Birds Directive
Council Directive 79/409/EEC on the Conservation of
Wild Birds was adopted by the European Community in
1979. The Directive provides a framework for the
conservation and management of, and human
interactions with, wild birds in Europe. The main
provisions of the Directive include the maintenance of
the favourable conservation status of all wild birds
species across their distributional range, and the
identification and classification of Special Protection
Areas for rare or vulnerable species listed in Annex I of
the Directive.
Bern Convention
The Convention on the Conservation of European
Wildlife and Natural Habitats (Bern Convention) came
into force in 1982. The Convention seeks to conserve
wild flora and fauna and their natural habitats and
monitor and control endangered and vulnerable
species.
Useful websites
http://www.bournemouthsurfreef.co.uk/ - Bournemouth
surf reef at Boscombe
http://www.bto.org/webs/about/index.htm - British
Trust for Ornithology Wetland Bird Survey
http://www.defra.gov.uk/farm/environment/water/
index.htm#3 - Defra Catchment Sensitive Farming
programme
http://www.dorsetwildlife.co.uk/brownsea_island_
reserve - Dorset Wildlife Trust
http://www.moors-valley.co.uk/sr/ - Moors Valley
Country Park (Steam Railway)
http://www.nationaltrust.org.uk/main/cymraeg/lo/wglobal/w-localtoyou/w-devoncornwall/wdevoncornwall-countryside_environment/w-devon_
cornwall-news-story5.htm#mullion_harbour - National
Trust policy for Mullion Harbour
http://www.twobays.net/index.htm - Poole and
Christchurch Bays Shoreline Management Plan Review
52
http://www.jncc.gov.uk/default.aspx?page=2031 Poole Harbour SPA description
http://www.phc.co.uk/index.htm - Poole Harbour
Commissioners
http://www.pooletourism.com/ - Poole Tourism
http://www.purbeck.gov.uk/default.aspx?page=6991 Purbeck Keystone Project
http://www.grampiansquirrelgroup.co.uk/red_squirrels_
about_us.htm - Grampian Squirrel Group
53
Executive summary – Black Ven scenario
To identify and examine the different issues arising from the proposed Phase 4 coastal defence scheme at
Lyme Bay and the potential effects on Black Ven and the Spittles, and to explore the consequences of the
scheme not being incorporated.
further developed in collaboration with the National Trust Property Manager for the site. A workshop
and subsequent individual interviews allowed for effective engagement with stakeholders and interested
parties. A structured questionnaire allowed for the gathering of public opinion.
What were the main observations made?
•
With the prospect of warmer, drier summers, and increased air travel costs the South Coast and
West Country tourist industries are predicted to expand. Managing this increase in numbers,
especially in small coastal towns such as Lyme Regis and Charmouth, will require careful planning
and integrated management strategies
•
Safe access to the Black Ven site is likely to become increasingly more problematic. The Trust needs
to explore more imaginative and educational ways of facilitating intellectual access
•
There will be an accelerated frequency of mudslides and slips as sea levels and storminess increase,
therefore the beach will be subject to more frequent closures. Remote access using webcams and
downloadable interpretation should be explored to allow virtual access to the site
•
It may be necessary to relocate infrastructure considered of high importance some distance inland.
Some translocation of coastal towns, such as Lyme Regis and Charmouth, may be necessary.
Funding for coastal defence works will always be limited. It is important to balance funding in
relation to infrastructure and its effects on communities, and to investigate how key towns and
smaller access towns should be prioritised
•
An integrated plan for transport in the area is needed, especially for visitors to the coast. There is a
need for cooperation with all those with an interest in the coast, as current provisions cannot sustain
the continual growth in visitors
What are the main knowledge gaps?
•
How will the Coastal Access provisions in the UK Marine Bill affect this section of the coast?
•
The last 1 in 200 year storm event took place in 1824 and destroyed the Cobb at Lyme Regis.
Could the next 1 in 200 year storm cause the same damage? Costs for a full repair will require
adequate funding these need to be explored or alternative approaches are needed
•
Would it be technically feasible or desirable to ‘hold the line’ at East Cliff/Church Cliff in 60 years
time? What is the likelihod of a catastrophic new landslide occurring by 2070 and what options
will be available then?
Black Ven Landslip, May 2008 (AJF)
54
Black Ven scenario
The Year is 2070…
The winter storms of the past 3 years
have been unprecedented in terms of
their ferocity and the damage they
have wreaked on exposed coastal
communities. Ringstead, West
Bexington and West Bay have suffered
the worst, with many properties
damaged beyond repair.
Due to continued thermal expansion of
the oceans and increasing melting of
ice sheets, the mean sea level on the
south coast of England is now 96cm
higher than 60 years ago.
The Scenario
Within the National Trust property at Black Ven, the
seacliff (that extends eastwards towards Charmouth)
is now receding at up to 4m per year. The Lyme Regis
sea wall (completed in 2016) is approaching the end of
its design life and has been regularly overtopped
during the severe Southerly gales that have become a
more frequent occurrence during the last 20 years. The
overtopping has meant that the muds of the lower
slopes are perpetually saturated and more likely to flow
than at any other period in the recent past.
The Spittles and Black Ven form part of the old
UNESCO Jurassic Coast World Heritage Site (renamed
Sites of Universal Importance, SUIs, in 2041). For
nearly 3 centuries, Geologists, Palaeontologists and
amateur fossil collectors have visited the area because
of its geological importance as the largest mudslide in
Europe. The installation of webcams in 2012 has
allowed the public to safely view the wildlife of the area
though, unfortunately, this has not discouraged some
people from exploring the site on foot. The location
has always been hazardous, but a number of recent
incidents have required complex rescue operations.
The ongoing National Trust policy is to work with
natural processes, unless there is an overriding social,
economic or environmental need to intervene. The
reactivation of the landslips at the Spittles and Black
Ven has accelerated and major slips are increasingly
common. Part of the old Charmouth Road car park
was destroyed in 2059 and, since so few people now
own private vehicles, it was considered uneconomical
to replace it. At the same time a number of houses
bordering the main road suffered heavy subsidence many of the insurance claims have still not been met 11
years later.
The South West Coast Path has been re-routed
numerous times in the past 60 years and currently
follows a route similar to that used in 2010, which runs
away from Black Ven to the north of Timber Hill. The
path still has to circumvent the Lyme Golf Course, and
many walkers would like to see the construction of a
path closer to the sea. However, the National Trust and
the Local Authority insist that it would be dangerous
and irresponsible to do this.
In all but exceptionally high value locations, the latest
European strategy is to translocate small, vulnerable
communities inland to safer ground, and European
funding is available to support this strategy.
Furthermore, it is becoming increasingly difficult to
obtain grants for unsustainable coast protection
schemes. The Cobb at Lyme Regis has suffered major
damage and the remedial works carried out to the
structure in 2040 are now in a severely distressed
condition. However, the total cost for a full repair is
unlikely to be granted from UK government sources.
The residents of both Lyme and Charmouth are calling
for new and substantial coast protection works to be
constructed along the 1800m of coast between the two
towns. The local community feels that not enough is
being done to protect them and that the importance of
the ecology and geology of Black Ven is taking
precedence over their own properties, personal safety
and livelihoods. The Lyme Regis golf club has
witnessed the loss of some 10% of their land over the
last 20 years and they too are demanding that the old
stabilisation works are renewed and upgraded.
The population of the two towns is relatively small
(approaching 11,000 at the 2061 census). However, as
around 30% of the properties are used as second
homes, and the area is extremely popular with summer
visitors, the Local Authority and service providers have
to provide resources and infrastructure capable of
supporting at least twice that number. The alternative
is to see the economy of the area deteriorate.
55
• With the prospect of warmer, drier summers
and increased air travel, the south coast and
west country tourist industries are likely to
expand. The two main options for
management include: a) build capacity to allow
more people, or b) promote ‘quality’ tourism
where there is an increased charge per visitor
• Lyme Regis, Black Ven and Charmouth are
famous for fossils, and this draws a large
number of visitors to the area. If coastal
protection is improved along this stretch of
coast, this is likely to reduce erosion of the
cliffs and exposure of fossils – and may deter a
number of potential visitors
• The consultees suggested that there is
insufficient safety monitoring across the Black
Ven landslip. In order to tell the story of Black
Ven safely, remote access using webcams and
downloadable interpretation should be
explored
• The South West Coast Path is an extremely
important tourist attraction. However,
planning for the path is not seen as a priority
at present until details of the Coastal Access
provisions under the UK Marine Bill are
unveiled. ‘Roll back’ of the coastal strip is
proposed and this will improve management
of the path on sections of coast susceptible
to erosion
Map 3.0 Location of Black Ven
Located at the most south western corner of Dorset,
on the coast between Charmouth and Lyme Regis,
Black Ven is a series of terraced cliffs and the site of
an active complex landslide.
The site is owned and managed by the National Trust
who recognise that attempting to halt the natural
processes which have formed Black Ven would be an
‘unrealistic undertaking’ (Southwest Shifting Shores,
National Trust 2008). At the time of writing the
National Trust and Halcrow Ltd are exploring how the
geomorphology of the area is likely to develop over
the next 100 years in order to inform future decisions
regarding the site.
• Translocation of small areas of coastal towns,
such as Lyme Regis and Charmouth, may be
necessary in the future. Socioeconomic,
engineering and environmental issues would
take many years to resolve
The key variables in this scenario are those which are,
or could potentially, affect or be affected by the natural
processes that occur at this site. Due to the proximity
of Charmouth to the east and Lyme Regis to the west
there is a need for an understanding of factors such as:
• Any form of coastal protection between Lyme
Regis and Charmouth must be carefully
considered. The SMP2 process is currently
addressing this issue
•
•
•
•
•
•
• It is likely that protection of the coastal towns
of Lyme Regis and Charmouth will become
increasingly important. However, the
environmental designations held by the site
mean that the cycle of landslips must be
allowed to continue. The resolution of these
problems will require working with all the
stakeholders to agree priorities
• No integrated transport plan is currently in
place for this area There is a need for
imaginative thinking involving all sectors,
including the coastal community
Past and present coastal defence schemes
Land planning
Existing environmental constraints
Visitor/tourist impact
Spreading room for growing populations
Access to both the site itself and wider access to
the surrounding area
This chapter will give a brief breakdown of current data
and information on the above variables with regard to
Lyme Regis and Charmouth.
56
Access to Lyme Regis and
Charmouth
Car
The A3052 runs from Exeter along the southwest coast
through Devon’s coastal town of Sidmouth before
crossing over into Dorset and passing through Lyme
Regis. It merges with the A35 at Charmouth which
continues east through Dorset linking Charmouth with
Dorchester and Poole before terminating in
Bournemouth.
Parking
There are a number of car parks in Lyme Regis and
Charmouth the majority are managed by West Dorset
District Council. The remainder are managed by Lyme
Regis Town Council or are privately owned. A leaflet
which includes a map of all car parks in Lyme Regis is
available at dorsetforyou.com
Rail
The nearest train station, at Axminster, lies 5 miles from
Charmouth and 6 miles from Lyme Regis. This line links
Exeter and Waterloo and trains run frequently. As this
line runs North Easterly from Axminster there are no
rail links from Lyme Regis or Charmouth directly to the
towns of Weymouth, Dorchester, Poole and
Bournemouth to the South East.
Bus
The X53 Jurassic Coast service runs daily between
Exeter and Poole, stopping at both Lyme Regis and
Charmouth from April to October and continues with a
reduced service throughout the winter.
The number 31 service runs between Axminster and
Weymouth from Monday to Saturday (except public
holidays) and links Lyme Regis and Charmouth to a
number of towns and villages including Bridport and
Dorchester.
Access to Black Ven
Access to Black Ven is limited as this is a site of active
mass movement with mudslides and quicksands
present. Charmouth beach is the most commonly used
access point although there are other trails which
require local knowledge. The Southwest Coastal path
runs over the top of Black Ven and the Spittles (a series
of ancient landslides beneath Timber Hill west of Black
Ven). At the time of writing part of this section of the
path is temporarily closed and diverted due to
movement of the landslip, the original route and the
diversion can be seen in map 3.1.
Map 3.1 A section of the Southwest Coastal Path to
the east of Charmouth.
Source: www.southwestcoastpath.com
Housing and Population
Map 3.2 The Civil Parishes of Lyme Regis and
Charmouth outlined in green
Source: Crown Copyright © Liscence no. LA100019790.
The majority of the following statistics used in relation
to population and housing are 2007 mid-year estimates
from the Office for National Statistics and Dorset
County Council and relate to the political boundaries
of the Civil Parish’s (Map 3.2) Any information which
was not available from this source was gained from the
2001 Census.
Mid-year population estimates in 2007 for Lyme Regis
and Charmouth Civil Parish Populations are 3636 and
1355 respectively with average household sizes of 2.04
and 2.12, slightly lower than the averages for the
District and the County (table 3.1).
57
Table 3.1 Average household size of Dorset County,
West Dorset District, Charmouth Civil Parish and Lyme
Regis Civil Parish
Area
Table 3.2 Age Structure of Charmouth Civil Parish ,
Lyme Regis Civil Parish, West Dorset District and Dorset
County Council
Average household size
Dorset
2.26
West Dorset
2.21
Charmouth
2.04
Lyme Regis
2.12
Source: 2001 Census
Population of Dorset County
(in 1000s)
Population projections for this region are only available
on a District and County level on a twenty year timescale: these projections are illustrated in figures 3.1
and 3.2.
Charmouth
CP
Lyme
Regis
CP
West
Dorset
DCC
0_4
3.1
3.3
4.4
4.6
5_10
7.2
5.1
6.2
6.2
11_18
8.0
8.6
11.2
10.5
19-24
2.5
3.6
4.0
5.1
25-39
8.2
11.2
13.0
14.0
40-49
10.8
11.8
13.9
14.0
50-64
22.1
24.1
22.3
21.6
65-74
19.6
14.6
12.0
11.6
75-84
13.7
11.4
9.1
8.8
85+
4.8
6.2
3.9
3.6
Source: Mid Year Estimates from the Office for National
Statistics and Dorset County Council
Population of West Dorset
District (in 1000s)
Figure 3.1 Current and projected populations of
Dorset County
Figure 3.3 Age Structure of Charmouth Civil Parish
Figure 3.2 Current and projected populations of West
Dorset District
The age structures of both towns are very similar (see
Figures 3.3 and 3.4) with Lyme Regis housing a
marginally higher percentage of 25-39, 40-49 and 5064 year olds and Charmouth a slightly higher
percentage of 65-74 and 75-84 year olds. The majority
of residents in both towns are between 50 and 64. This
is representative of both West Dorset District and
Dorset County (see Table 3.2).
Figure 3.4 Age Structure of Lyme Regis Civil Parish
Table 3.3 illustrates the number of dwelling
completions in 1994 and in 2001. These figures
demonstrate that more houses have been built in Lyme
Regis than to Charmouth but also that both figures
represent only a fraction of dwelling completions
throughout the whole of West Dorset.
58
Dwelling Completions
Boundary
1994
2001
West Dorset
7,024
3,541
Charmouth
147
29
Lyme Regis
294
172
Source: 2001 Census
% of holiday accommodation
A high percentage of accommodation in both Lyme
Regis and Charmouth are holiday homes, 16.8% and
14.9% respectively in comparison to the County’s
average of 2.8%.
Figure 3.5 Percentages of holiday accommodation
within Dorset County, West Dorset District, Charmouth
Civil Parish and Lyme Regis Civil Parish
Source: 2001 Census
Tourism and Visitor Pressure
The number of people who specifically travel to view
Black Ven is relatively small. Nevertheless, given the
pressure that the popularity of the surrounding resorts
introduces, the environs surrounding Black Ven must be
considered when analysing the management of the site.
Charmouth
Figures gathered by Charmouth Heritage Coast Centre
regarding visitor numbers indicate a sharp increase
since records began in 1999. The upward direction
indicated in the trend line in Figure 3.6 is not
necessarily indicative of future visitor numbers: in
1999 the centre closed during the winter months.
Only opening for visitors for eight months of the year,
in 2002 seasonal closure only occurred for two months
and in 2006 and 2007 the centre didn’t close at all over
the winter season. The marked dip in 2004 can be
explained by the closure of the centre for four months
for refurbishment.
Annual number of visitors to
Charmouth Heritage Coast Centre
Table 3.3 Dwelling Completions in West Dorset,
Charmouth and Lyme Regis 1994 and 2001
Figure 3.7 offers a more accurate picture with regards
to the estimation of future visitor numbers. This graph
uses only the months in which the centre has been
open for visitors consistently from 1999 to 2007.
Figure 3.6: Annual Visitor Numbers to Charmouth
Heritage Coast Centre from 1999 to 2007
Source: Charmouth Heritage Coast Centre 2008
Annual visitors numbers (using data
from May-Sep only) from 1999-2007
There is only one site in both towns which is considered
Greenfield, and this is land off Queens Walk, at Lyme
Regis. 26 dwellings were added to this site between
2004 and 2005.
Figure 3.7: Annual Visitor Numbers to Charmouth
Heritage Coast Centre (using data from May-September
only) from 1999 to 2007
A breakdown of the monthly visitor numbers recorded
by Charmouth Heritage Coast Centre (Figure 3.8)
illustrates that a predictably seasonal pattern remains
with the summer months (especially those outside of
school term time) supporting considerably higher
visitor numbers than the winter months.
Only a small fraction of the visitors recorded as visiting
Charmouth will visit Black Ven and so it is difficult to
gauge the immediate impact visitors may have with
regard to increased erosion and disturbance of this
site. However the growing popularity of the immediate
surrounding area does illustrates a need for forward
planning with regard to local infrastructure.
59
The project was designed to ‘ensure the continued
integrity and performance of the coastal defences in
the developed areas of Lyme Regis where property,
infrastructure and the public are at risk’ (West Dorset
District Council).
Figure 3.8: Monthly Visitor Numbers to Charmouth
from 2003 to 2007
Lyme Regis
Visitor numbers to Lyme Regis are not monitored by
the Town Council or the tourist information centre in
Lyme Regis.
A common method for gauging changes to visitor
numbers is to analyse parking data. This proved a difficult
task due to sporadic partial closures of some town centre
car parks and the temporary opening of ‘park and rides’
on both the Sidmouth and Charmouth sides of Lyme
Regis. These factors created too many variants to provide
enough consistent parking data to identify patterns which
could be attributed to visitor frequency. However, it is
safe to say that Lyme Regis is becoming an ever more
popular tourist destination with the number of holiday
homes above the national average.
The data gathered here with regard to population and
tourism suggests that both towns could be subject to
considerable further expansion.
Phases One and Two of the scheme (Map 3.3) were
completed in 2005 and 2007 respectively. The coast
protection and slope stabilisation proposed in phase
three were completed as part of phase two and the
remainder has been deferred. Funding is currently
being sought for phase four of this project, which
will provide coast protection and slope stabilisation
works to the east of Lyme Regis and for preliminary
investigation work on phase five (restoration and
strengthening of the Grade 1 listed Cobb harbour
structures).
Shoreline Management Plan (SMP)
The SMP which includes Lyme Regis and Charmouth
covers the coast from Durlston Head near Swanage in
Dorset to Rame Head in Devon; this area is covered by
The South Devon and Dorset Coastal Authorities Group
(SDADCAG) and this SMP is currently under review.
Planning considerations:
Environmental constraints
Due to Dorset’s renowned natural heritage there
are a number of designations and environmental
recognitions which must be considered with regards
to planning and management of this site.
Current Coastal Management
A number of these designations are outlined below.
A full list of relevant legislation and policy guidance
is listed later.
Coastal defence: Lyme Regis Environmental
Improvements
The coastal defence infrastructure in Lyme Regis has
undergone significant regeneration in the last decade.
Special Areas of Conservation (SACs)
Map 3.3: Boundaries of each phase of the Lyme Regis
Environmental Improvements
Source: West Dorset District Council, 2002
Map 3.4 Boundaries of Sidmouth to Westbay SAC.
60
The Annex I habitats which are the primary reason for
the designation of Sidmouth to Westby SAC
(UK0019864), the boundaries of which are outlined in
Map 3.4, are listed below.
• Vegetated sea cliffs of the Atlantic and Baltic coasts
• Tilio-Acerion forests of slopes, screes and ravines
Sights of Special Scientific Interests
(SSSIs)
Map 3.5: Unit 3 of the West Dorset SSSI, classed as
‘unfavourable’
Vertical Images by GetMapping Ltd and Natural
England 2008.
Map 3.4 Boundaries of West Dorset Coast SSSI
The West Dorset Coast SSSI is shown in Map 3.4 and
its condition is represented in graph 3.9.
Figure 3.9 Condition of the North Dorset Coast SSSI
Source: Natural England
There are only two unfavourable units within the
coastal area of this SSSI and only one is within the area
of this study. Situated just west of Black Ven, unit 3
(map 3.5) is described as unfavourable due to
‘landscape’ issues: specifically that an earth science
feature is obstructed. These issues will be addressed
by West Dorset District Council who have outlined
solutions in Phase 4 of the Lyme Regis Environmental
Improvements.
Consent must be sought through Natural England for
any ‘operations likely to damage the special interest’ of
the site. A list of such activities is available for each
individual site via Natural England’s website: www.
naturalengland.org. Some examples of operations
under restriction at the West Dorset Coast SSSI
include:
• Erection of sea defences or coast protection works,
including cliff or landslip drainage or stabilisation
measures
• Construction, removal or destruction of roads,
tracks, walls, fences, hardstands, banks, ditches
or other earthworks, or the laying, maintenance
or removal of pipelines and cables, above or
below ground
• Erection of permanent or temporary structures,
or the undertaking of engineering works, including
drilling
• Modification of natural or man-made features,
clearance of boulders, large stones, loose rock
or scree and battering, buttressing or grading
or seeding rock-faces, outcrops or cuttings
Natural England’s primary management principle with
active sites such as Black Ven is to avoid interfering
with ‘the natural processes and the features they
produce’, it is also recognised that ‘developments do
not necessarily have to take place within the boundary
of a site to cause damage’.
61
Area of Outstanding Natural Beauty
The consultation process involved a workshop at St.
Andrew’s Community Hall in Charmouth. Individual
interviews were also conducted to gather information
from professionals and interested parties. Members of
the general public were given the opportunity to
contribute via a structured questionnaire distributed at
the site. A summary of the principal views expressed is
given on the following pages.
Investigating the public perspective
Map 3.6: Boundaries the Dorset AONB
The Dorset AONB covers 40% of Dorset, Lyme Regis
and Charmouth are located in the southwest edge of
this area. Within the draft AONB Management Plan the
landslides associated with Black Ven are recognised as
part of Dorset’s internationally important geodiversity
which will be ‘valued and conserved, providing an
educational resource for lifelong learning and research’.
50 questionnaires were handed out around the seafront
at Charmouth. The results are discussed below.
• 66% of respondents were visitors to the area. And
out of the 50 the majority were over 60, though all
age classes were represented (see figure 3.10)
Importance (SNCI)
Figure 3.11 What attracted people to the site
Jurassic Coast
Visiting family/friends
Work/Research
Recreation/Walking
River Cottage
Fossils
Beauty/Landscape
Cretaceous Chert Beds, Upper Greensand and Gault
have slipped seaward over impermeable Lower lias
clays, on which the Gault lies unconformably. There is
a slight south-eastward dip, with a seaward
component. There is much local faulting and flexure,
and a partly eroded syncline within the cliff serves to
localise the discharge of ground water. The site is
important for its demonstration of movement and
flows of cohesionless material from the Upper strata.
The addition of more water supplies as flows
progress downslope ensures that they reach the
beach at the foot of the cliff. This deprives the upper
part of the cliff of its toe, creating conditions for
further failure.
• 46% of the respondents came to the area to look
for fossils. Other reasons for coming to the area
included: recreation/walking (17%) and work/
research (13%) (see figure 3.11)
Sea/Beach
Basic Geology and
Geomorphology of the Black
Ven complex
Figure 3.10 The age structure of the respondents
Number of respondents
The only SNCI within the immediate area of the Black
Ven is the Spittles Lane Meadow (the westward
expansion of the Spittles and Black Ven landslide
system). Here the SNCI is recognised for its species rich
neutral grassland. The loss of these meadows through
natural processes could mean that the SNCI
designation would be compromised.
62
• With regard to the media coverage on climate
change and sea level rise 44% felt their
understanding of the issues was ‘fair’ whilst 42%
felt they had a ‘good’ understanding of the
issues involved
Wildlife disturbance
Accommodation
Increased cost to visitor
Don’t know
Increased accidents/H&S
Pollution/litter
Noise
Erosion
Overcrowding
More visitors will
bring benefits
Traffic/Parking
Figure 3.13 Problems associated with an increase
in visitor numbers
• 72% of those questioned indicated that there
should be no attempt to stop or slow down the
landslip process. Only 22% felt that the process
should be slowed down or stopped by using
barriers. Also it was suggested by some members
of the public that building an artificial reef might be
a way to reduce erosion
Improved accommodation
Limit facilities/make access
difficult
Less advertising
More car parks
Improved footpaths
More organised facilities
Don’t know
Improved coast
rescue teams
It can’t!
Detailed transport plan
Reduce cars
Guided walks /Volunteer Limit
numbers
entering sites
Improved education
information
Improved public transport
• 66% of respondents felt that sea level rise would
affect. local habitats and species. Listed effects
included: loss of habitat due to increased mudslides;
changes in sea temperature; reduced food supply;
detrimental effects on seabirds; local habitats will
become wetter and saltier
Pricing/Tolls
Figure 3.12 showing suggestions on how safe access
to Black Ven could be best achieved
Number of
respondents
By boat
Quarry site from
landward side
Not possible as people always
Set paths
Limit access temporally
Signs/warning flags
Permits
Guided walks
Limit access spatially/fencing
• Suggestions on how to reduce visitor pressure
included: improved education and information;
pricing/tolls, guided walks/volunteer wardens,
having a detailed transport plan to include
reduction of cars and conversely, more car parks.
The suggestions are shown in Figure 3.14
Don’t know
• On asking how safe access to the site could be
best achieved answers are shown in Figure 3.12
the main ones being: the use of signs/warning
flags; limit access using fencing; provision of guided
walks and establishing set paths Only 12% of those
questioned felt it was impossible to achieve safe
access as some people will always be determined
to explore the site. A total exclusion policy was
considered difficult to implement and enforce
Damage to cliffs by
fossil hunters
• Only 30% of those questioned found predictions
on climate change and sea level rise confusing.
Suggestions to aid communicating any messages
included: reports should be from an independent
authority; communicate using public service
advertisements; more science/investigation
would be helpful
• Responses to the problems associated with an
increase in visitor numbers at the site included:
traffic/parking problems (25%); pollution/litter
(19%); erosion (13%) and damage to cliffs by fossil
hunters (12%). 4% felt that an increase in visitors
would bring economic benefits to the area
Figure 3.14 Suggestions on how visitor pressure could
be best managed
• On investigating the future of the Charmouth Road
car park, in Lyme Regis, regarding slippage and loss
12% felt it should be protected and repaired, 14%
felt an alternative ‘park and ride’ car park some
distance from town would surfice and 4% thought
nothing should be done as the loss of this car park
may go some way to reducing visitor numbers
63
Improved rail links
Improved cycling routes and
cycle lock ups
Indoor facilities
Improved access from sea
New car parks
Tram
Approved local transport plan
Park and ride
Improved bus service/bus
shelters
Shuttles/Land train
Improved footpaths/
encourage visitors to walk
Limit numbers to site
Improved public transport
Don’t know
Number of
respondents
• Figure 3.15 indicates the different options that
could be available to help with access to the area.
The results showed 21% were unable to offer any
suggestions; 23% suggested a ‘park and ride’
scheme and 13% suggested improved public
transport. With regard to more specific suggestions
on improved public transport ideas included:
improved bus service and bus shelters, shuttle/land
train services, improved rail links, increased cycling
routes and cycle lock ups and access from the sea.
6% felt more car parks would be helpful
Figure 3.15. What other options are available to help
with access to the area?
Dorset Wildlife Trust
Environment Agency
National Trust
Everyone
Various agencies
Charmouth Parish Council
General public
Coastguard
Dorset Coast Forum
National Government/
Government dept.
Local/District Councils
Don’t know
Number of
respondents
• There was some confusion over who was
responsible for coastal protection in the area.
The responses are shown in Figure 3.16. 14%
did not know; 27% listed local or District Councils;
20% listed national Government or a Government
department; and 15% listed ‘everyone’ and 8%
listed the National Trust or the landowner.
Figure 3.16 Perceived responsibility for coastal
protection in this area
1 SWT Economic Report – Dorset 2005, 67p. From The Market
Research Group, Bournemouth University.
2 West Dorset Visitor Survey 2007, 35p. From The Market Research
Group, Bournemouth University.
• 76% of respondents felt it was either ‘very
important’ or ‘important’ that the stretch of the
South West Coast Path between Lyme Regis and
Charmouth was directly on the edge of the coast
• When asked how important Black Ven is to the local
economy, the majority (66%) felt it was either ‘very
important’ or ‘important’
• With the prospect of warmer, drier summers and
the environmental impacts of global air travel, 76%
of those questioned would be more inclined to take
more holidays in the UK in future and to revisit
towns like Charnmouth and Lyme Regis
stakeholders during the workshop
- How can any predicted increase
in visitors be best managed?
With the prospect of warmer, drier summers, the
south coast and west country tourist industries are
predicted to expand. The increasing cost of air travel
is likely to further increase the numbers of people
staying in the UK for holidays. On assessing how these
tourists may best be accommodated, two options were
discussed: firstly to build capacity to accept more
people and secondly to promote ‘quality’ tourism
where an increase in demand would allow for an
increased ‘spend’ per visitor. The second option would
mean that numbers could be sustained at current
levels, but with an increased total income.
In 2005, there were 712,200 trips by staying visitors to
west Dorset. In contrast, the area attracted 2,649,000
day visits1. However, 78% of respondents to a 2007
visitor survey2 indicated they were visiting the area
as part of a staying visit, with 18% of these staying in
Lyme Regis. This may indicate that a shift to staying
visitors is already underway.
Any predicted increase in visitors could be managed
by promoting extended stays and visits out of season.
This reduction in day visitors is likely to reduce traffic
problems. The potential loss (due to increased erosion)
of the Charmouth Road car park in Lyme Regis and
the Seatown car park should also serve to reduce
the numbers of day trippers the area is able to
accommodate – this, in turn, is likely to lead to a
reduction in traffic congestion.
Effective public transport is necessary to enable better
access to this area should car parking be lost.
64
The Jurassic Coast brand is growing and being
promoted at every opportunity.
Planning authorities need to be constantly aware of the
increasing numbers of environmental and economic
management plans that now exist. Furthermore
climate change impact assessments are likely to have
an increasing relevance in Local Development Plans
- Will the area continue to be popular
with visitors?
Lyme Regis, Black Ven and Charmouth are famous for
fossils, and this draws a large number of visitors to the
area (see Figure 3.11). If coast protection is improved
along this stretch of coast, this is likely to reduce
erosion of the cliffs and therefore exposure of fossils –
and in turn may deter a number of potential visitors.
As sea levels rise, the low tide mark will also rise,
meaning that beaches will need to be given room to
migrate inshore. On sections of undefended soft coast
it is possible however, in areas of ‘hard’ coast or
locations with fixed sea defences the beach will be
unable to migrate inland, and therefore beaches could
to be denuded. The loss of these sandy beaches may
have an impact on visitors numbers.
- How can the story of Black Ven be
told without the requirement of
physical access?
The consultees emphasised that physical access to
the Black Ven complex will always be dangerous.
Therefore intellectual access becomes a far greater
priority. The problem will become more apparent as
sea levels rise and with increased storminess because
there is likely to be an increase in the frequency of
landslips. Furthermore there are already cases where
visitors have been stranded on the beach each year
and this could become a more frequent occurrence in
2070. A view expressed by one consultee was that we
should help the general public “to experience the
landslips – but not on them”.
Consultees had concerns associated with an increasingly
elderly population. The suggestion was made that
guided walks could be a feature in the future. There
would be real concerns regarding Health and Safety
issues if such a plan were implemented. For this reason
it was generally felt that access to the site should be
discouraged. Consequently it was felt even more
important to develop excellent interpretation facilities
to allow visitors to remotely experience Black Ven.
Visitors come to the site to experience geological
processes – virtual access (such as webcams) could
help improve this. Websites can showcase inaccessible
locations to a wide audience in perfect safety and
deliver all the appropriate, desirable messages to
all age groups.
Virtual Access
A project to help schoolchildren and those with
disabilities to access the wildlife on Skomer
Island now enables anyone with access to a
computer to view island wildlife. The project
was trialled in 2007 and over 1,200 people have
viewed footage from real-time webcam feeds
via YouTube.
The picnic area below the Charmouth Road car park
is a potential location for interpretation facilities as this
area looks over the site. Advances in technology mean
that interpretation could be downloaded to mobile
phones and other hand held devices view the.
Electronic interpretation should explain why the area
is so spectacular but also the history, geography and
geology of Black Ven. The management and safety
aspects (including access) should also be emphasised.
- Is it feasible to re-route the South West
Coast Path (SWCP) closer to the sea?
The SWCP is one of the main ways of accessing the
Jurassic Coast World Heritage Site (JCWHS) and
consequently attains a higher level of importance. The
SWCP brings £300 million annually into the South West
regional economy which equates to approximately
£500,000 per mile of path. The annual value of tourism
in the region is over £8 billion, and the SWCP is
recognised as one of the principal economic assets and
recreational opportunities for the people of the South
West. Re-instating the SWCP on to a cliff-top route
between Charmouth and Lyme Regis is a high priority
for the future management of the path. Coast path
access to the north of Black Ven will inevitably involve
land belonging to Lyme Regis golf club. It is
understandable that public paths that cross golf
courses are likely to create conflict. Resolving such
conflicts will require delicate and imaginative solutions.
Recommendation: The findings
contained within the Halcrow (2007)
Black Ven report form the basis of an
opening dialogue with Lyme Regis
golf club
Planning for the SWCP is currently perceived as a low
priority. Details of the Coastal Access provisions under
the forthcoming UK Marine Act have yet to be unveiled
and may therefore indicate a higher priority in the future.
As coastal land is lost, the public right of way is also lost
and steps must be taken to establish a new right of way
(a process undertaken by the Dorset County Council)
which in some cases can take several years. It would be
advantageous if provisions in the new Act allow this
65
process to be significantly streamlined. Coastal Access
provisions as proposed under the UK Marine Bill will allow
for ‘roll back’ of the path as the coastline erodes. The
Act needs to provide more appropriate tools for dealing
with planning and implementation issues. It will be
important for all landowners to liaise with the new Marine
Management Organisation, Natural England and Local
Government Authorities.
All landowners will need to be flexible in their
approach and in their forward thinking to allow for
effective roll-back of the coastal strip over time. The
‘Coastal Corridor’ is part of the Dorset AONB
Management Plan (currently in draft). This aims to
provide strategies for the roll-back of the coastal strip
and should take steps to provide an effective solution
prior to 2070. The Dorset AONB Management Plan
seeks to plan ahead for coastal change to ensure that
the SWCP is available as a continuous route.
The National Trust manages the SWCP on land that it
owns. 75% of the money required to keep the SWCP
in good condition is provided by Natural England, with
the remainder coming from the managing
organisations. At present the annual cost of this
maintenance work is approximately £560,000. Other
work such as developing a new section of path or reinstating the route following a cliff fall requires
additional money. Perhaps a solution would be to
provide seasonal footpaths. The recent 2007 Halcrow
report to the National Trust3 does not consider the
problem of coastal footpaths therefore this needs to be
a consideration in the future.
- Is translocation of coastal towns
possible? What should be protected
and how?
The National Trust, as responsible landowners
recognise that they have a duty of care to the residents
of Lyme Regis and Charmouth. The National Trust is
willing to disseminate any information regarding land
movement that research exposes. Consultees felt that
it is important to impart the message that that the
ecology, species composition, infrastructure and homes
cannot be protected in situ indefinitely and that it may
be necessary to relocate these if at all possible e.g.
relocate some homes some distance inland.
Consultees were aware that the National Trust are making
efforts to keep local residents (where applicable) informed
of recent geological research findings. They also noted
that those residents likely to be affected by land
movements in the future were already aware of the status
of their properties. Many had already obtained geological
surveys independently.
3 National Trust – Lyme Regis to Charmouth Undercliff: Historical
and Future Cliff Behaviour. Halcrow Group Ltd. November
2007, 81p.
Difficulties occur with coast defence funding streams
and these could potentially increase by 2070. Currently
the majority of funding is being fed into the gateway
town of Lyme Regis via the phase 1 to 4 coast defence
plans. Consultees felt it was important to balance
funding resources in relation to infrastructure
requirements and to investigate how key towns and
villages should be prioritised. Local people should be
part of the process in both prioritising the needs and
with funding bids.
It was felt essential to defend the main carrier roads
into both Charmouth and Lyme Regis. The sea
defences in Charmouth are limited to a very short
section of sea wall and a single groyne which enables
the building up a shingle bank. The view expressed by
consultees expressed that the Black Ven landslip may
feed the groyne and improve its operation, and
therefore may extend the life of Lower Sea Lane for a
small time. The coast west of Charmouth is unlikely to
be more heavily defended beyond this rock groyne due
to the restrictions imposed by the SAC designation. It
is therefore likely that some limited areas of Charmouth
may be lost in the distant future. There will be a need
to retreat some coastal populations inland, and this will
require Government funding.
Recommendation: From the
workshop it was suggested to initiate
a scenario discussion regarding the
coastal defencesat Charmouth
- What are the options for coastal
protection between Lyme Regis and
Charmouth?
Sections of coast will be subject to accelerated erosion
by 2070. Locations within the Black Ven complex could
recede by up to 240m over the next 50 years. Active
land movements will continue to replenish the beaches.
It is important for everyone to recognise that the
coastline is not disappearing but retreating.
Both the National Trust policy and SMP current policy
for Black Ven is ‘no active intervention’. The true value,
in environmental terms of Black Ven is the unique
geology. This geology is characterised land instability,
and this in turn is created by poor land drainage and
unstable rock strata. Consultees agreed that the main
concern for the properties at East Cliff was drainage,
rather than erosion. Government funding is currently
only available for coastal defence and not specifically
for drainage. It should be noted that any further
66
extension of the drainage system is unlikely to be cost
effective. There may however be local pressure from
residents and the golf club to substantiate this claim.
Recommendation: To calculate the
cost of drainage work needed to
stabilise the Black Ven complex
- Will any changes be required to the
local transport systems to adequately
allow for increased visitor numbers?
Consultees felt there is currently no integrated plan
for transport in the area especially when considering
access for visitors. If visitor pressure increases this
need will increase.
Recommendation: If required the
Dorset Coast Forum would be willing
to organise a seminar to bring
together all stakeholders from all
sectors and local people to discuss
this one issue in detail and provide
recommendations
Lyme Regis seawall looking eastwards to Black Ven
(WDDC)
The normal design life of sea defences is currently 50 – 70
years, and structures must be maintained and not allowed
to deteriorate during this time. The most recent sections
of Lyme Regis sea wall were constructed in 1996 and will
be maintained for approximately another 40 years. It is
unlikely that the sea wall at East Cliff will be overtopped,
but could be out flanked and cause accelerated loss to
the toe of the sea cliff.
The Cobb at Lyme Regis is a Grade I listed structure
and therefore under English Heritage instruction has to
be maintained as a high priority. English Heritage
operates a grants scheme which prioritises buildings at
risk and projects where there is a lack of alternative
sources of funding.
In effect, the Cobb acts as a single groyne and prevents
sediment material from moving eastwards. Without
the Cobb it is reasonable to suppose that material from
the cliffs and undercliff to the west of Lyme Regis
would have been deposited on the beach fronting
Black Ven. Because of the existence of the Cobb this
mechanism is completely blocked.
The Environment Agency is producing National Coastal
Erosion Risk Management maps (due for release late
2009). These will reveal what is likely to happen to
coastal land without any form of sea defence and will
prove useful with regard to the management of Black
Ven when released.
Road:
People currently access Lyme Regis by road (the main
route is the A35). Consultees suggested that over time
a reduction in car ownership was very unlikely
(therefore current problems with the transport system
are likely to deteriorate). This re-enforces the necessity
of an integrated transport plan.
Environmental designations are often perceived to be
barriers to new road and transport improvement
schemes. Statutory designations to help preserve
locally important species, habitats and landscapes are
also considered important but can provide obstacles to
suggested transport improvements.
Rail Services:
The duelling of the rail line between Salisbury and Exeter
has improved the rail service to the West country. The
development of a tourist railway from Maiden Newton to
the outskirts of Bridport was suggested as a tourism link to
the coast from the national rail network similar to the line
running from Norden to Swanage. A shuttle bus service
could also link Axminster railway station with Lyme Regis
or other coastal towns. Sustainability of these services is
needed if they are to be both considered and successful.
Bus services:
The free national bus pass for pensioners has increased
the use of local bus services (a large number of visitors
to local caravan parks have been recorded as enquiring
about bus timetables). This demand has resulted in an
increase in the frequency of services, though consultees
stressed that local people still find it difficult to find
space on these improved services. The use of such
concessionary passes leads to a reduction in income
for the local bus companies, as there is insufficient
recuperation of funds between the local authorities and
bus companies. This can also be seen to be detrimental
to local bus users who feel they are subsidising these
services for tourists and are unable to take advantage
of the services themselves.
67
Circular ‘paths’ could be developed and promoted
using public transport (though this will require
extension of the public transport system beyond the
X53 and 31 bus service). The current funding system
cannot support such ‘low value’ journeys – the way
public transport is subsidised will not allow for this.
Access from the sea:
The potential of access to the coast from the sea warrants
further investigation. Consultees felt that access by boat
to the Jurassic Coast World Heritage Site has not grown as
fast as was expected and there has been a reduction in
the use of boat transport, e.g. from Swanage. This may
be due to a number of factors, including: the introduction
of concessionary bus passes for pensioners, poor summer
weather and the current economic climate. It was felt that
an attractive option for tourists would be to walk a section
of the SWCP in one direction, and return by boat. Things
to consider if this is to be developed further would be:
• Sea conditions are likely to worsen as a result of climate
change and could impose further restrictions on access
to the coast from smaller boats
• Requirements for disabled access
• High embarkation points would be needed to
account for sea level rise
• The design of vessels required to navigate the sea
area along the JCWHS
• Good interpretation material needed to add value
to the trip
• Good access needed to the place of embarkation
It is necessary that effective transport policies allow
access for visitors arriving by private and charter boats
are developed in the near future. With the UK Marine
Bill and the new Marine Management Organisation it
will be necessary to seek clarity on this issue if it is
decided a priority in this area. The potential for
increased and improved boat transport in the area is
being considered by a sub-group of the Olympic
Transport Working Group.
Recommendation: To link in with
sub group of the Olympic Transport
Working Group to find out any
progress and possibly help with the
development of coastal access from
the sea. This would also link nicely
with Studland and Brownsea Island
- Could the loss of infrastructure ever
be considered to be of benefit?
The potential loss of property and the loss of a through
road through Lyme Regis are important issues.
However, would Lyme Regis benefit in the long-term
from the loss of a through road? One place where this
has occurred is in Clovelly, North Devon, where the
only vehicle access is for deliveries and disabled access.
Difficulties however may arise in finding an alternative
road route to the west due to steep inclines which may
make highway construction difficult. Dorset County
Council Transport Department did investigate this issue
in the recent past and determined that the next best
alternative route into Lyme Regis (from the east) would
involve a detour of some 6 -7 miles. Essentially, the
town would only be approached by the west.
- How will social attitudes have changed
by 2070?
Lifestyle balances may have altered by 2070 and
people may be travelling in a different way by this time
(due to increased costs, fuel shortages etc.). Balances
between ‘functional’ and ‘leisure’ time may shift. The
way we travel currently means the balance to leisure
time has increased but there is a possibility that the
situation may revert to a market town and hinterland
focus – where the radius of travel may be dictated by
how far we can walk or cycle. The SWCP may become
a functional route for moving between A and B rather
than just a leisure attraction close to the sea. This, has
a potential to increase overnight stays and may also
lead to an increase in trade for small hotels that service
key travel routes.
Recommendation: That the NT
explore opportunities to connect
with local tourism groups and trade
associations
- What are the likely effects of an
increase in visitor numbers to the
ecology of Black Ven?
Basically none. This is because the NT are very unlikely
to ever encourage visitors to traverse Black Ven.
However, there are other considerations to be made
such as the European designations held by Black Ven.
These need to be constantly reviewed. The area is
also designated as a Special Area of Conservation
(SAC) for Atlantic Soft Cliff – this is a habitat which
supports a number of rare invertebrates which are
colonisers of newly exposed land. The SAC
designation requires that the site be maintained at
‘Favourable Conservation Status’ and this will require
the cycle of landslips and subsequent colonisation to
be maintained. This means that any proposals for
improved sea defences at Lyme Regis or Charmouth
should not interrupt this cycle and equally the policy of
not encouraging people to walk across Black Ven holds
true for both considerations of public safety as well as
ecological integrity.
The proposed Phase IV coast protection works at
Church Cliff and East Cliff propose ‘holding the line’ in
68
this area with an improved sea wall and rock apron.
However, this option is likely to have adverse impacts
on the SAC, SSSI, JCWHS and the Dorset AONB.
Under the Habitats Directive, any proposal which is
likely to have significant effects (in terms of the SAC)
must be subject to Appropriate Assessment. Modified
proposals are currently being considered.
Main statutory and non-statutory
instruments applicable to this
scenario
The South West Coast Path directs visitors around the
north perimeter of the site, whilst access along the
beach carries visitors along the south. Due to landslips
at and to the east of Timber Hill, and above Raffey’s
Ledge to the west of Charmouth in May 2008, this
section of the South West Coast Path has been closed
and re-routed to the north of Timber Hill and across the
Lyme Regis Golf Course. The Path skirts the A35, then
runs along Axminster Road and then heads southwards
to the sea along Higher Sea Lane. This temporary
closure is still in place (December 2008), and movement
of the coastal landslip to the east of Charmouth has
made it necessary to close a short section of the path
and construct a 1.5mile diversion further inland. Such
route closures will reduce visitor impacts on the fragile
ecology of the upper slopes of the Spittles/Black Ven
complex. Although these inland diversions of the
coastal path may be less appealing to visitors who
may chose to walk along the beach instead.
development of coastal areas under their
jurisdiction)
Summit 1992)
Development 2002)
Gaps and uncertainties in
knowledge revealed during
the consultation process
A number of other points were raised by individuals
during the consultation process which are perhaps
more difficult to address. However, the following
require consideration when formulating new policies
and directives.
• Will it still be technically feasible to ‘hold the line’
at East Cliff and Church Cliff in 60 years time?
• The last 1 in 200 year storm event took place in 1824
and destroyed the Cobb at Lyme Regis. Will the next
1 in 200 year storm cause the same damage?
• If the total cost for a full repair of the Cobb is
unlikely to be granted from normal Government
sources, what funding or construction alternatives
are there?
• Is it likely that personal, private transport using
a sustainable source of energy will develop?
• How are nature conservation designations likely
to change with climate change? What statutory
requirements should we consider to keep
designated habitats in favourable condition?
International
(79/409/EEC)
• Natura 2000
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Coast Protection Act 1949
Countryside and Rights of Way Act 2000
Environment Act 1995
Environmental Protection Act 1990
Housing Act 2004
Marine Act (Forthcoming)
National Parks and Access to the Countryside
Act 1949
Natural Environment and Rural Communities
Act 2006
Planning (Listed Buildings and Conservation Areas)
Act 1990
Planning and Compulsory Purchase Act 2004
Protection of Wrecks Act 1973
The Planning and Compensation Act, 2004
Town and County Planning Act 1990
Wildlife and Countryside Act 1981
National Policy
•
•
•
•
•
PPS 1: Delivering Sustainable Development
PPS 3: Housing
PPS 7: Sustainable Development in Rural Areas
PPS 9: Biodiversity and Geological Conservation
PPS 10: Planning for Sustainable Waste
Management
• PPG 14: Development on Unstable Land (esp.
69
•
•
•
•
Annex 1: Landslides and Planning)
PPG 20: Coastal Development
PPS 25: Development and Flood Risk?
UK Biodiversity Action Plan (1994)
The Local Development Framework
• Area of Outstanding Natural Beauty Management
Plan
• Dorset Biodiversity Strategy
• South Devon and Dorset Coastal Advisory Group’s
Shore Line Management Plan (and forthcoming
SMP2)
• Southwest England Regional Spatial Strategy
• Dorset Coast Strategy (1999)
• World heritage Site Management Plan
Useful websites
http://www.dorsetaonb.org.uk/ - Dorset Area of
Outstanding Natural Beauty
http://www.english-heritage.org.uk/server/show/
nav.1118 - English Heritage Grants Scheme
http://www.southwestcoastpath.com/index.cfm - South
West Coast Path National Trail
http://www.southwestcoastpath.com/main/useful_info/
news.cfm#temp - South West Coast Path – trail
closures news
http://www2.clovelly.co.uk/ - Clovelly, North Devon
http://www.24hourmuseum.org.uk/bristol/news/
ART59902.html - Skomer Island webcam information
http://www.norfolkcoastaonb.org.uk/content/maps/
mapvms.html - Visitor management zoning on the
Norfolk coast
http://www.sdadcag.org/SMP.html - South Devon and
Dorset Coastal Advisory Group SMP
http://www.jurassiccoast.com/ - Jurassic Coast World
Heritage Site
http://www.naturalengland.org.uk/leisure/access/
coastal/ - Natural England Coastal Access information
70
71
Appendix 1 - Public Questionnaires
The Dorset Coast Forum is undertaking work to assess the long-term potential
effects of climate change and sea level rise on the Black Ven and The Spittles
National Trust site. In 60 years time it is likely that Black Ven will have changed
dramatically and we would very much like to know your thoughts on this.
1. Are you local or a visitor to the area?
2. Please indicate your age in the boxes below
Under 18
£
19 – 29
£
30 – 39
£
40 – 49
£
50 – 59
£
Over 60
£
3. What attracted you to the area today?
4. With regard to the media coverage on climate change and sea level rise, do you feel your understanding
of the issues is
Very good
£
Good
£
Fair
£
Not good
£
Poor
£
5. Do you find predictions on climate change and sea level rise confusing? If so, how do you think they can be
better communicated?
6. Black Ven will continue to attract geologists and amateur fossil hunters but access to this area may become
more difficult. How could safe access to the site be best achieved?
7. Do you think sea level rise at this site will have any effect on the local habitats and species? If so, what do you
think these effects might be?
8. Do you think we should attempt to stop (or slow down) the landslip process? If so, how might this be achieved?
72
9. With the prospect of warmer, drier summers, the South Coast and West Country tourist industries are predicted
to expand. What problems are likely to be associated with an increase in visitor numbers at this site?
10. How could this predicted increase in visitor numbers be best managed?
11. If the Charmouth Road becomes threatened by land slippage, what should be done? Are there other locations
for a major car park nearby?
12. What other options could be available to help with access to this area, e.g. public transport options or new
areas for car parks?
13. Who do you think is responsible for coastal protection in this area?
14. How important is it that the stretch of the South West Coast Path between Lyme Regis and Charmouth is
directly on the edge of the coast? Please underline.
Very important
Important
Neither important nor
unimportant
Unimportant
15. How important do you think Black Ven is to the local economy? Please underline.
Very important
Important
Neither important nor
unimportant
Unimportant
16. With the prospect of warmer, drier summers, and the environmental impacts of global air travel, would you be
more inclined to take more holidays in the UK in future? If not, please give reasons.
Thank you for your time.
73
The Dorset Coast Forum is undertaking work to assess the long-term potential effects
of climate change and sea level rise on the Brownsea Island National Trust site. In 50
years time it is likely that Brownsea Island will have changed dramatically.
Please spare a few moments to share your thoughts…
1. Do you find information in the media on predictions about climate change and sea level rise confusing?
2. Do you think this area is at risk from sea level rise over the next 50 years?
4. Are you aware that the northern part of the island is a Site of Special Scientific Interest (SSSI) and included in
the Poole Harbour Ramsar Site and Special Protection Area (SPA)?
5. How do you expect Brownsea Island to be protected against sea level rise and flooding over the next 50 years?
7. With the prospect of warmer, drier summers, the South Coast and West Country tourist industries are predicted
to expand. What problems are likely to be associated with an increase in visitor numbers at this site?
74
8. Do you think visitor numbers need to be regulated at this site? If so, how might this be achieved?
9. What attracted you to Brownsea Island?
10. Which part(s) of the island did you visit today?
11. What services do you consider important for an enjoyable visit to this site? e.g. toilets, café, gift shop, access
to beach etc.
12. What would put you off returning to this site in the future?
13. How important do you think Brownsea Island is to the local economy?
75
The Dorset Coast Forum is undertaking work to assess the long-term potential effects
of climate change and sea level rise on the Studland peninsula National Trust site. In 60
years time it is likely that Studland peninsula will have changed dramatically.
Please spare a few moments to share your thoughts…
1. Do you find information in the media on predictions about climate change and sea level rise confusing?
2. Do you think this area is at risk from sea level rise over the next 60 years?
4. How do you expect the Studland peninsula to be protected against sea level rise and flooding over the next
60 years?
6. With the prospect of warmer, drier summers, the South Coast and West Country tourist industries are predicted to
expand. What problems are likely to be associated with an increase in visitor numbers at this site?
7. What services do you consider important for an enjoyable visit to this site? e.g. toilets, car park, café, gift
shop, access to beach etc.
76
8. What would put you off returning to this site in the future?
9. Increased maintenance costs for the Bournemouth – Swanage ferry due to climate change and sea level rise
(such as realignment of the slipways and repairs to Ferry Road) in the future may mean the operation is no longer
commercially viable. If the ferry ceased to operate, how would this affect Studland and Purbeck as a whole?
10. How important do you think the Studland peninsula is to the economy of Purbeck?
11. How did you travel to the site today?
12. What alternative forms of transport would you be happy to use to reach this site? e.g. on foot, bicycle, bus,
boat etc.
13. A suggested remedy to solve transport problems envisaged for the future (e.g. if the ferry ceases to operate)
is a light railway running from Wareham via Corfe Castle to Studland. Do you think this is an achievable idea?
Are there any alternatives?

The Scenario - Dorset County Council

Transcription

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