ENVIRONMENTAL IMPACT STATEMENT – METRO NORTH BELINSTOWN TO ST. STEPHEN’S GREEN
VOLUME 1 – BOOK 1 OF 1
ENVIRONMENTAL IMPACT STATEMENT Volume 2 For ease of local identification this Environmental Environmental Impact – Area MN101 Impact Statement (EIS) has been divided into seven Environmental Impact – Area MN102 areas. These areas are numbered Area MN101 to Area MN107 inclusive going from Belinstown in Environmental Impact – Area MN103 north County Dublin to St. Stephen’s Green in the Environmental Impact – Area MN104 city centre. Environmental Impact – Area MN105 The environmental impact of the proposed scheme in each of these areas is set out in individual books Environmental Impact – Area MN106 numbered MN101 to MN107 and which collectively Environmental Impact – Area MN107 make up Volume 2 of this EIS. The Environmental Impact Statement (EIS) is being Volume 2 of the EIS published in three separate Volumes as follows: is set out in 18 Chapters as follows: Chapter 1 Introduction to Areas MN101 -107 Volume 1 Chapter 2 Human Beings: Landuse Introduction to the scheme and a description of the receiving environment Chapter 3 Human Beings: Socio-economics Chapter 4 Human Beings: Noise Volume 1 of the EIS Chapter 5 Human Beings: Vibration is set out in 25 Chapters as follows: Chapter 6 Human Beings: Chapter 1 Introduction Radiation and Stray Current Chapter 2 Need and Objectives Chapter 7 Human Beings: Traffic Chapter 3 Legislation Chapter 8 Flora and Fauna Chapter 4 Planning and Policy Context Chapter 9 Soil and Geology Chapter 5 Alternatives Chapter 10 Groundwater Chapter 6 Description of the Scheme Chapter 11 Surface Water Chapter 7 Consultation Chapter 12 Air and Climatic Factors Chapter 8 Human Health Chapter 13 Landscape and Visual Chapter 9 Difficulties Encountered Chapter 14 Material Assets: Agronomy Chapter 10 – 25 Chapter 15 Material Assets: Archaeology, Description of the baseline environment Architectural Heritage and Cultural Heritage Chapter 16 Material Assets: Non Agricultural Property Chapter 17 Material Assets: Utilities Chapter 18 Interrelationships, Interactions and Cumulative Impacts
Volume 3 Book 1 of 2 Specialist maps – baseline and impact Book 2 of 2 Annexes to the EIS
Volume 3 of the EIS is set out in 2 books. Book 1 of 2 contains all baseline and impact assessment maps and Book 2 of 2 contains annexes to the EIS e.g. technical reports.
EIS Non-Technical Summary (NTS) EIS METHODOLOGY AVAILABILITY OF THE EIS The methodology used in this EIS generally involves This EIS is available to download for free through the following steps: the RPA website at www.dublinmetronorth.ie
- Definition of the study area; Copies of this EIS including the Non-Technical Summary may be purchased by any member - Data collection and description; of the public during normal office hours at the - Baseline description and evaluation; following location: - Identification of potential environmental Railway Procurement Agency (RPA) impacts and the potential areas to be affected; Parkgate Street Dublin 8 - Description and evaluation of the impacts; The EIS may be purchased as a complete document - Derivation of mitigation measures to minimise for a sum of €170.00 (Volumes 1, 2 & 3) the impact; The EIS can also be purchased as individual - Description of the residual impacts books e.g: of the scheme. - Copies of Volume 1 may be purchased Further detail in relation to the EIS methodology for €30.00 each; is provided in Volume 1 of the EIS. - Copies of Volume 2 (individual book e.g. MN101) may be purchased for €15.00 each; ENVIRONMENTAL IMPACT STATEMENT - Copies of Volume 3 (individual books e.g. STUDY TEAM Book 1 of 2) may be purchased for €15.00 each; The EIS was prepared on behalf of the Railway - Copies of the NTS of this EIS may be purchased Procurement Agency (RPA) by a study team led by for €5.00 each. Environmental Resources Management (Ireland) Ltd, who were responsible for the overall assessment A DVD version of the whole EIS may be purchased management and co-ordination as well as for the for €15.00 which includes Volume 1; Volume 2 production of the Landuse, Socio-economics, Noise, (Area MN101 – MN107); Volume 3 (Book 1 of 2 Vibration (part), Radiation and Stray current, Flora and Book 2 of 2) and the Non-Technical Summary. and Fauna, Soil and Geology (part), Air and Climatic factors, Non Agricultural Property and Utilities chapters of this EIS. The other members of the study team are outlined in the table below.
Input Contributor Human Health EHA Consulting Group Human Beings: Vibration Rupert Taylor F.I.O.A Human Beings: Traffic MVA Consulting Soil and Geology Jacobs Engineering Ireland Ltd. Groundwater AWN Consulting Surface Water AWN Consulting Landscape and Visual (photomontages) Digitech Material Assets: Agronomy Curtin Agricultural Consultants Material Assets: Archaeology, Architectural Heritage CRDS Ltd. and Cultural Heritage
Contents 01 Introduction 01 02 Need and Objectives 09 03 Legislation 13 04 Planning and Policy Context 17 05 Alternatives 39 06 Description of the Scheme 69 07 Consultation 97 08 Human Health 109 09 Difficulties Encountered 131 10 Human Beings: Landuse 135 11 Human Beings: Socio-economics 169 12 Human Beings: Noise 219 13 Human Beings: Vibration 229 14 Human Beings: Radiation and Stray Current 237 15 Human Beings: Traffic 247 16 Flora and Fauna 275 17 Soil and Geology 309 18 Groundwater 319 19 Surface Water 333 20 Air and Climatic Factors 347 21 Landscape and Visual 359 22 Material Assets: Agronomy 387 23 Material Assets: Archaeology, 397 Architectural Heritage and Cultural Heritage 24 Material Assets: Non Agricultural Property 453 25 Material Assets: Utilities 461 Glossary of Abbreviations and Terms 467
01 Introduction 1.1 Introduction 1.2 EIS study team 1.3 Methodology 1.3.1 Introduction 1.3.2 Definition of the study area 1.3.3 Data collection and description 1.3.4 Baseline description and categorisation 1.3.5 Impact identification 1.3.6 Impact categorisation 1.3.7 Do minimum scenario 1.3.8 Derivation of mitigation measures 1.3.9 Assessment of residual impacts 1.3.10 Interrelationships, interactions and cumulative impacts 1.4 Data limitations and difficulties encountered 1.5 Oral hearing 1.6 Availability of EIS
Introduction Page team y y tud 1.2 EIS S 1.2 (Ireland) Management Resources Environmental the Railway by commissioned (‘ERM’) was Ltd consultant as lead (‘RPA’) Agency Procurement for an EIA preparing for responsibility with overall scheme the proposed as to North (referred Metro contributed specialists A number of on). here from all A summary of the EIS. of the preparation to 1.1. Table in is provided contributors
To evaluate the magnitude and significance evaluate To To identify the likely significant environmental significant environmental identify the likely To the construction and operational phases and operational the construction the of the characteristics to regard having environment. local appropriate propose and to impacts likely of impacts. adverse potential mitigate to measures impacts of the proposed scheme during scheme the proposed of impacts - - This EIS presents the results of an Environmental an Environmental of the results This EIS presents the inform to Assessment (EIA) undertaken Impact the EIS of The objectives decision-making process. as follows: summarised are 1.1 Introduction 1.1 to St. Stephen’s Green). Green). Stephen’s St. to Order Application for Metro North (Belinstown (Belinstown North Metro for Application Order has been prepared to accompany the Railway Railway the accompany to prepared been has This Environmental Impact Statement (EIS) (EIS) Statement Impact Environmental This
. CRDS Ltd ERM and RPA ERM and RPA ERM Contributor RPA ERM and Group EHA Consulting ERM ERM ERM and ERM F.I.O.A Taylor Rupert ERM Consulting MVA ERM Ltd. Engineering Ireland Jacobs ERM and Consulting AWN Consulting AWN ERM ERM and Digitech Curtin Consultants Agricultural Description and evaluation of the impacts; the impacts; of and evaluation Description of the proposed scheme. scheme. the proposed of Derivation of mitigation measures to minimise to measures mitigation of Derivation impacts the residual of Description the impact;
1.3.2 Definition of the study area of the Definition 1.3.2 baseline for each has been defined area A study encompasses all areas area This study chapter. the upon by be impacted potentially may that occur during the may Impacts scheme. proposed phase (or phase or the operational construction They or permanent. be temporary and may both) impact types of All or negative. also be positive may study area. the when defining considered are scheme, as the proposed such linear schemes For encompasses an area typically area the study 100m between of and 500m the sides of both to on the Depending the alignment. line of central be increased these dimensions may situation local which as traffic, such impacts range long for (e.g. impacts network, a highway along spread may The corridors). or ecological on landscape views in the case (e.g. also be decreased dimensions may features, as archaeological such point features of in are if they be affected only will typically which the alignment). to proximity direct - - -
y Definition of the study area; of the Definition and description; collection Data and categorisation; Baseline description environmental of potential Identification impacts and the potential areas to be affected; to areas and the potential impacts
Material Assets: Non Agricultural Property Agricultural Non Assets: Material Utilities Assets: Material Impacts and Cumulative Interactions Interrelationships, Input EIS management and compilation EIS management Human Health Landuse Human Beings: Socio-economics Human Beings: Noise Human Beings: Vibration Human Beings: Current and Stray Radiation Human Beings: Traffic Human Beings: Fauna and Flora Soil and Geology Groundwater water Surface Factors Air and Climatic Visual Landscape and Agronomy Assets: Material Architectural Archaeology, Assets: Material Heritage and Cultural Heritage - - - - 1.3.1 Introduction 1.3.1 of principles out the framework sets This chapter during been applied the methodology have that methodology that The framework the EIA process. and the baseline environment evaluate is used to across consistent is generally impacts evaluate has been adopted This approach all chapters. to in order as possible, as much to and adhered the methodology that is as transparent ensure communicated effectively and can be as possible including the all stakeholders by and understood public. general have out in this chapter set principles The general each by detail greater of a level to been developed this reason, For specialists. the environmental of are methodologies topic-specific detailed more in the EIS. topic environmental each outlined for involves The methodology used in this EIS generally steps: the following 1.3 Methodolog 1.3 Table 1.1 Environmental topics and contributors and topics Environmental 1.1 Table
Chapter 1 Page Introduction Page Typical Light Metro Metro Light Typical (LMV) Vehicle ���������������� The quantitative The quantitative and existing adverse effects. effects. adverse and existing scale used in this EIS to describe functional value functional describe used in this EIS to scale (V) with (I) to from and ranges scale is an ordinal value and (V) functional low Very a (I) indicating value. high functional Very a indicating A feature of the environment is deemed to be be to deemed is the environment of A feature a particular of change accept if it cannot sensitive adverse unacceptable without and scale type of features Sensitive on its function. effects and more rare quite often are the environment These often needed. is often protection stringent example, For important an function. also perform resources ecological sensitive of the protection is maintained. biodiversity that helps ensure an important of the quality and/or In some cases, be diminished may feature environmental sensitive one example, For effects. adverse existing by is that area a residential of important function sleep. to human beings a place for it provides this performs the area which to the extent However, existing are be diminished if there may function noise. of high levels very environmental by each been defined have Criteria the importance and evaluate to specialist effects adverse existing sensitivity and any These topic. specific environmental each affecting the of features categorise used to are criteria value’. ‘functional their of in terms environment the express value is used to functional The term sensitivity importance, of combined consideration
1.3.4 Baseline description and categorisation Baseline description 1.3.4 qualitative of means by The baseline is evaluated the to relating criteria quantitative and/or importance the environment and sensitivity of may that effects adverse existing as any as well the baseline environment. impact be is deemed to the environment of A feature supports that important a function if it performs for the area. objective a specific environmental defined are objectives Specific environmental be may and these objectives chapter each for in documents or, policy legislation, from derived insufficient, are and policy legislation cases where judgements. or professional guidelines 1.3.3 Data collection and description collection Data 1.3.3 part as the EIA is of collected the data of All in each defined study area the specific to relevant individual each of requirements The data chapter. the specialists by determined been have chapter and chapter each of in the compilation involved and guidelines legislation, relevant by driven are requirements. policy been have information existing of reviews Desktop These topics. all environmental out for carried by been supplemented have reviews desktop with and consultation studies specialised field bodies and local statutory parties, interested are all information for sources The data authorities. chapter. individual out in each set clearly The dimensions of the study area are clearly clearly are area the study of The dimensions the And chapter. individual in each described also are dimensions of choice the behind reasons case. in each explained
These criteria take into account into take These criteria �������������������������������� High (IV); High (IV); high (V). Very Magnitude; Magnitude; Significance. (I); low Very (II); Low Medium (III); Irish legislation, international standards, accepted accepted standards, international Irish legislation, and the guidelines practice and good technical Quantitative the scoping process. of results this is possible. used in cases where are criteria as such impacts non-quantifiable In the case of defined are that the criteria landscape impacts, described qualitatively. are Significance by is defined impact of the The significance to relative the impact the magnitude of evaluating the baseline environment. value of the functional is ultimately significance The assessment of by out and is carried be topic-specific to considered experience of in light specialist the environmental and expertise. - - in each defined are criteria Topic-specific the evaluate to in order topic environmental that categories the five into impacts magnitude of above. shown are - - Magnitude account into takes the impact The magnitude of will occur that impact of type and range the quality, will the impact which over as the duration as well express used to typically are categories Five occur. the impact: the magnitude of - - - Construction impacts that will occur during the occur during will that impacts Construction assessed are (2011) construction of year horizon 2011. for scenario minimum’ ‘do the against the will occur during that impacts Operation assessed (2029) are operation of year horizon The 2029. scenario for minimum’ ‘do the against of year as the horizon chosen 2029 has been year reflects horizon year a fifteen because operation modelling. forecast traffic for practice best categorisation Impact 1.3.6 the topic, individual environmental each For described identified are are that impacts relevant of: and assessed in terms in detail
The baseline that would would The baseline that ����������������������� The operational phase. The operational The construction phase; phase; The construction
exist in the future in the absence of the proposed the proposed in the absence of in the future exist baseline. minimum’ ‘do as the is known scheme minimum’ ‘do the to relate that The assumptions out in this EIS. set baseline are does not take place. place. take does not - the impacts the assessment of this reason, For into is differentiated scheme the proposed of impacts. and operational construction with respect baseline is described The current The topic. individual environmental each to scheme the proposed period for construction and testing (including enabling works, For 5 years. commissioning) will be approximately impacts construction the this EIS, the purpose of 2011 as it is anticipated to assessed relate are that their worst will be at impacts construction that as to referred 2011 is therefore during this period. construction’. of year ‘horizon the the existing that be recognised It must will as assessed in 2007/8, baseline, environmental scheme if the proposed even in the future change - 1.3.5 Impact identification Impact 1.3.5 impact of Sources the of features different the of A description the project in is provided scheme proposed of features different the all of Not description. the of all to relevant are scheme the proposed platform example, For topics. environmental is scheme proposed is used on the that lighting soil. for impact of a source not the methodology individual chapter In each the of features out the individual sets section the of each to relevant are that scheme proposed topics. environmental impact types of Potential been identified have impact types of Potential scoping procedures. effective and efficient through parties interested with stakeholders, Consultation out on an ongoing and the public has been carried out is carried the measures A summary of basis. 1, (Volume chapter in the Consultation provided has reviewed specialist individual Each 7). Chapter potential the engineering plans and identified the experience based on their technical impacts and expertise. is an iterative assessment process The impact project of all stages at occurs that process has scheme proposed The delivery. and development during: environment the on impact to potential the
Chapter 1 Page Introduction Page
Within the city centre there are two two are there Within the city centre The Santry Demesne Parkland, located located The Santry Demesne Parkland, Council and Fingal County Pleanála An Bord planned are developments A number of Swords and Lissenhall are earmarked for for earmarked are and Lissenhall Swords Plan makes Area The Dublin Airport Local significant proposals the expansion of the expansion the significant proposals of and the redevelopment Arnotts stores site. the Carlton between the R108 and R132 and to the R108 and R132 and to between being the M50 is currently the south of use development; as a mixed developed build IKEA to permission to granted have the southwest to on 12.6 hectares an outlet Car interchange. the M50 Ballymun of as will a fully parking will be provided bus service between accessible wheelchair Town and Ballymun the development significant will undergo This area Centre. the coming years; over development area the Phibsboro/Drumcondra for site, Smurfit printwork including the former shopping and Phibsboro Park Dalymount and the Prison site the Mountjoy centre, Hospital. Mater the existing of extension include residential, These developments uses; social and hotel retail, commercial, general development, to provide for a much- for provide to development, general commercial retail, cultural, civic, expanded appropriate a level base at and employment major town; a vibrant for Terminal of the development for provision in the increase for cater To 2009. 2 by will be there airport, this at patronage improved car parking facilities, increased and enhanced facilities and cycle pedestrian bus services; Transport infrastructural schemes for for schemes infrastructural Transport been have which developments Other future Schemes that are being implemented to to being implemented are that Schemes Street, Strand at proposed The bus interchange - - - - adjacent to the Jervis Street Luas stop; Jervis Street the adjacent to been have funding lines of committed which authority local the relevant or which established a certain at will be completed has indicated provided are Further details point in the future. 15) Chapter 1, (Volume chapter Traffic in the this EIS; of in the planning permission or are granted strategic planning or comprise of stages early A plan. development the current of objectives significant planned developments summary of North the Metro account along into taken to): limited not include (but are Alignment - - enhance the Quality Bus Network; Bus the Quality enhance - - - -
2014 (forecast opening operation year); year); opening operation 2014 (forecast year). operation horizon 2029 (forecast 2011 (forecast construction year); construction 2011 (forecast Infrastructure developments included in developments Infrastructure Changes in do minimum landuse characteristics in do minimum landuse characteristics Changes Transport 21 such as: Luas extensions and Luas extensions as: 21 such Transport rail heavy to upgrades lines; Luas future including upgrading schemes services and road the M50; of and associated trip demand. This is estimated This is estimated trip demand. and associated forecasts employment and based on population Planning Guidelines in the Regional given forecasts; and employment population
- - - - the a summary of provides section The following account into been taken have that developments when modelling the do minimum scenarios: - if the proposed scheme was not implemented. implemented. not was scheme if the proposed such that in order prepared These scenarios are can be the baseline environment to changes out the impact account when carrying into taken been minimum scenarios have Do assessment. and further years future the following for developed this EIS of chapters in relevant provided are details appropriate): (where 1.3.7 Do minimum scenario scenario minimum Do 1.3.7 determine is to the EIA process of One element in the the environment to will happen what In the case scheme. proposed the absence of ’do this evaluating scheme, the proposed of how determining involves scenario’ minimum in the absence of develop would area the study are significant developments Many North. Metro Lissenhall between the areas planned for already are These developments Green. Stephen’s and St. Landuse chapter Beings: described in the Human objective A key this EIS. 10) of Chapter 1, (Volume Fingal County Council and Dublin City Council of public transport of is the improvement area this for those accessibility to and increased routes the proposed In the absence of developments. be public transport opportunities would scheme, on and the continued reliance restricted severely access the major transport to car-based private continue. would areas and residential commercial in bus be an increase potentially would There to serve attempt in an the alignment along traffic the in the absence of public transport requirements scheme. proposed been scenario models have minimum’ ’do Three scenarios These as part this EIA. of developed year future of based on calculations primarily are future in the exist would conditions which traffic
EIS Hearing and limitations ata y of y vailabilit
at the following location:- the following at (RPA) Agency Procurement Railway Business Centre Parkgate Street Parkgate Dublin 8 the above at the EIS can be purchased Copies of Summary is and the Non-Technical locations also available. available Summary are The EIS and Non-Technical www.rpa.ie. at free for download to Any data limitations or technical difficulties or technical limitations data Any specialist of completion with the associated this EIS are of and the compilation assessments and summarised chapters relevant within detailed of this EIS chapter Encountered in the Difficulties 10). Chapter 1, (Volume Oral 1.5 (Railway Transport the 42(1) of Under Section 2006 the 2001 (as amended by Act, Infrastructure) to Pleanála An Bord of the discretion it is at Act), Order the Railway hearing regarding an oral hold scheme. the proposed for Application A 1.6 and purchase inspection for This EIS is available 1.4 D 1.4 encountered difficulties
Reduction of impacts; impacts; of Reduction impacts. of Remedy Avoidance of impacts; of Avoidance
- - and reduction avoidance by mitigation Substantial of the consideration through has been achieved As part of during the design process. alternatives a local at considered were options this process, opportunities for provided this exercise and level the in was project the occur while to mitigation manner in which The and design stages. conceptual in the is described considered were alternatives 5). Chapter 1, (Volume EIS this of chapter Alternatives the proposed of impacts cases, In a number of by mitigated be completely cannot scheme the consideration through and reduction avoidance additional require These impacts alternatives. of mitigation of and the extent remedy by mitigation of the significance to linked is typically required Impacts occur. to is predicted that the impact of particular concern high significance are of The measures. the final mitigation when defining be put in place are to are that measures mitigation measures These mitigation chapter. out in each set and operational the construction both to relate and will be scheme the proposed phases of involved contractors all relevant by implemented scheme. in the proposed impacts residual Assessment of 1.3.9 that impacts residual any describes section This measures mitigation the when exist to continue are impacts residual These place. in put been have detail that chapter each within tables in summarised environment, receiving the of value functional the impact. the of significance and magnitude the interactions Interrelationships, 1.3.10 impacts and cumulative describe and assess identify, An EIA must on individual impacts and indirect direct potential as air or water. such topics environmental describe and identify, EIA must an Furthermore, one on any impacts for potential assess any on other an effect have to topic environmental between interaction due to topics environmental topics. the two describe and assess also identify, An EIA must a have to small impacts many for the potential create to i.e. on the environment impact cumulative These are significant impact. more one larger Interactions dealt with in the Interrelationships, this EIS of chapters Impacts and Cumulative 18). Chapter 2, (Volume 1.3.8 Derivation of mitigation measures mitigation of Derivation 1.3.8 three into can be classified measures Mitigation mitigation: types of -
Chapter 1 Page Need and 02 Objectives 2.1 Need 2.2 Objectives
Need and Objectives Page 11
The National Development Plan supports the Development The National as a means networks bus and rail of integration aim The overall underpinning economic growth. of strategy Office (DTO) Transportation the Dublin of an provide is to Change for out in A Platform set with sufficient transport network, integrated requirements the transportation meet capacity to The the strategy. of the 2016 horizon beyond well Dublin the Greater Planning Guidelines for Regional and service support the infrastructure (GDA) Area in A the DTO by proposed are that improvements Guidelines emphasise The Change. for Platform national the international, improve the need to and settlements the GDA of accessibility and local within this area. reserve significant will have scheme The proposed term long Dublin’s meet to grow capacity to proposed the When it opens, transport needs. per passengers 80,000 around will carry scheme over significantly grow to This is forecast day. an ultimate will have scheme The proposed time. per hour passengers 40,000 of capacity in excess the This is beyond direction). each in (20,000 but will easily system, rail an on-street capacity of can which on MetroNorth, be accommodated (LMVs) Vehicles Metro Light longer accommodate supports The DTO a higher frequency. at operating as it is anticipated system a metro for proposals will increase in the GDA travel the demand for that future. in the significantly
Metro North will connect the Fingal County town of of North the Fingal County town will connect Metro Dublin’s to Belinstown of and the townland Swords the proposed for route The selected City centre. destinations key a number of serves scheme universities hospitals, including Dublin Airport, 2.1 Need 2.1 and retail centres as well as high density residential residential density high as well as centres retail and economic, Transport, districts. and employment and urban planning protection environmental the the need for all justify considerations scheme. proposed of in the creation element North is a key Metro as public transport network integrated a fully with It will interchange 21. Transport in envisaged Stephen’s St. services at Line Luas Green existing It O’Connell Street. services at Line and Red Green Rapid (Dublin Area with DART will also interchange Stephen’s St. services at and suburban rail Transit) and interconnector) rail (via the proposed Green of the electrification following Drumcondra at & Ride spaces 2,600 Park line. the suburban rail the route along locations key at will be provided people will benefit scheme so the proposed area. catchment its immediate beyond far from excellent will also have scheme The proposed bus services, and regional with local interchange being provided facilities with bus interchange stops. most at out in relation to the proposed scheme. proposed the to relation in out the Railway Procurement Agency (RPA) has set set has (RPA) Agency Procurement Railway the Metro North and details the objectives that that objectives the details and North Metro This chapter provides evidence of the need for for need the of evidence provides chapter This
In a safe and operationally efficient manner; manner; efficient and operationally In a safe and minimising risk Efficiently Minimising environmental impacts including impacts Minimising environmental social and economic benefits; Generating quality transport integration. good Delivering with transport is compliant In a manner that costs; capital and operating optimising While congestion and associated pollution problems; and associated congestion and landuse strategy; during construction.
- - 2.2 Objectives in established was that agency is a state RPA (Railway Transport December 2001 under the the for is responsible RPA 2001. Act Infrastructure) North a and has devised Metro of implementation in scheme the proposed for objectives number of set objectives the Government’s of consideration out set objectives 21 and the DTO Transport out in include: They Change. for in A Platform - - - are above given are that The objectives be delivered: to - - The National Development Plan states that modal modal that Plan states Development The National is transport public to vehicles private from shift quality efficiency, promote to in order necessary and environmental competitiveness life, of Guidelines Planning The Regional sustainability. population increasing that also support the view put the have housing demand and significant levels the of and service infrastructure transport existing that recommend and pressure increased under GDA modes sustainable and other public transportation the requirements over precedence be given should and decision- policy car in all relevant the private of to is forecast scheme The proposed making. from kilometres 115 million vehicle over remove run, transport model (RPA year every roads Dublin’s will locations strategic at sites & Ride Park 2008). proposed the beyond from car drivers encourage North Metro to transfer to area catchment scheme the city. to onwards journey a fast for be used by only will not scheme The proposed but the alignment, along living and working people who towns outlying also those commuting from all from people It will be used by it. use of will make Airport, Dublin to the country travelling of regions with will be connected scheme since the proposed via the Luas stations railway main intercity the two and will Interconnector, and the proposed Line Red tourists. for Ireland to a gateway provide the Government of objective North is a key Metro 21. Transport transport strategy used as criteria to evaluate the various route options options route various the evaluate to criteria as used Alternatives the in detailed as North Metro for 5). Chapter 1, (Volume EIS this of chapter All of the objectives detailed above have been been have above detailed objectives the of All With its dedicated track, the proposed scheme scheme the proposed track, its dedicated With for service and reliable fast frequent, a will offer the to Swords from time journey The commuters. half than less be about 26 minutes, will city centre peak rush car at by same journey the the time of will not North passengers Metro As with Luas, hour. time services Peak about timetables. worry to have as frequently and more 4 minutes, every will run scheme The proposed grow. numbers passenger a some 35 million passengers carry to is expected it is operational. once year Airport. Dublin for is forecast growth Dramatic each 20 million passengers over carrying Currently 30 million by over to grow to this is expected year, Report in the Inspector’s 2015 - 2016 as detailed scheme The proposed 06F. PL Pleanála, An Bord 1, the to than 20 minutes less time of a journey offers transport the preferred and will become city centre Dublin and from to travelling people many mode for (2006) states The Dublin Airport Masterplan Airport. enhanced public transport provision ‘greatly that the success and sustainability to will be paramount The Dublin Airport (DAA) Authority Dublin Airport’. of means as a crucial scheme the proposed views for enhancing the public transport provisions of Dublin Airport. just than more represents scheme The proposed It can an airport public transport line. link or a new urban and suburban regeneration. for be a catalyst served the areas into will be attracted Investment and commercial and new scheme the proposed by The construction will be developed. service facilities the to can contribute scheme the proposed of integration careful through areas local of renewal with the infrastructure scheme the proposed of and high quality landscaping. environment local that Plan recognises Development The National North as Metro such public transport projects help Dublin enhance they because needed are its position as a and ensure its competitiveness According urban metropolis. international leading programmes transport infrastructure the Plan, to that The Plan states an economic priority. are public transport and investment of the provision as a means of viewed in public transport are development. supporting sustainable
Chapter 2 Page 12 Legislation
Introduction process application Order Railway the EIS of requirements Legislative egislation
3.2 3.3 L 3.1 03
Legislation Page 15 Process Order Application y a w 3.2 Rail out is set process application Order The Railway The applicant the 2001 Act. 47 of 37 to in Sections with consultation in pre-application engage must When this submitting an application. prior to ABP place the must the applicant is complete, process at documents on display application Order Railway six weeks. a period of for with ABP agreed locations written party lodge any may time, During that scheme the proposed to submissions with regards its consideration. for with ABP the of documents comprise a draft The application the proposed a plan of Order, Railway proposed commercial proposed any a plan of works, railway the proposed land adjacent to of development and an EIS. Reference a Book of works, railway period has expired, display When the six week ABP period within which week is an eighteen there grant to whether a decision as to reach to aspires its at may ABP During this time, Order. a Railway the hearing into an oral hold to choose discretion, Order. a Railway for application a grant to whether its decision as to In reaching among regard, have to is obliged ABP Order, Railway application Order the Railway to things, other any hearing held, oral any the report of documents, additional any it, made to submissions relevant planning and it and proper to furnished information the in which the area for development sustainable is proposed. project
is referred to within this EIS as ‘the 2001 Act’. ‘the 2001 Act’. within this EIS as to is referred A Railway Order is the legal authority required to to required authority is the legal Order A Railway or light and maintain a metro operate construct, (RPA) Agency Procurement The Railway railway. to in order Order a Railway for apply therefore must The application scheme. the proposed implement Pleanála An Bord to is made Order a Railway for must (ABP) and among the documents which is an Environmental the application accompany in accordance (EIS) drafted Statement Impact Transport the 39 of Section of with the provisions 2001. Act, Infrastructure) (Railway by amended significantly was The 2001 Act the Planning and Development 49 of Section The main body 2006. Act Infrastructure) (Strategic division in ABP up a new sets the legislation of for deal with planning applications to mandated 49 Section development. infrastructure strategic applications whereby then amended the process an of Instead processed. are Orders Railway for the Transport, for the Minister to application the same to ABP, made to is now application of developments other deals with division that importance. strategic 2001 Act, Infrastructure) (Railway Transport The the Planning and 49 of Section as amended by 2006 Act Infrastructure) (Strategic Development Introduction 3.1 application for the proposed scheme. scheme. proposed the for application legislation that is relevant to the Railway Order Order Railway the to relevant is that legislation This chapter presents a summary of the planning planning the of a summary presents chapter This
An environmental impact statement shall, shall, statement impact An environmental in addition to and by way of explanation or explanation of way and by to in addition information specified of the amplification contain further (1), subsection in to referred matters— following on the information and the landscape, a description of the likely significant effects effects significant the likely of a description works, railway the proposed of (i) the existence resources, natural (ii) the use of of the creation pollutants, (iii) the emission of difficulties any of an indication the of language a summary in non-technical (i) a description of the physical characteristics characteristics the physical of (i) a description the of type and quantity, by (ii) an estimate, the environment of the aspects of a description and flora, fauna (i) human beings, factors climatic air, water, (ii) soil, including the architectural assets, (iii) material the matters between (iv) the inter-relationship (including direct, indirect, secondary, secondary, indirect, (including direct, medium and long-term, short, cumulative, and positive permanent and temporary, on the works railway the proposed of negative) from— resulting environment waste, of nuisances and the elimination methods the forecasting of and a description on the environment; assess the effects used to such that the extent to information, above of stage a given to is relevant information the specific and to the consent procedure or type works the railway of characteristics the and of concerned, works railway of be affected, to likely features environmental be required reasonably may and the applicant inter regard, having information such compile to and methods knowledge current to alia, assessment.’ of of the whole proposed railway works and the and the works railway proposed the whole of during the construction landuse requirements phases, and operational and emissions (including residues expected vibration, noise, air and soil pollution, water, the from resulting and radiation) heat light, works; railway the proposed of operation proposed the by affected significantly be to likely particular— including in works, railway and the heritage, and archaeological heritage, cultural in this paragraph; to referred (technical deficiencies or lack of know-how) of know-how) or lack deficiencies (technical in compiling the applicant by encountered information; the required
(c) (d) (e) (a) (b) (2)
the EIS
EIA process EIA process of quirements ‘The EIA Directive’ (EU Directive (EU Directive ‘The EIA Directive’ y���������������������������������� a summary in non-technical language of the of language a summary in non-technical a description of the measures envisaged in envisaged the measures of a description the identify and assess to required the data by studied the main alternatives an outline of An environmental impact statement shall statement impact An environmental works railway the proposed of a description order to avoid, reduce and, if possible, remedy remedy if possible, and, reduce avoid, to order effects, significant adverse works railway the proposed which main effects on the environment, have to likely are the main of and an indication the applicant account the taking into its choice, for reasons and effects, environmental information. above contain the following specified information: contain the following design and the site, on comprising information works, railway the proposed of size 85/337/EEC as amended by Directive 97/11/EC) 97/11/EC) Directive by as amended 85/337/EEC Irish legislation into adopted has been which to relation and in the Planning Acts via principally via the 2001 Act. railways, the information specifies the 2001 Act 39 of Section accompanies in the EIS that be provided must that reflects This section application. Order a Railway and provides the EIA Directive of the provisions as follows: (e) (d) (b) (c) ‘(1) (a) Re egislative 3.3 L as part the Environmental of produced The EIS is The ����������� process. (‘EIA‘) Assessment Impact b is governed
Chapter 3 Page 16 Planning and Policy Context t x
y conte
Background to Metro North in Dublin Metro to Background and policy planning social and environmental General objectives National objectives Regional objectives Local specific policies Topic Socio-economics Noise fauna and Flora and groundwater water Surface Landscape and visual Agronomy factors Air and climatic Conclusion and lanning 4.2 4.2.1 4.2.2 4.2.3 4.3 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5 4.3.6 4.3.7 4.4 P polic 4.1 04
Planning and Policy Context Page 19
an extension of the on-street, light rail rail light the on-street, of an extension a higher capacity, of the development segregated, light rail network (Metro). network rail light segregated, network (Luas); (Luas); network
- - The strategy provides further detail on the Luas and further detail provides The strategy paragraph. in the above to referred networks Metro the strategy scheme, the proposed to In relation a spine from will have the system that states (north Dublin Airport) Shanganagh of to Swords This line will run Wicklow). in Co. (north Bray of city the Broadstone, Finglas, via Dublin Airport, North the Metro (this alignment is similar to centre during considered was that option route west and Sandyford Ranelagh, study), the feasibility from be formed An orbital line will Cherrywood. spine route the Swords-Shanganagh a spur off and Clondalkin Finglas via Blanchardstown at Tallaght. to Change’ for Platform ‘A from is an extract 4.1 Figure Network. Metro DTO’s and illustrates The strategy identifies a metro system as a key key as a system metro identifies a The strategy Among the the transport network. of element integrated the DTO’s principal components of public transport of is a series transport strategy scheme: the proposed to relate that objectives
Metro North to ackground Demand management: to reduce the growth the growth reduce to Demand management: Infrastructure and service improvements: to to and service improvements: Infrastructure in travel through the application of landuse of the application through in travel maintaining economic policies while and other trips, of a transfer encourage To progress. car the private from peak periods, at especially transport (such modes of sustainable more to and walking). cycling as public transport, increase the supply of transport including a of the supply increase the public transport of expansion substantial and construction road some strategic network, management; traffic
- - in Dublin Change’ for Platform –‘A Strategy DTO 4.1 B 4.1 In October 2000 the Dublin Transportation Office Transportation 2000 the Dublin In October - Outline of Change for Platform ‘A published (DTO) Greater the for strategy transportation integrated an out a set strategy The 2016’. - 2000 to Dublin Area multi-modal transportation an integrated vision of be to This vision was the Dublin area. for strategy the subsequent 15 years. over delivered transport and landuse advice to provides The DTO Dublin Area. in the Greater operating organisations include Dublin City Council, These organisations Council, County Dublin South Council, County Fingal County Council and the Rathdown Dun Laoghaire and Wicklow. Meath Kildare, of authorities local the DTO’s represents Change’ for Platform ‘A has two The strategy 2000 – 2016. for strategy elements: interdependent for the proposed scheme. proposed the for relevant planning and transport policy context context policy transport and planning relevant The purpose of this chapter is to set out the the out set to is chapter this of purpose The
Transport 21 (2005) Transport Network Source: Proposed Rail Proposed 4.2 Figure Source: A Platform A Platform Source: For Change (2001) Change For Figure 4.1 4.1 Figure Metro Network Metro illustrating DTO’s DTO’s illustrating for Change’ Change’ for ‘A Platform Platform ‘A Chapter 4 from Extract Page 20 Planning and Policy Context Page 21
It concerns making sure that the transport that It concerns making sure our accessibility of It is about the physical It is about the physical quality of the network, the network, quality of It is about the physical and comfort reliability It concerns the speed, the ensuring that and integration to It relates Existing capacity deficiencies which arise from arise from which capacity deficiencies Existing growth future for provision Appropriate of a journey; of network is safe to use; use; to is safe network with mobility, people for transport network impairments. sensory and cognitive ensuring that it is well constructed, maintained constructed, it is well ensuring that and operated; as possible; is as seamless journey past underinvestment and from the sheer pace the sheer and from underinvestment past must decade the past over economic growth of be addressed; must be made. must ------Increasing accessibility is about making it easier it easier making is about accessibility Increasing school, work, from and to get to everybody for social activities. and business shopping, college, and industry for making it easier It is also about and, workers materials, raw access to business markets. all, above a that recognises Ensuring sustainability be sustainable must modern transport system and environmental social an economic, from is the fastest The transport sector perspective. greenhouse our national to contributor growing Transport The Department of gas emissions. its strategy, of has outlined in its statement environmental the adverse tackling commitment to maximising while sector the transport of impacts goods and of the mobility and increasing efficiency on the transport network. people important has two Expanding capacity dimensions: Expanding capacity can no longer be based on just be based on just Expanding capacity can no longer traffic predicting of strategy and provide’ ‘predict a it. meet to the infrastructure and providing growth be improved needs to our transport network Use of and making the best itself managing the network by new before infrastructure existing use of possible is built. infrastructure transport on other an impact trips made have All on the is congestion when there particularly users, Transport With this in mind, transport network. public transport, the use of increase to 21 seeks 21 seeks Transport particularly in urban areas. the the use of of management better facilitate to maximise its capacity so as to transport network from as distinct and goods, people move to vehicles. just has the transport system Enhancing the quality of a number of dimensions: a number of
enhance quality.’ expand capacity; expand use; increase increase accessibility; increase sustainability; ensure - - - - - to link into the Luas Red Line close to Tallaght. Tallaght. to close Line the Luas Red into link to Liffey Clondalkin, serve will potentially West Metro This is illustrated and Blanchardstown. Valley 4.2. in Figure 21 and Transport from 4.2 is an extract Figure rail Dublin Area Greater the proposed shows North is an essential part of Metro network. 21 and is in compliance with the scheme Transport 21. Transport in as envisaged up make that and programmes The projects out in the Department set 21 are Transport 21. Transport for website Transports of these projects the website, to According to: ‘aim and programmes The proposed scheme complies with the broad the broad with complies scheme The proposed document. Change’ for ‘Platform the of principles City Dublin a link from envisages The document However, via Dublin Airport. Swords to Centre proposed the of the route to different this link is scheme the is that difference The key scheme. through passes Change’ For Platform ‘A in proposed the proposed whereas Dublin, of area the Finglas the and then to Ballymun passes through scheme airport and Swords. report in 2006 evaluation a route prepared RPA Metro for routes alternative four compared which Change’ For Platform ‘A in North the route (including Metro for proposed is currently that and the route the concluded that study This feasibility North). when option preferable is the most route proposed objectives. the project of in terms evaluated 21 (2005) Transport 2005 in November announced 21 was Transport capital investment the Government’s and details in the Greater infrastructure rail for framework Dublin Area. North and to Metro is made reference Specific 21, Transport to and according West Metro Green Stephen’s North St. will begin at Metro and Dublin Ballymun DCU, serve and potentially 21 Transport Swords. at terminating Airport before comprising as an orbital line, West describes Metro and North Ballymun line at the Metro a spur off the M50 Motorway) (outside eastwards travelling Chapter 4 Section 49 Contributions Specifically, the department seeks to increase Both Dublin City Council and Fingal County Council the number of people using public transport; have adopted supplementary development to increase the modal share of public transport; contribution schemes for Metro North under and to adopt an integrated approach to public Section 49 of the Planning and Development Act transport provision. 2000. The purpose of these contribution schemes The proposed scheme conforms to the above is to facilitate financial contributions from new objectives and provides for an appropriately developments (residential, retail and commercial). regulated sustainable, safe and integrated These contributions are made to the proposed transport system. scheme developers (RPA) and help cover the capital cost of Metro North. National Spatial Strategy 2002-2020 The National Spatial Strategy for Ireland (NSS) was The basis for seeking such development published by the Department of the Environment contributions is that these new developments and Local Government in 2002. The strategy is will benefit financially (in terms of asset value) a twenty-year planning framework designed to from the provision of the proposed scheme. Any achieve a better balance of social, economic, developments located within approximately 1 physical development and population growth km on either side of the proposed scheme may between regions. Core aims of the NSS are to assist be covered under the terms of the contribution in the promotion of: schemes. The schemes are currently proposed to apply for 30 years from 2007. - A better quality of life for people; - A strong, competitive economic position; 4.2 General Social and Environmental - An environment of the highest quality.
Planning and Policy Section 3.7 of the NSS notes that ‘achieving spatial Landuse planning is governed by a hierarchy of balance by developing the potential of areas will policy documents that provide a background for depend on enhancing capacity for the movement the proposed scheme ranging from national to of people, goods, energy and information between local level. An outline of some of the main relevant different places. Improvements in terms of time provisions of these policy documents are set out in and cost can reduce the disadvantages of distance. this section. Physical networks of infrastructure such as roads, public transport, energy and communications are of particular relevance to the NSS, since they 4.2.1 National objectives themselves have a spatial impact and also influence Department of Transport Statement of Strategy the location, timing and extent of development’. 2005 – 2007 (DoT) Section 3.7.1 of the NSS states that Ireland’s The overriding objective of the Department’s transport network should enhance international strategy as embraced in the Mission Statement access to all parts of the country. It will do so by is ’…to underpin Ireland’s economic growth facilitating effective interchange possibilities and competitiveness and contribute to social between the national transport network and development through the efficient and effective international airports and sea ports and address delivery of an appropriately regulated sustainable, congestion in major urban areas by increasing the safe and integrated transport system’. The means use of public transport. by which this objective is to be attained is set out in what the strategy describes as its six ‘high level With regard to public transportation in the Greater goals’: integration; investment; safety; competition; Dublin Area (GDA), the NSS states: regulation and reform; and delivery. ‘The physical consolidation of Dublin, supported The strategic objectives of the department set out by effective landuse policies for the urban area how these high level goals are to be achieved and itself, is an essential requirement for a competitive for public transport these are defined as: Dublin. Consolidation is also required for the public transport to function effectively. In turn, investment - the provision of a well functioning, integrated in public transport will assist in promoting a more public transport system which enhances efficient and competitive Greater Dublin Area’. competitiveness, sustains economic progress and contributes to social cohesion; The proposed scheme therefore supports and facilitates the achievement of the goals of the NSS. - the provision of a defined standard of public transport, at reasonable cost to the customer and taxpayer;
- the timely and cost-effective delivery of the accelerated investment in infrastructure and facilities necessary to ensure improved public transport provision. Page 22 Planning and Policy Context Page 23
ear Framework Social Partnership Social Partnership ear Framework Y social policies; Deepening capabilities, achieving higher social achieving Deepening capabilities, Nurturing the complementary relationship Nurturing relationship the complementary knowledge-based a vibrant, Developing Ireland’s and repositioning Re-inventing economy; an island-of-Ireland Integrating and economic participation rates and handling and economic participation rates including immigration, diversity, successfully. more between social policy and economic prosperity; social policy between enterprise economy and stimulating and productivity; - Ten- - - - - In relation to infrastructure and planning, and planning, infrastructure to In relation ‘the that states the agreement of 2.28 Paragraph prioritise investment is to focus policy overall within a in public and social infrastructure plans for that framework long-term and strategic employment and population regional accelerating a summary 2.44 2.39 to provide Paragraphs growth’. This is part 21. Transport of the main objectives of building of policy macroeconomic an overall of maintaining a by economy and society a strong in framework policy supportive macroeconomic and competitiveness. productivity enhance to order is supported scheme the proposed The design of out in this agreement. set are that the principles by of the chapters of the in a number This is reflected Socio-economics EIS including Human Beings: 11). Chapter 1, (Volume Social Inclusion 2007- Plan for Action National (2007) Society an Inclusive Building 2016: published by Plan (NAP) was Action The National the The plan details in 2007. the Irish Government of programme and comprehensive wide ranging the socio-economic issues of address to action ‘every that It states poverty and social exclusion. health and social access to have should family to appropriate accommodation affordable care, public transport functioning their needs and a well the public transport needs It also highlights system’. including the disabled various communities of and the elderly. Draft Agreement 2006 – 2015 (2006) 2006 – 2015 Agreement Draft between Agreement Development The National is a 10-Year workforce Ireland’s of members key Agreement. Social Partnership Framework the Department the of published by It was objectives The agreed June 2006. in Taoiseach are: the Agreement of The Government is committed to renewing the renewing to is committed The Government Social the current of the terms under strategy is currently The strategy Agreement. Partnership the public consultation at and is being reviewed published be to due is It process. review the of stage Heritage the Department the Environment, of by The in Summer 2008. Government and Local of principles supports the broad scheme proposed shift to modal encouraging document by this policy transport. of form sustainable a more
(approx. €20.0 BN); €20.0 (approx. Social Inclusion (approx. €49.6 BN). Social Inclusion (approx. Human Capital (approx. €25.8 BN); Human Capital (approx. €33.6 BN); (approx. Social Infrastructure Economic Infrastructure (approx. € 54.7 BN); € 54.7 (approx. Infrastructure Economic and Innovation Science Enterprise, - North is Metro to relevance direct The priority of objectives the key One of Infrastructure’. ‘Economic upgraded ‘to a radically deliver under this priority is the timetable in line with public transport system Dublin the Greater in especially 21, Transport in (GDA)’. Area period the Plan ‘over that further notes The NDP will be advanced projects the following 2007 - 2013, and the 21’ Transport in in line with the timetable of ‘completion include the listed are that projects via Swords to city centre North line from Metro therefore scheme The proposed Dublin Airport’. and is document complies with this policy fully it. by supported - Development Sustainable (1997) Ireland for A Strategy for strategy development The sustainable the Department the of published by was Ireland in Government and Local Heritage Environment, sustainable that ensure to seeks The strategy 1997. of in all areas is addressed development must development Sustainable policy. Government economic and societal if any also be considered on the an impact have to has the potential activity re-orientate to seeks The strategy environment. the that ensure to necessary in order policies where to and seeks enjoys currently Ireland growth strong sustainable. maintain is environmentally that ensure is to the strategy aim of The overall can develop in Ireland the economy and society within a well-protected potential their full to the quality of without compromising environment present for regard and having environment that as the wider as well generations and future community. international Irish render to out an agenda sets This strategy acceptable environmentally transport more and transport systems public ‘improve and to their increasing to with a view infrastructure funding that states The strategy share’. market signalling and stock, in rolling improvements for to commuters will further encourage network track rail. to road from switch - - - - The National Development Plan (NDP) was was Plan (NDP) Development The National The plan in 2007. Government the Irish by published and social infrastructural economic, out the sets provides The NDP the State. of priorities investment 2007 - 2013 the period over investment a total for is broken This 2007 prices. at billion some €183.7 of priority headings: the following under down National Development Plan 2007 – 2013 (2007) Plan 2007 Development National
in 2010’. Conserve habitat diversity, including all sites of of including all sites diversity, habitat Conserve species diversity; Conserve wild both diversity, genetic Conserve and sustainable the conservation to Contribute special biodiversity importance; special biodiversity advancing other and to biodiversity use of in on Biodiversity the Convention of obligations and internationally. regionally the EU, and domesticated; and domesticated; 2 Metro North supports the broad principles of of principles North supports the broad Metro a form modal shift to encouraging the NCCS by with less is associated public transport that of The NCCS car use. than private emissions/capita it in that North indirectly also supports Metro 21. Transport of principles supports the broad Plan (2002) Biodiversity National published Plan (NBP) was Biodiversity The National and Heritage Gaeltacht, the Department Arts, of by the NBP of objective The overall the Islands in 2002. enhancement and the conservation, secure is to and in Ireland diversity biological use of sustainable sustainable and the conservation to contribute to globally. biodiversity use of to: are the NBP of The objectives - - - - The National Biodiversity Plan supports the Biodiversity The National afforestation through woodlands of extension sustainable species, tree broadleaved with native quality water of improvement farming methods, supporting habitats rare sensitive of and protection The design for species and high species diversity. the principles consideration North into takes Metro Plan. Biodiversity out in the National set are that of the chapters of the in a number This is reflected and Fauna. EIS including Flora Central to the NCCS 2007, is the transport sector sector transport is the NCCS 2007, the to Central EPA’s The gas emissions. greenhouse and its noted (2006) publication In Focus’ ‘Environment growing is the fastest sector the transport that gas emissions greenhouse national to contributor emissions. national 18.4% of for and accounts transport emissions and 2005, 1990 Between accounting transport road with 160%, by increased growth. that majority of vast the for ways the key one of that The NCCS recognises transport-based greenhouse reducing of a modal-shift gas emissions is encouraging public and towards car use private from away ‘the that The NCCS 2007 notes transport systems. the continued through infrastructure of provision in a result 21…will Transport of implementation transport’. of public forms to private from switch the of modelling ‘preliminary that It further notes of implementation in emissions from reduction annual average a potential 21 suggests Transport of 0.51 almost million tonnes of reduction CO
encourage the accumulation of the knowledge the knowledge of the accumulation encourage and enjoyment awareness promote in a protection in heritage role an active play place the protection and enjoyment of heritage heritage of and enjoyment place the protection the for required the measures promote of our heritage; our heritage; of cross-border and international context. and international cross-border at the heart life; at public of our heritage; of protection our heritage; protect necessary to - - - - - The design of Metro North is supported by the North by is supported Metro of The design is This in this plan. out set are that principles EIS of the chapters the of a number in reflected Socio-economics Human Beings: including 11). Chapter 1, (Volume Plan (2002) Heritage National published by Plan (NHP) was Heritage The National and the Gaeltacht Heritage, the Department Arts, of the Government of It is an objective Islands in 2002. to and heritage Ireland’s of the protection ensure to all. by its enjoyment promote this meet in seeking to plan, the to According will: the Government objective, Chapter 2 of the National Heritage Plan highlights Plan highlights Heritage the National 2 of Chapter the of ‘…establishment the that the fact of for step fundamental a as networks areas protected 9 of Action heritage’. the natural of the conservation networks of the conservation that the plan states the at heritage the natural for areas protected of of levels and international European national, and ensured. importance be completed needs to heritage of ‘the protection that notes The NHP the people commitment by an ongoing represents the planning code and the EIA and that Ireland’ of protect to used be can that tools valuable are process takes North Metro for design The heritage. national in out set are that principles the consideration into in a This is reflected Plan. Heritage National the the EIS including Flora of the chapters number of Visual and Archaeology, Landscape and and Fauna, Heritage and Cultural Heritage Architectural 23 respectively). 21, 16, Chapters 1, (Volume Strategy Change Climate National 2007 – 2012 (2007) (NCCS) 2007 Strategy Change Climate The National the Department the of by published - 2012 was in Government and Local Heritage Environment, which the original NCCS, on from 2007 and follows The in 2000. the Government published by was Ireland which by 2007 NCCS outlines the measures limit its greenhouse to its commitment will meet 13% the 2008 - 2012 period to gas emissions over 1990 levels. above a variety this issue through is addressing Ireland emissions reduce to measures domestic of include These measures the economy. throughout Scheme Trading participation in the EU Emissions industries. energy producing and/or all large by Kyoto in the mechanisms the flexible Through carbon of purchases Government Protocol, these measures. will supplement allowances
Chapter 4 Page 24 Planning and Policy Context Page 25
Recommendation 8.4 provides: ‘The review of the the of review ‘The provides: 8.4 Recommendation inter consider, should Change for Platform DTO and the Metropolitan both for the projects alia, with a further below, outlined Areas Hinterland is implemented. as the strategy or reviews review be should priority and resources Appropriate The future delays. unnecessary avoid to allocated be can only growth household and population transport of if the provision accommodated public of particularly in respect infrastructure, the is maintained beyond transport facilities, Change for Platform the DTO of implementation in listed the measures to addition In measures. and measures other 5, Recommendation to relation possible Investigate include…4. required actions within and systems Luas and Metro to extension Change’. for Platform of proposals beyond the create ‘to is: and relevant also is 4.3 Objective chances, life of equality improving for conditions critical other and education to access (a) particularly objective key The employment: to access (b) services; communities of isolation or remoteness reduce to is access to opportunities universal improving by opportunities employment and facilities educational the reducing by and transport public improving by congestion’. including transport of costs the objectives facilitates scheme The proposed an integrated of the provision the RPGs by of access better provide public transport service to a and encourages and employment education to public transport.modal shift to Plan Fingal County Development 2005 – 2011 (2005) policies out Fingal County Council’s This plan sets the county of the development for and objectives the The principal aim of 2011. to 2005 from ‘to and support the sustainable for plan plan is network Fingal as an integrated of development successful and economically socially vibrant of areas, Greenbelt by separated settlements, the economic supporting and contributing to its neighbouring of the County, of development the Region’. and of authorities landuse in the Fingal and future The current the plan. maps of in the zoning is illustrated area aspires ‘zoning 19 that on Page The plan states the of development the orderly promoting to between conflicts potential eliminating County by establishing landuses and by incompatible in public of investment basis an efficient facilities’. infrastructure to relate policies in the plan specific A number of TP7 will safeguard Policy North scheme. the Metro An the county. through route Metro the future are the various maps which on alignment is shown The alignment Plan. part the Fingal Development of Route with the Central corresponds largely shown as part the feasibility considered of was that Option airport includes the underground and which study option. station
to provide sustainable infrastructure corridors. infrastructure sustainable provide to to create a region which functions well with well functions which a region create to to create a robust strategic framework for for framework strategic a robust create to regards to sustainability, attractiveness attractiveness sustainability, to regards and cost- accessibility, life, and quality of social and economic, (in physical, effectiveness dimensions); cultural the Greater Dublin Area consistent with the consistent Dublin Area the Greater Strategy; Spatial National
other proposals’. other - the Greater Planning Guidelines for The Regional contain a number of 2004-2016 Dublin Area the to relevance of are which recommendations development. proposed ‘In the Metropolitan provides: 7.1 Recommendation sustainable and other public transportation Area, the over precedence be given modes should policy car in all relevant the private of requirements Area, the Metropolitan and decision making…In conditions and sustain create is to the intention the existing major enhancement of for suitable public transport system’. be ‘The priority to 8.2 provides: Recommendation in included and projects measures the to accorded for Platform Office (DTO) Transportation the Dublin be confirmed in 2004 should and its review Change and the resources authorities the relevant by without the proposals, to effect give necessary to and allocated, be secured and should delay any been done. already this has not where the transportation all of assumes that The strategy by as amended/updated and projects, measures Some of implemented. are Change, for Platform considerable to been subject have these projects are no further delays and it is critical that delay these and of in the realisation encountered - - 4.2.2 Regional objectives Regional 4.2.2 Greater the Guidelines for Planning Regional 2004-2016 Dublin Area, and Mid-East Authority Regional The Dublin Planning published the Regional Authority Regional 2004-2016 Area Dublin Greater the for Guidelines Area Dublin The Greater 2004. July (RPGs) in Kildare, Dublin, of area comprises the geographical distinguishes The strategy and Wicklow. Meath and the Hinterland Area the Metropolitan between both. for directions policy and proposes Area to the RPGs relate of objectives The key within located centres the urban of consolidation and based on provision Area the Metropolitan public transport an integrated of facilitation use greater The RPGs also promote system. the transport modes through sustainable of landuse and transport planning. of integration in the DTO proposed The RPGs support the projects Change’. for Platform ‘A Strategy the RPGs are of goals the stated A number of are: These goals North. Metro to relevant
The traffic management policy recognises the recognises policy management The traffic of will be taken account In assessing priority, improve Dublin City Council to of It is the policy on the restrictions increased The imposition of use of road space, for road works or general or general works road for space, road use of be undertaken] in [should construction, the control for ‘Directions with the acceptance works’ road of and management varying needs of the city through the day such such the day through the city varying needs of and business, shopping peaks, as commuter etc. service and delivery the exclusively and not people the number of movements; vehicle number of in the traffic of and control the management the tackle and to accessibility, increase city to impacts and environmental safety road adverse the transport system. of - - - - The proposed scheme complies with and supports scheme The proposed in Dublin City Council’s the policies detailed Plan 2005 - 2011. Development Chapter 7 addresses transportation issues within issues transportation 7 addresses Chapter ‘policy it is the that states T1 Policy area. the plan support the sustainability to City Council Dublin of Strategy, Spatial in the National out set principles For Platform ‘A Office’s Transportation Dublin Guidelines Planning and the Regional Change’ ‘Dublin City and that Dublin Area’ the Greater for identifying of the objective to itself Council commits required to be or likely required the specific lands infrastructure and related transportation the for lands to limited the city (including but not needs of or modified new for be required to or likely required bridges, roads, paths, lanes, cycle bus routes, light & Ride infrastructure, Park parking facilities, the during the period of links) and metro rail rail, 2011 – 2017’. Plan from Development next car usage private T2 supports a shift from Policy public transport, use of increased towards non-motorised means of transport and car-sharing and car-sharing transport means of non-motorised and pooling. ‘Dublin City Council support states 7.4.0 Paragraph or being implemented currently the measures Agency, Procurement the Railway by proposed Office and Transportation Dublin Éireann, Iarnród enhance capacity on existing to agencies other infrastructure new and provide lines/services Dublin City Council Metro. of including…provision Dublin to Rail connection supports a City Centre stops for Airport International with a preference Specific and Ballymun’. Dublin City University at the support Dublin City of to is made reference Dublin to connection rail ‘City Centre a Council for at stops for Airport International with a preference Ballymun’. and Dublin City University related directly are the policies that to In addition and traffic general a number of North, Metro to important taken transport policies are and are consideration: into
as far as is practicable health, community and health, as is practicable as far the to committed the Council is strongly promotion of sustainable means of travel travel means of sustainable of promotion and cycling, walking including public transport, from modal change of and the encouragement these means. car use to private educational facilities should be accessible by by be accessible should facilities educational public transport; means of - - into consideration: into Policy TP 7 : ‘to prioritise public transport by ‘to by public transport prioritise 7 : TP Policy and bus rail other METRO, future safeguarding of the provision facilitating and promoting routes; rail facilities, rail and other Metro new and bus routes…’ and bus routes…’ ‘the and promote ‘to facilitate TP12: Policy rail-based and improved a new of development the from link, Metro a including, system transport via the airport’. Swords city [Dublin] to of the development ‘to promote TO25: Policy generation, and employment economic activities the of with the provisions in association strictly the airport the south of identified lands to of Metro, Planning Study as being in the South Fingal uses’. such for suitable related directly are the policies that to In addition and traffic general a number of North, Metro to important taken transport policies are and are The Dublin City Development Plan 2005-2011 Plan 2005-2011 The Dublin City Development Dublin City Council and came into by adopted was the city vision for The overall 2005. in March effect enhance the quality as outlined in the plan is to the residents, the city for of and experience life of consolidate and to and visitors commuters workers, the at plan looks The the city. of the urban form and social cultural an economic, ‘to integrate need necessary and sustainable achieving while vision, development densities within co-ordinating with in conjunction be done This is to frameworks’. the public transport network. to improvements The Fingal County Development Plan 2005 is the The Fingal County Development the future to document relating policy current a The plan identifies town. Swords of development area the Swords to relating objectives number of Swords of the development promote ’to including actively and to as a multi-modal transport hub’ North link. the Metro promote supports the The Fingal County Development North and recognises a Metro of principle broad North in will play Metro that the important role Fingal County. of supporting the development (2005) Plan 2005-2011 Dublin City Development
Chapter 4 Page 26 Planning and Policy Context Page 27
(2002) Plan 2002-2006 City Heritage Dublin by published was Plan Heritage City Dublin The this of purpose The 2002. in Council City Dublin the of understanding the enhance to was Plan Plan The city. Dublin of resources heritage valuable knowledge, increase to opportunity an provided best establish partnerships, create awareness, raise makes it Although projects. key launch and practices Dublin in transport of issues to reference direct no the on influence indirect had objectives its of many in systems transport of development subsequent accessible, of provision the example, For city. the of inventories consistent and comprehensive taken is and influenced has heritage architectural An scheme. proposed the by consideration into 2009. in published be to due is plan updated Plan Action Dublin City Biodiversity (2007) 2007-2010 Plan has Action The Dublin City Biodiversity This Council. Dublin City been published by and patterns development that plan recognises of the distribution landuses dictate traditional incorporate aim is to overall The Plan’s biodiversity. the urban into elements wildlife-friendly more the planning processes, and into environment The including the transport planning processes. to Dublin City Council seeks that Plan also states the protect to policies and mechanisms develop it is particularly the city and that of habitat natural and open spaces on the city parks focused North passes Metro Green. Stephen’s including St. this plan. by covered parts the area of through is supported scheme the proposed The design for out in this heritage set are that the principles by chapters of the in a number This is reflected plan. and Fauna. the EIS including Flora of objectives 4.2.3 Local (2002) Plan Area Local ST1 Nevinstown Plan (LAP) has been published by Area This Local for provisions Fingal County Council and makes landuses in the Nevinstown different of a range the to Park Retail The lands adjoin the Airside area. mixed for The plan allows the alignment. of east and and logistics medium technology hotels, uses, Provisions developments. science and technology component and a residential also made for are is currently The area open space within this area. with a design brief. in accordance being developed North passes through Metro above, As detailed of the content and therefore area the Nevinstown account in all relevant into has been taken the LAP the EIS. of chapters
This strategy for economic, social and cultural and cultural social economic, for This strategy the Fingal by been prepared has development The strategy Board. County Development affects issue that as an transportation identifies in and work who live those for life of the quality between link the inextricable recognises It Fingal. and landuse and their importancetransportation sustainable developing to approach in a holistic sustainable of the facilitation It lists communities. services transportation the linking of transport, the points and public transport interchange at service rail improved a vastly of development vision is The overall goals. in Fingal among its and integrated a modern, ‘Fingal will have that North Metro system’. transportation accessible vision. supports this overall Economic, Possibilities; Dublin – A City of (2002) 2002-2012 Strategy Social and Cultural social and cultural economic, for This strategy Dublin City by prepared was development has been that The strategy Board. Development a and provides strategy year is a ten prepared all public services and guiding for framework within the administrative activities development Dublin Its vision is that Dublin City Council. of area that transport systems all by to city is accessible integrated accessible, affordable, safe, efficient, are social and economic maximise sustainable and that environmental negative and minimise development Board The Dublin City Development impacts. for Platform ‘A document policy supports the DTO’s supports broad the indirectly and therefore Change’ North recognised is Metro North. Metro of principle to with regards play to an importantas having role Dublin. of economic development the future (2005) Plan 2005-2010 Fingal Heritage Fingal published by Plan was The Fingal Heritage for This Plan provides County Council in 2005. manage based on partnership to action practical planning that It states the region. of the heritage with planning be integrated should our heritage for and manage can protect we so that our future for Fingal County manner. in a sustainable our heritage an Department played Transportation Council’s The plan plan. this heritage in developing role active be implemented to 73 actions out a series of sets these none of While the period 2005-2010. over on transportation impact directly actions on future effects indirect can have they systems, The North. as Metro such projects transportation the consideration North into takes Metro design for This plan. out in this heritage set are that principles of the EIS chapters of the in a number is reflected and Heritage Architectural including Archaeology, Heritage. Cultural Strategy for Economic, Social and Cultural Cultural Social and Economic, for Strategy (2002) 2002-2011 Fingal of Development
Policy PT1 ‘to encourage and facilitate the and facilitate ‘to encourage PT1 Policy the development for ‘to provide PT2 Policy the development ‘to that ensure PT3 Policy ‘to provide for the development of a transport of the development for ‘toprovide a Metro of ‘to the development that ensure connection/links for and provide ‘to investigate ‘to encourage and facilitate the provision of an of the provision and facilitate ‘toencourage provision of an integrated public transport an integrated of provision Dublin Airport’; serve to network including a Metro a transport interchange of the airport of campus, the centre at Station of with the implementation in accordance 2012 under the Government’s North by Metro 21 proposals’; Transport in the airport Station campus is a Metro of standards international best undertaken to public transport interchanges’. for integrated public transport network to serve serve to network public transport integrated Dublin Airport’; the at Station including a Metro interchange in accordance the airport of campus, centre 2012 North by Metro of with the development proposals’; 21 Transport Government’s the under in the airportStation campus is undertaken public for standards international best to transport interchanges’; area) terminal campus (new the western from North’. Metro approved the recently to ------This LAP is a six year statutory planning document document planning statutory year six a is LAP This (Designated DA zoned are that hectares 1,084 the for Development County Fingal current the in Airport) the for strategy a provides LAP The (2005). Plan the ensuring whilst Airport Dublin of development The airport. the of operation effective and efficient to Council the of priority the is ‘it that states plan a are There proposal’. North Metro the facilitate LAP Airport Dublin the within policies of number including: North, Metro to relate that as having recognised North is therefore Metro in supporting the redevelopment play to a role this area.of The proposed scheme supports the objectives of of supports the objectives scheme The proposed the Dublin Airport Masterplan. Plan (2006) Area Airport Local The following public transport objectives are stated stated are objectives transport public The following masterplan: in the
evinstown – Residential Action Area Plan (2001) (2001) Plan Area Action – Residential Nevinstown by published has been Plan (AAP) Action This Area residential for provides and County Council Fingal for The plan allows development. and community per dwellings or sixteen per hectare dwellings forty The units. 1,100 of total approximate giving an acre urban parks a primary school, for also provides AAP to apply that design objectives urban and details the North passes through Metro area. the entire the of content the and therefore area Nevinstown account in all relevant into been taken has LAP the EIS. of chapters Plan (Pre-draft) Area Local Swords A Swords Local Area Plan is currently at a Pre- at Plan is currently Area Local A Swords for date The closing Stage. Draft Consultation the 11th public was the from initial submissions being is currently LAP A draft December 2007. of public for and will be made available prepared vision The strategic 2008. comment in March/April will cater Swords how examine the plan aims to of ‘major transport hub with an as a growth future for the exploiting public transport system, integrated The plan also aims North’. opportunities Metro of uses intensive ‘high density and people promote to also while North’ Metro vicinity of in the immediate principles. development considering sustainable and area the Swords North passes through Metro the vision of and strategic the objectives therefore chapters account in all relevant into taken are LAP the EIS. of (2006) Dublin Airport Masterplan published by was The Dublin Airport Masterplan 2006 and adopted Fingal County Council in March future the optimal It outlines June 2006. in airport the designated for strategy development effective and efficient ensuring the whilst area, is used as The masterplan the airport. of operation the area for tool control the principal development of disposition and mix long-term and specifies the with the together area uses within the designated support necessary to development infrastructural these uses. within landuse zonings overall seven are There Aviation is the Core which one of the masterplan, around is sited (which Zone Development Related Under and car parking areas). terminal the current a Ground promote to it is proposed this zoning, including a public transport Centre, Transportation will be Metro the proposed and that interchange, Centre. Transportation this Ground into integrated enhanced ‘greatly that notes The masterplan to will be paramount public transport provision Dublin Airport’ of the success and sustainability and the city centre (connecting the Metro and lists via the airport) the main public one of as Swords as part the Dublin of proposed transport measures Transportation A Ground Airport Masterplan. directly Campus, on the Eastern is proposed Centre and buildings the main terminal adjacent to will be This centre short-term car parking facility. as bus as well stop a Metro for cater designed to handling. and coach
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Cycle and pedestrian routes will be provided will be provided routes and pedestrian Cycle ensure to controlled be will phasing Development that no unacceptable traffic impacts occur. impacts traffic no unacceptable that through the LAP area along desired lines; lines; desired along area the LAP through - - Metro North passes through the Ballymun area and area the Ballymun North passes through Metro in the LAP detailed the specific objectives therefore the EIS. of account in all chapters into taken are Plan (2000) Area Action Balcurris/Balbutcher as the land zoned to plan relates action This area the of the west to Technology) (Science and ST1 and undeveloped is largely The area alignment. the area The bulk of publicly-owned. is currently is amenity scheme adjoining the proposed and disturbed grassland unmanaged and/or west. the to ground Plan (2007) Action Area Road Richmond significant undergoing is currently Road Richmond published Plan, Action The Area redevelopment. a Dublin City Council in April 2007 provides by the area. of development the future for framework been taken have this AAP of objectives The relevant account in this EIS. into Plan Area Local Phibsborough/Mountjoy (Pre-draft) Plan (LAP) Area Local Draft Phibsborough/Mountjoy public Dublin City Council for published by was scheme The proposed 2008. in March consultation the specific and therefore the area passes through into been taken have in the LAP detailed objectives the EIS. of chapters in all relevant account, as an important is noted scheme The proposed planning and future the for infrastructure piece of this part of north of Dublin. development The overall development strategy for the LAP the LAP for strategy development The overall and economic the social, ‘to to contribute is setting by Ballymun of regeneration environmental and dynamic mixed a sustainable for the framework in a high quality area employment-generating use, urban environment’. and attractive cover policies in the LAP of A number the to The introduction transportation. ‘the that notes the LAP of section transportation Swords to city centre the from line Metro proposed on the station via the airport the proposed and the important is very to the site of edge eastern T02 Policy area’. the LAP of development future Station/Public ‘to a Metro accommodate seeks the site’. of edge the eastern hub at Transportation ‘the of location that notes the policy to The sub-text the opportunity affords station Metro the proposed transportation public an integrated providing of services and cycling bus Metro, involving hub, the integrated that in the LAP is noted It facilities. ‘in hub will be developed public transportation appropriate and other with the RPA consultation Metro for as part the planning process agencies of The plan 21’. Transport with North in accordance that: also states
Outer Public Safety Zones – ‘allow existing existing ‘allow – Zones Safety Public Outer Inner Public Safety Zones (PSZs) – ‘prevent ‘prevent – (PSZs) Zones Safety Inner Public developments to remain within the outer PSZs, PSZs, within the outer remain to developments high density housing development but prevent hospitals and schools, of and the building people’. of numbers large attracting facilities further development within inner PSZs, but within inner PSZs, further development remain’. to developments existing allow - - (ERM on behalf of Department of Transport Transport Department of of on behalf (ERM Heritage Departmentand the Environment, of 2005) Government, and Local the by commissioned study Zone Safety A Public Department (DoT) and the Transport Department of Government and Local Heritage Environment, of where areas in 2005 identifies (DoEHLG) be restricted to be considered should development These public safety. to issues relating of because two divided into are zones’ ‘public safety so-called includes study The inner and outer. categories: category: each for recommendations Dublin Airport Public Safety Zone Study, Study, Zone Safety AirportDublin Public The Ballymun Masterplan is a detailed urban is a detailed Masterplan The Ballymun of development the future for design proposal Dublin of (490 acres) 198 hectares approximately The development lands. City suburban development public a primarily of comprises regeneration (P.U.C.). a Prime Urban Centre into housing area commercial, This PUC comprises residential, landuse and industrial parks amenity, retail, supports the proposal The masterplan zonings. the to development a Metro/Luas/Luas-type for airport public of and supports the expansion also supports The Masterplan transport in general. the 21 of On Page rail’. ’heavy of the development a of routing proposed ‘any that it is stated plan, lands would area the study across grade line at lands are area The study opposed’. be vigorously North is Metro maps. out in the Masterplan mapped is not and therefore Ballymun through underground is currently The Masterplan area. in any at-grade area the Ballymun of and much being implemented is under construction. Plan (2005) Area North Local Ballymun a modification represents The North LAP Ballymun Plan Action North Area Ballymun the existing of in adopted Plan (LAP) was Area The Local (2000). comprise lands Ballymun North The 2005. December hectares forty approximately of area ‘L-shaped’ an Road Ballymun This land is bounded by land. of the Ballymun and the M50 (between the east to The the north. Lane) to and Sillogue Roundabout of the a modification represents LAP Ballymun Plan (2000). Action North Area Ballymun existing The proposed scheme passes underground through through passes underground scheme The proposed and principles therefore, zones the public safety were document this policy of recommendations and sections when designing relevant considered scheme. the proposed of elements (Ballymun Ballymun, the new for Masterplan 1998 – 2004 - as amended) Ltd. Regeneration
Policy E2: ‘It is the policy of Dublin City Council Dublin City of ‘It is the policy E2: Policy in conjunction with the Dublin City Development with the Dublin City Development in conjunction the city where vision of a pursue to Board valued and fostered, is encouraged, enterprise are industries indigenous sustainable where of economic success nurtured and the benefits shared’. are Policy E3: ‘It is the policy of Dublin City Council Dublin City of ‘It is the policy E3: Policy to promote economic development without economic development promote to standards high environmental compromising development sustainable of or the principles in the Dublin an environment creating thereby to is conducive which City Council area, creation’. and employment investment
- - 4.3.1 Socio-economics 4.3.1 socio- have to North the potential has Metro will scheme The proposed impacts. economic transport public accessibility by improved provide enterprise it will support industry, where areas to scheme The proposed development. and economic help enhance connectivity to potential also has the and resources communities, people, between social can help tackle services and therefore it passes. which through in the areas exclusion a number through alignment passes The proposed to the relating specific policies have that areas of have These policies socio-economic issues. above the proposed of in the design to been adhered chapters contained in the relevant and are scheme summarised in this section. the EIS and are of 2011 Plan 2005 – Development Dublin City Council
policies opic specific 4.3 T 4.3 to 4.2 relate the policies described in Section of All were and way North in a general scheme the Metro the environmental of all members by considered the to In addition out the EIA. carrying while team specialists environmental a number of above, policies topic-specific consider detailed, had to These documents. policy of contained in a subset out in this section set policies are topic-specific in the design and to been adhered and have the EIS. of chapters relevant (Howley Harrington Architects in collaboration in collaboration Architects Harrington (Howley Sherwood and Alan Council Dublin City with Framework Plan for Parnell Square Square Parnell Plan for Framework (The Tourism Co.), 2005) Co.), Tourism (The proposes Square Parnell Plan for This Framework a of the creation for masterplan an overall social and the quarter and improving ‘cultural The plan includes the area’. balance of economic commercial, various or design of redevelopment the as: such the area and civic uses in cultural Presbyterian the Abbey Remembrance, of Garden Rotunda Theatre, the Ambassador Church, Parnell and around within Hospital and areas as a phased project The plan is outlined Square. the to implement identified costs with preliminary in be located is to North stop A Metro proposals. and objectives so the Square Parnell of the area when considered plan were this framework plans of this location. at designing the stop
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Aeq – 16hrAeq Aeq – 16hrAeq
contour and the 57dB L contour Aeq – 16hrAeq Strategy DAS3: ‘to promote appropriate appropriate ‘to promote DAS3: Strategy Policy DAP11: ‘to strictly control control ‘to strictly DAP11: Policy landuse patterns in the vicinity of the Airport in the vicinity of landuse patterns the Airport, serving paths the flight and of and anticipated the existing to regard having impacts and environmental safety noise, movements’. aircraft of inappropriate development and to require require and to development inappropriate within appropriate where noise insulation new resist and to Zone, Noise the Outer development residential for provision and other noise sensitive uses within the noise sensitive and other Zone’. Inner Noise Policy 15.38.0: ‘Where it is considered that that it is considered ‘Where 15.38.0: Policy The Fingal Development Plan 2005 – 2011 The Fingal Development a proposed development is likely to create create to is likely development a proposed a condition may noise, due to disturbance on any authority the planning be imposed by of planning permission limiting the hours noise generation’. of and level operation defines an ‘Inner’ and ‘Outer’ noise zone around zone around noise ‘Outer’ and ‘Inner’ an defines has been noise zone The inner the airport. 63dB L within the area as that defined contour i.e. those areas where the average noise the average where those areas i.e. contour and 63dBA, than or equal to greater is level the between area is that noise zone the outer 63dB L contour. These contours act as a guide for future future for as a guide act These contours contour. based and are within the area development of and expansion levels growth upon predicted policy Fingal has an established Dublin Airport. in the area: development to in relation - -
- - These policies have been considered in the design in the design been considered These policies have in the reflected and are scheme the proposed of this EIS. of chapters Noise relevant Dublin City Development Plan 2005 – 2011 Dublin City Development 4.3.2 Noise 4.3.2 areas passes through alignment The proposed These to noise. relating policies specific have that in this section. summarised policies are Plan 2005 – 2011, Fingal Development Airport Area
Dublin City and Fingal Development Boards Boards Dublin City and Fingal Development Policy US5: ‘to create communities and ensure ensure and communities ‘to create US5: Policy have prepared individual County Strategies for for individual County Strategies prepared have development. social and cultural economic, to polices with respect set These strategies public services and permitting of the provision bringing in effect activities; development of the planning and delivery to coherence more is an emphasis There level. local services at of as on as well social exclusion on counteracting development. economic and cultural a combination of attractive social and cultural social and cultural attractive of a combination and business’. people both for facilities and consequently support centres well served served well support centres and consequently across transport services local by areas’. their catchment Both strategy documents stress the importance documents stress strategy Both Fingal Development Board’s ‘Strategy for for ‘Strategy Board’s Fingal Development Dublin City Development Board’s economic, economic, Board’s Dublin City Development Policy SIP5: ‘to ensure delivery of positive and positive of ‘to delivery ensure SIP5: Policy Policy SIP3: ‘to provide more effective responses responses effective more ‘to provide SIP3: Policy Policy SIP1: ‘to tackle social exclusion, ‘to social exclusion, tackle SIP1: Policy Policy US6: ‘to reduce the demand for travel travel ‘to for the demand reduce US6: Policy of social and economic integration. Social integration. social and economic of (SIMCs) have Committees Inclusion Monitoring Boards. Development both for been established Economic, Social and Cultural Development of of Development and Cultural Social Economic, 2002. published in May was 2002-2011’, Fingal, a to in 2006 leading reviewed was This strategy for the period 2006 on 16 specific actions focus topics of a range to relate These actions – 2008. development, enterprise including transport, social health and public safety, education, and inclusiveness. integration social and cultural strategy for the city is for strategy social and cultural 2002- Possibilities, of ‘Dublin – A City entitled in 2006 reviewed was This strategy 2012’. defined priorities were strategic and updated the to relate The strategies 2006 -2008. for and Enterprise Social Inclusion; topics: following Neighbourhoods; and Children; Family Economy; New Migrant Communities; Building Citizenship. and Active Communities; inclusive outcomes to neighbourhoods and to outcomes inclusive disadvantage’. risk of communities at to the needs of those in our community who those in our needs of the to experiencing or who are excluded socially are participations in society’. their full to barriers inequality, disadvantage and poverty in disadvantage inequality, throughout and urban communities rural involving equality, promoting the County by women, of society into integration the full Travelling the disabilities, with people elderly, minority groups’. Community and ethnic ------Fingal County Council County Fingal Development Plan 2005 – 2011 Plan 2005 Development County Development Boards – County Strategies Boards County Development
Target 4c:’Connect parks through corridors’; through parks 4c:’Connect Target in creation habitat for potential ‘Investigate gardens & back front of the potential ‘Highlight Policy H43: ‘to value maintain the conservation H43: Policy the unique natural ‘to protect H46: Policy ‘to the enhance the amenities of H26: Policy areas wildlife of ‘Increase 4b: Target Policy HP50: ‘to protect and enhance the natural the natural and enhance ‘to protect HP50: Policy ‘to the County’s that ensure HP53: Policy ecological ‘to good that ensure HP55: Policy ‘to seek the conservation H41: Policy and habitats fauna flora, ‘to protect H42: Policy Policy HP49: ‘to protect rivers, streams and and streams rivers, ‘to protect HP49: Policy greenfield and brownfield sites’; sites’; and brownfield greenfield corridors’. as wildlife which have been identified by the Habitats by the Habitats been identified have which and Flora Act Wildlife Directive, Birds Directive, Order’; Protection of Special Areas Areas, Heritage all Natural of identified Areas Protection Special Conservation, the Department the of by and designated Government’; and Local Heritage Environment, within and forming all rivers amenities of Dublin of area the administrative boundaries to City Council’; rivers’. the Santry and Mayne of valleys river heritage and landscape character of river and river of character and landscape heritage they and ensure and valleys corridors stream development’; inappropriate from free remain for their retained are wetlands and floodplains values’; protection and flood biodiversity other watercourses and, wherever possible, possible, wherever and, watercourses other of capable state an open them in maintain to flora’; and fauna for habitat suitable providing within parks’; and management of areas of natural natural of areas of and management value’; environmental and chemical status of rivers is achieved in all in all is achieved rivers of status and chemical courses’. water ------Plan 2002-2006 Dublin City Heritage Dublin City outlined within the aim for The overall is the conservation, Plan 2002-2006 Heritage City’s the living environment of advance and protection Working Environment The Natural Dublin City. of following identifies the Paper Position Group the to related and actions targets objectives, environment: natural In addition, the Fingal County Development Plan Development the Fingal County In addition, implement and prepare to commits the Council Biodiversity a Local Plan and a County Heritage Plan. Action Plan 2005-2011 Dublin City Development of the 10 identified in Chapter objectives Ecological comprise 2005-2011 Plan Dublin City Development policies and objectives: the following
Flora and fauna Flora Policy HP44: ‘to protect and enhance wildlife and enhance wildlife ‘to protect HP44: Policy woodlands, existing ‘to protect HP45: Policy and appropriate where ‘to seek, HP46: Policy Policy HP28: ‘to assess all proposed ‘to assess all proposed HP28: Policy does development ‘to that ensure HP32: Policy for ‘to proposals that ensure HP43: Policy Policy HP24: ‘to protect, conserve and enhance conserve ‘to protect, HP24: Policy sites heritage natural ‘to protect HP27: Policy habitats in the County’s greenbelts’; in the County’s habitats amenity or of are which and hedgerows trees value’; biodiversity woodlands existing of the extension feasible, based on a woodlands new of creation and/or scheme. planned planting and management the to species will be favoured native The use of extent’; maximum possible not have a significant adverse impact, that that impact, a significant adverse have not on against, mitigated be satisfactorily cannot law’; by species protected animal or bird plant, protect to include measures development possible, wherever and enhance biodiversity, on existing impacts minimising adverse by and/or including mitigation and by habitats as appropriate, measures, compensation and landscape biodiversity that ensure which is enhanced’; character designated in European legislation, or in other or in other legislation, in European designated Agreements Conventions, International relevant to proposed This includes sites and Processes. Ramsar Sites, as: or designated be designated Special (SACs), Conservation of Special Areas Areas Heritage Natural (SPAs), Areas Protection for and Refuges Reserves, Nature (NHAs), and Fauna’; Flora on impact to likely are which developments or those sites sites heritage natural designated be designated’; to proposed the County’s natural heritage including its heritage natural the County’s heritage’; geological and landscapes biodiversity,
------4.3.3 of or near a number North through passes Metro areas heritage natural areas, sensitive ecologically Relevant biodiversity. or sensitive high of and areas policies that defined have bodies administrative and environment the ecological protect aim to These policies areas. in these development control summarised in this section. are Plan 2005-2011 Fingal County Development Part VIII of the Fingal County Development Plan sets Plan sets Development the Fingal County of VIII Part and objectives policies out Fingal County Council’s the of and conservation development the for Fingal County Heritage Heritage. Natural County’s the natural to in relation up actions Plan draws have objectives The following Fingal. of heritage based on and are area study for the been identified and Fingal Plan 2005-2011 the Fingal Development Plan 2005-2010: Heritage
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Policy U31: ‘to require all significant ‘to require U31: Policy Policy RO9: ‘to seek the continued improvement ‘to seek the continued improvement RO9: Policy ‘to the recommendations, implement U14: Policy Risk Flood ‘to introduce U15: Policy measures ‘to put in place adequate U20: Policy in the development ‘to control U30: Policy Policy RO8: ‘to protect, maintain, improve and improve maintain, ‘to protect, RO8: Policy developments impacting on flood risk areas to risk areas on flood impacting developments identify to Assessment, Impact a Flood provide it and how storage plain flood of loss potential on impact minimize to in order be offset would regime’. flood the river of water quality, bathing facilities and other and other facilities bathing quality, water of opportunities in the coastal, recreational in the city’; waters and surface estuarine Dublin Strategic the Greater of as appropriate, Study and the Dublin Coastal Drainage to subject Project, Protection Flooding being available’; funding either been have which in all areas Management assessed are or which years recent in flooded waters surface of control the proper facilitate to within the city both developments arising from which authorities and in the neighbouring local a Storm implement to on the city and impact ensure to in order Policy Management Water the increase does not development ongoing that flooding’; risk of to develop and of a river plain flood natural with the adjoining in co-operation guidelines, in development permitted for authorities, local areas’; risk category flood the different enhance the natural and organic character of of character and organic enhance the natural promote and to in the city, the watercourses uses recreational other and walkways access, subject public open space, their associated of and conservation of nature strategy a defined to protection’; flood flooding’; risk of as being at
------4.3.4 Surface water and groundwater and Surface water 4.3.4 and under over, passes scheme The proposed Tunnelled bodies. water surface of near a number and the ground alignment penetrate the of sections an influence have to the potential have therefore administrative Relevant resources. on groundwater defined have bodies Government bodies and environment the aquatic protect aim to policies that development controlling by resources and aquatic summarised in this These policies are in their area. in the design of to been adhered and have section reflected The policies are scheme. the proposed and Groundwater Water Surface in the relevant this EIS. of chapters Plan Development Dublin City Council 2011 2006 to and managed will be protected resources Water with the manner in accordance in a sustainable policies: following
Waders and wildfowl: Identify key roosts roosts Identify key wildfowl: and Waders and planting retaining Encourage Urban birds: Trees: Protect vulnerable trees; vulnerable Protect Trees: Priority plant species as listed on Appendix 4 of 4 of on Appendix Priority plant species as listed Common frog: Encourage wetland and wetland Encourage Common frog: Badger: No specific projects planned to date; planned No specific projects Badger: fish passes and incorporate salmon: Atlantic Otter: Incorporate in risk assessment of in risk assessment of Incorporate Otter: Bats: Carry out bat surveys of vulnerable areas areas vulnerable of surveys out bat Carry Bats: of shrubs and wild areas for song birds, provide provide song birds, for areas and wild shrubs of and interpretation areas demonstration in parks for wild areas to provide cover and cover provide to areas wild for in parks birds. for feeding the Dublin City Biodiversity Action Plan. Protect Protect Plan. Action the Dublin City Biodiversity and link with National populations vulnerable Strategy; Plant Conservation reduce barriers to fish, open culverts; fish, to barriers reduce creation; waterbody of proposed developments; proposed of proposed riverbank works, propose habitat habitat propose works, riverbank proposed waterways enhancement possibilities along as part Rivers Tolka and including the Dodder and those identified for development, maintain for development, and those identified species; all bat of range and present population and feeding sites outside designated sites; sites; outside designated sites and feeding ------Fingal Heritage Plan 2005-2010 Plan Heritage Fingal These policies have been considered in the design in the design been considered These policies have in the reflected and are scheme the proposed of this EIS. of chapters and Flora Flora relevant The Fingal Heritage Plan identifies actions actions Plan identifies Heritage The Fingal of and management conservation the to related It supports the resources. natural the County’s of and enhancement conservation protection, is defined This network network. ecological Fingal’s areas core of consisting sites of network ‘…a as corridors value and ecological high biodiversity of or stepping watercourses and as hedgerows such linkages are which as small wetlands such stones support the movement and which them, between processes ecological the species and sustain of maintain biodiversity’. necessary to and functions of comprise the protection initiatives Further key champion trees including trees significant mature woodlands in Fingal. and significant Plan 2007-2010 Action Dublin City Biodiversity habitats species, to relating actions The following in been defined have areas and designated diversity and enhance biological protect to order in Dublin City:
SW11: ‘to require, prior to the commencement prior to ‘to require, SW11: significant impacts ‘to quantify potentially -term long of ‘to the implementation secure SW4: ‘to develop and implement a stormwater a stormwater ‘to and implement develop SW4: pollution of ‘to the implementation secure SW8: of ‘to the implementation secure SW9: a of ‘to the implementation secure SW10: pollution contingency plan as part an of pollution contingency system’; management environmental and the identification the aquifers to relating measures mitigation of and implementation development’; and proposed existing for as part quality monitoring of groundwater development’. of management system following the principle of of the principle following system management in compliance and Urban Drainage Sustainable Dublin the Greater of with the recommendations new of in respect Study Drainage Strategic ‘brownfield’ of re-development and development pre- to runoff alia attenuate inter to sites, rates’; field green development oil and fuel of in respect measures control and handling’; storage for system management an environmental phases and operational construction both of all development, that a Sediment and that all development, of Water Pollution Control Plan be submitted, be submitted, Plan Control Pollution Water WD036in compliance with Objective the of Plan 2005-2011’. Fingal Development a long term surface water quality monitoring quality monitoring water surface term a long as part an environmental of system system’; management Dublin Airport Local Action Area Plan (LAAP): (LAAP): Plan Area Action AirportDublin Local further any that states AirportThe Dublin LAAP the to next within or located development the River; Ward the River, the Sluice of catchments regard will have the Santry River and River Mayne Study Drainage Dublin Strategic the Greater to Greenfield to attenuation will require (GDSDS) and Sustainable of and the implementation standards (SUDS). Systems Urban Drainage under in the area will be managed resources Water policies: the following ------North LAP Ballymun drainage water surface that states The LAP quantity quality, account of will take methods urban drainage and amenity issues Sustainable quality; water protect/enhance (SUDS) will: systems and setting the environmental to be sympathetic a habitat provide community; the local the needs of natural and encourage in the area; wildlife for appropriate). (where recharge groundwater Objectives of the LAP relating to groundwater groundwater to relating the LAP of Objectives as follows: are resources
Policy UTP3: ‘to ensure ‘good status’ status’ ‘good ‘to ensure UTP3: Policy in all new ‘to that, ensure UTP8: Policy the prior to that, ‘to require WDO36: Objective Policy HP56: ‘to develop flood impact impact flood ‘to develop HP56: Policy ‘to proposed that help ensure HP57: Policy Policy HP52: ‘to ensure that, wherever possible, possible, wherever ‘to that, ensure HP52: Policy the County’s ‘to that ensure HP53: Policy flood where ‘to that ensure HP54: Policy Policy HP49: ‘to protect rivers, streams and streams rivers, ‘to protect HP49: Policy and enhance the ‘to protect HP50: Policy Policy HP13: ‘to protect the original structures of of original structures the ‘to protect HP13: Policy of groundwater’; of developments, separate foul and surface water water and surface foul separate developments, where and, provided are systems drainage existing schemes, in redevelopment feasible separated’; are systems combined drainage major developments all commencement of Pollution a Sediment and Water of details the agreement for Plan be submitted Control Services Department’; the Water of provide amenity and recreational benefits benefits amenity and recreational provide community’; the local for Fingal of rivers the minor assessments for Plan including County Council Development Sluice (Swords), Ward (Balbriggan), the Matt (Baldoyle) and Mayne & Baldoyle) (Kinsealy affect adversely do not developments resources’; groundwater local rivers, streams and watercourses and watercourses streams rivers, local for retained are wetlands and floodplains values’; protection and flood their biodiversity heritage place the natural take works alleviation and streams rivers, of and landscape character and enhanced to protected are watercourses possible’; extent the greatest Peninsula’; the Donabate and for other watercourses and, wherever possible, possible, wherever and, watercourses other of capable state maintain them in an open to and flora’; fauna for habitat suitable providing the Royal Canal in association with Waterways with Waterways Canal in association the Royal along development that ensure and to Ireland on affect a detrimental have does not its banks canal’; the of the character natural heritage and landscape character and landscape character heritage natural and valleys corridors and stream river of inappropriate from them free maintain to public access for provide and to development, and appropriate’; feasible where ------Fingal County Council County Fingal - Development Plan 2005-2011: Plan 2005-2011: Development and managed be protected will resources Water the with manner in accordance in a sustainable policies: following
Chapter 4 Page 34 Planning and Policy Context Page 35
Objective GB01: ‘to ensure that the open ‘to the open that ensure GB01: Objective Policy OSP1: ‘to encourage a higher standard a higher standard ‘to encourage OSP1: Policy practicable) (where provide to OSP3: Policy character of greenbelt lands is maintained and greenbelt of character the contravenes which development prevent to the greenbelt’. of role and more sustainable use of residential zoned zoned residential use of sustainable and more higher quality of the provision land through public and communal open spaces’. Class 1 public open space of the location for should These areas GB. zoned within the area the of distance within an acceptable be located in particular it forms where it serves, that area would park which proposed part a larger of the development’. facilitate - - - Groundwater Protection Scheme Guidelines Guidelines Scheme Protection Groundwater 1999) & GSI, EPA (DoEHLG, all groundwater that state broadly guidelines These important be protected. and should are resources impacts adverse the guidelines, to According in important aquifers, or locally on regionally their of because be avoided to need particular, supply. a water use as potential visual 4.3.5 Landscape and a through alignment passes The proposed Relevant high value landscape areas. number of that policies defined bodies have administrative built landscape and the natural protect aim to These policies are development. controlling by in to adhered and are section summarised in this The policies scheme. the proposed the design of Visual and Landscape relevant in the reflected are this EIS. of chapters Plan 2005-2011 Fingal County Development plan the in mentioned designations Statutory landscapes; sensitive areas; amenity high comprise: and woodlands and trees, views; protected Policies protection. for designated hedgerows architectural archaeological, of features to relating in the importance considered or cultural are (Volume this EIS of Visual chapter Landscape and influence strongly 21) if the features Chapter 1, or if them the landscape around of the character The important. is landscape setting their existing to relate that objectives of number a contains plan landscape: of types different Spaces (OS) Open as Public designated Lands are open space and for ‘to and provide preserve in order to relating Specific polices amenities’. recreational comprise: this zoning Lands are designed as Greenbelts (GB) in order ‘to (GB) in order designed as Greenbelts Lands are demarcate to a greenbelt for and provide protect agriculture for and provide area the urban and rural the physical protects and amenity in a manner that Specific polices the area’. and visual amenity of comprise: this zoning to relating
moderate pollution; moderate The achievement and maintenance of full full of and maintenance The achievement manage groundwater resources effectively, effectively, resources groundwater manage ensure that groundwaters may be used, as be used, may groundwaters that ensure quantify and establish the current quality the current quantify and establish protect and improve their quality; and improve protect and slight and minimise reverse SU04: ‘to approve the development of a drainage a drainage of the development ‘to approve SU04: SU03: ‘to approve the development of a of the development ‘to approve SU03: SU01: ‘to approve the development of a drainage drainage a of development the ‘to approve SU01: compliance with statutory water quality water compliance with statutory groundwater for and standards objectives allowing beneficial development and use development beneficial allowing quality; good of preservation with compatible particularly through public authorities, by enforcement. legal required, as sources of drinking water supplies supplies drinking water of as sources required, uses; beneficial other and for status of groundwater resources; groundwater of status plan for the area by developing a stormwater a stormwater developing by the area plan for treatment promoting by system management within runoff pollution in surface diffuse of to pollution the risk of ensure and to sites present’. than at is no worse watercourses drainage plan for the area by developing a developing by the area plan for drainage restricting by system management stormwater water surface the maximum permitted for to that development new any from outflow proposed the before site, Greenfield/brownfield place’; takes development plan for the area by providing surface water water surface providing by the area plan for drainage utilising sustainable systems drainage with International in accordance techniques Practice’; Best ------The following objectives are defined for defined are objectives The following Greater Dublin Strategic Drainage Study (2005) Drainage Dublin Strategic Greater The Greater Dublin Strategic Drainage Study Drainage Dublin Strategic The Greater infrastructure drainage improve (GDSDS) aims to protecting while development future allow to This and Dublin Bay. rivers quality of the water importance the document highlights considering of and developments risk when designing flood water any that ensure in place to putting measures issues can be addressed. quality problems The North Ballymun LAP encourages natural natural encourages The North LAP Ballymun appropriate. where aquifers to recharge groundwater the Greater Planning Guidelines for Regional 2004-2016 Dublin Area to objective contain the general These guidelines quality and maintain water surface current improve quality. groundwater current Ireland for - A Strategy Development. Sustainable The objectives of this strategy for Irish water Irish water for this strategy of The objectives to: are in general resources surface water: surface Chapter 4 Lands are zoned as High Amenity Areas (HA) in County Landscape Character Assessment order ‘to protect and improve High Amenity Areas’. – Policies for Development Specific polices relating to this zoning comprise: A county landscape character assessment has been developed for the County of Fingal and is - Policy HP1: ‘to protect archaeological sites, included in the current development plan. The monuments (including their setting) that are county is subdivided into discrete landscape of relevance to the landscape and objects character areas each of which is described in terms within the jurisdiction of Fingal County Council, of physical characteristics. Policies for development including those that visual assessment are are outlined for each character area and these listed in the Record of Monuments and Places are identified below for four areas relevant to the or newly discovered sub – surface baseline study: archaeological remains’; - ‘Estuary: Trees on the north side of Swords/ - Policy HP35: ‘to protect High Amenity Areas from Malahide Estuary should be retained and inappropriate development and to reinforce their managed. Estuary margins and any hedgerows character, distinctiveness and sense of place’. along the margins must not be disturbed. The - Policy HP 36: ‘to protect sensitive landscapes horizon is a strong feature which should be identified on the development plan maps from protected. Sensitive estuary habitats must be inappropriate development and to reinforce their protected in compliance with the 1997 Habitats character, distinctiveness and sense of place’. Regulations. Development at the Burrow should be confined to single storey. House sites - Policy HP 38: ‘to protect from inappropriate throughout the Burrow should be 0.5 acres development the views identified on the minimum in area, have an independent road Landscape Character Map and the frontage of 20 metres minimum and should be prospects listed’. capable of being drained satisfactorily’. - Policy HP45: ‘to protect existing woodlands, - ‘Rolling Hills: The skyline within this rolling trees and hedgerows which are of amenity landform should be protected. Existing tree or biodiversity value and/or contribute to belts should be retained and managed and older landscape character, and to ensure that proper stands of trees restocked. Roadside hedging provision is made for their protection and should be retained and managed. Proposals management, when undertaking, approving necessitating the removal of extensive field or authorising development’. and roadside hedgerows will not be permitted. - Policy HP50: ‘to protect and enhance the natural The river corridors should be protected and heritage and landscape character of river and improved by leaving a minimum 10 metre wide stream corridors and valleys to maintain them margin undeveloped and encouraging planting free from inappropriate development, and to where appropriate, to enhance the landscape provide for public access where feasible and habitat value of these corridors’. and appropriate’. - ‘Low Lying Areas: Sites with natural boundaries - Policy HP57: relates specifically to the should be chosen, rather than open parts Royal Canal in terms of the protection and of larger fields. New development should enhancement of the built and natural heritage be located close to existing trees and field associated with it. hedgerows. Houses should be located further back from roads in order to reduce the scale Lands are zoned for Residential Development (RD) of development as seen from the road and so in order ‘to provide for residential development and minimise visual impact. Sites necessitating the to protect and improve residential amenity’. The removal of excessive hedgerows or trees are not purpose of the zoning is to ensure that any new suitable. Strong planting schemes using native development in existing areas has minimal impact species, to integrate development into these on existing residential amenity. open landscapes, will be required. Clustering Lands are zoned for Rural Areas (RU) in order with existing farmhouse and/or farm buildings ‘to protect and provide for the development of is generally preferable to stand-alone locations’. agriculture and rural amenity’. This zoning objective - ‘Airport and Swords’: seeks to protect agricultural areas by ensuring No further information specified. that new development is functionally related to agriculture and that developments fit into the Dublin City Development Plan 2005-2011 landscape sensitively’. Designated areas include Landscape Conservation Areas; trees, woodlands and hedgerows to be protected and Protected Views. Polices relating to features of archaeological, architectural or cultural importance are considered in the Landscape and Visual chapter of this EIS (Volume 1, Chapter 21) if the features strongly influence the character
Page 36 of the landscape around them or if their existing landscape setting is important. Planning and Policy Context
Parnell Square Stop (platform level)
Policies in regard to public open spaces comprise; Specific relevant zoning objectives mapped in the City Development Plan maps comprise: - Policy RO1: ‘It is the policy of Dublin City Council to continue to manage and protect public - Z9: ‘to preserve, provide and improve open spaces to meet the social, recreational, recreational amenity and open space’. conservational and ecological needs of the city, - Z1: ‘to protect, provide and improve and to consider the development of appropriate residential amenities’. complimentary facilities, which do not detract from the amenities of spaces’. - Z2: ‘to protect and or improve the amenities of residential conservation areas’. - Policy RO6: street and roadside trees will be managed ‘in an environmentally sensitive and - Z5: ‘to consolidate and facilitate the arboriculturally appropriate manner’. In addition development of the central area, and to identify, to the provision to make tree preservation reinforce and strengthen and protect its civic orders, this policy asks for appropriate design character and dignity’. replacement planting to take place where the - Z8: ‘to protect the existing architectural and removal of street or roadside trees is necessary. civic design character, to allow only for limited Policies that relate to high amenity areas and expansion consistent with the conservation that are of relevance to the landscape and visual objective. To allow primarily residential and assessment are listed as follows: compatible office and institutional uses’.
- Policy H17: ‘It is the policy of Dublin City Council - Z11: ‘to protect and improve canal, coastal to preserve and protect the special interest and and river amenities’. character of Architectural Conservation Areas’. - Z12: ‘to ensure that existing environmental - ‘Policy H45: ‘It is policy of Dublin City Council amenities are protected in any future to protect the special character of Landscape use of lands’. Conservation Areas’.
- Policy H2: ‘It is the policy of Dublin City Council to protect the curtilage of protected structures or proposed protected structures from any works which would cause loss of or damage to the special character of the protected structure and loss of or damage to, any structures of heritage value within the curtilage of the protected structure’.
- Policy H46: ‘It is the policy of Dublin City Council Page 37 to protect the unique natural amenities of all rivers within and forming boundaries to the administrative area of Dublin City Council’.
Chapter 4 Fingal Development Plan 2005 – 2011 4.3.6 Agronomy The following policies are relevant to the topic of air and climatic factors: The proposed alignment passes through agricultural areas. Relevant administrative bodies - Policy DAP13: ‘to ensure that every development have defined policies that recognise the importance proposal in the environs of the airport take of agronomy and aim to protect agricultural areas account of current and predicted changes in air by controlling development in this regard. These quality and local environmental conditions’; policies are summarised in this section and are - Policy UTP60: ‘to implement the provisions adhered to in the design of the proposed scheme. of national policy and air pollution legislation, The policies are reflected in the relevant Agronomy in conjunction with other agencies as appropriate’; chapters of this EIS. - Part XI Strategic Assessment, stated objective Fingal County Development Plan 2005 – 2011 of the plan: ‘Improvement of air quality, minimise Section 5.4 of Fingal County Development Plan greenhouse gas emissions’. states that there is a strong and vibrant agricultural and horticultural sector within the rural area of Dublin City Development Plan 2005 – 2011 Fingal which provides significant direct and indirect The following policies are relevant to the topic employment. The horticultural sector in particular of air and climatic factors: is recognised to be a cornerstone of the national - Appendix 23: SEA of the Development Plan: production with its strong links to the Dublin The SEA assessed the plan with reference markets. The plan also recognises the amenity to a number of criteria including the value of agricultural and horticultural lands following objectives: and states that the Council will seek to provide opportunities for allotments within greenbelts C1 - maintain/promote the improvement surrounding built up areas. of air quality;
The specific objectives of the Council are: C2 - promote the minimisation of greenhouse gas emissions to the atmosphere; - Policy RE01: ‘to support the maximum number of viable farms in Fingal’; C3 - reduce trip generation, trip length and the need for motorised transport; - Policy RE07: ‘to look favourably on developments functionally related to farming C4 - promote public transport and the attraction and to resist the location of non agricultural of cycling/walking. developments in proximity to agricultural Ballymun Masterplan 1998 – 2004 and horticultural enterprises where such & North Ballymun Local Area Plan (2005) developments may have a negative effect - Objective ENV 02: ‘That developments proposed on the existing enterprises’; along the M50 and adjacent to the Ballymun - Policy RAP5: ‘to actively protect and ensure M50 interchange, demonstrate how they will the continuing viability of agriculture and implement adequate mitigation measures to horticulture within rural areas and sustain protect occupiers and visitors from the negative the rural character of the countryside as a effects of noise and air emissions related to valuable resource’. road and air traffic’.
Dublin Regional Air Quality Management 4.3.7 Air and climatic factors Plan 2002 - Defines limit values for pollutants in-line with The proposed alignment passes through a number applicable legislation; of administrative areas where policies relating to air pollution are defined. These policies are - It is the stated policy of the Local Authorities to summarised in this section and are adhered to in encourage a modal change from private car use the design of the proposed scheme. The policies are towards other types of travel and to promote the reflected in the relevant Air and Climatic Factors use of public transport. chapters of this EIS.
4.4 Conclusion Taking into account the policies identified in this chapter and the findings of the impact assessment, the proposed scheme conforms to the objectives of local, regional and national planning policy and to the objectives of social and environmental policy documents pertaining to the area. The proposed scheme will allow for greater sustainable development and social inclusion through the provision of a safe and integrated transport system. Alternatives
Location of crossovers and turn backs between tracks between and turn backs crossovers of Location & Ride sites Park and design location Depot access Depot Introduction concept System Main alternatives North concept Metro alternatives of the evaluation Methodology for selection Route options principal route of Development Route Central The Alternative Other alternatives alternatives of Consideration Square Parnell design Engineering and architectural stops Proposed alignment and vertical track Horizontal lternatives
5.5.3 5.5.4 5.5.5 5.5.6 5.2 5.2.1 5.2.2 5.3 5.4 5.4.1 5.4.2 5.4.3 5.4.4 5.4.5 5.5 5.5.1 5.5.2 A 5.1 05
Alternatives Page 41 Iarnród Éireann Link Éireann Iarnród the 21, Transport of the approval Prior to use either to have necessarily The link would the existing northern line or the the existing suburban rail access the city line to suburban rail Maynooth on the impact negatively This would centre. used. line is whichever capacity of existing Department of Transport considered the considered Transport Department of the the airport a link to from of alternative approved not This was network. Éireann Iarnród the Government’s achieve to as it failed In North project. the Metro for objectives not would Link Éireann particular the Iarnród north Dublin for system as a commuter serve people serve only city and county and would the between connections direct make wishing to and the airport.city centre
a) During the development of the Metro North the Metro of During the development Transport the announcement of prior to scheme system different fundamentally 21 a number of in favour and rejected examined were concepts in this is explained which concept, the metro of been have which The principal alternatives chapter. them in each rejecting for and the reasons studied as follows: case are
Concept stem
5.2 Sy Main alternatives 5.2.1 has been planned as a scheme The proposed in found networks the metro similar to metro It Dublin. to similar size cities of European many of sections the busiest along segregated is fully and and Swords the city centre between the route in the outer crossings road number of has a limited north Swords. suburban areas of during engineering and architectural design; and design; during engineering and architectural studied then outlines the principal alternatives for during those phases and the main reasons options. the chosen This chapter describes the methodology used for describes the methodology used for This chapter identified the principal alternatives evaluating and subsequently selection during the route 5.1 Introduction 5.1 the metro concept. metro the alternatives considered and the reasons for choosing choosing for reasons the and considered alternatives environmental effects. This chapter outlines the main main the outlines chapter This effects. environmental reasons for its chosen option, taking into account the the account into taking option, chosen its for reasons studied by the applicant and an indication of the main main the of indication an and applicant the by studied EIS contains an outline of the main alternatives alternatives main the of outline an contains EIS Section 39(1) (d) of the 2001 Act, requires that an an that requires Act, 2001 the of (d) 39(1) Section
Maglev the Metro for study the feasibility During North scheme, RPA were invited to consider a consider to invited were RPA North scheme, (Maglev) system guided levitated magnetically Since it these systems. of a manufacturer by service commercial into introduced first was this ago Birmingham Airportat 20 years about in Germany been developed has technology long high-speed very for Japan primarily and expensive be very would Maglev travel. distance track and complex has a slow implement, to a represent would mechanism, switching meet not would risk and technical significant short travel distance relatively the need for for within the airport or the requirement corridor be would system A Maglev further extensions. these For with Luas. integrate ever to impossible rejected. was concept a Maglev reasons, d) 5.2.2 Metro North concept 5.2.2 Metro state is a high performance scheme The proposed combine good designed to system the artof metro times with journey accessibility and competitive unit low and relatively productivity of high levels good by This will be achieved costs. operation of modern and the use specification careful design, equipment and systems. rail-based transport urban capacity high are Metros completely are these systems Historically, systems. running in tunnels, traffic road from segregated ground at corridors fenced or in fully on viaducts not are system accessing the and passengers level These systems tracks. the of any cross to allowed signalling system type using a railway operated are to either giving indications by movement control to directly or by proceed to when it is safe the driver the vehicle. controlling the achieve to developed were systems rail Light costs. lower at much system of a metro benefits driving but on special sight line of These involve bus lanes with lanes in a manner similar to tram of of a line The principle lights. traffic priority at is movement the speed of is that system sight one can stop that such the driver by controlled This is one can see is safe. that within the distance Such on a public road. drives a car the manner that a of the characteristics some of have often systems for or viaducts in tunnels operate they in that metro part their length. of is a system of when a definition is no exact There modern metro Increasingly, railway. or a light metro rail light of elements key incorporating are systems in the Midland Metro this are of Examples systems. and Oporto Metrolink the Manchester Birmingham, sections. running street all have which Metro
Fully Automated Metro Automated Fully the French like railway automated A fully While the Pre-Metro concept has significant concept the Pre-Metro While Pre-Metro setting Government As part its submission to of An underground railway line to the city centre centre the city line to railway An underground VAL, Paris Meteor, Canadian Skytrain or the Skytrain Canadian Meteor, Paris VAL, to trains enable would Metro Copenhagen systems Such without a driver. be operated security and intruder of high levels very require used for generally only and are detection can justify which routes, concentrated highly Although involved. the higher capital costs be a fully to be upgraded could the scheme this a significant cost, at railway automated the development to be a major constraint would extensions future any and to West Metro of be not would This approach North. Metro of and the future with Luas integration compatible North link with the Luas to Metro of extension involved the technology In addition, Line. Green sources or three two from be procured can only to have would and once selected internationally Competition extensions. all future to be applied these For limited. be very would stage that at concept metro automated a fully reasons, rejected. was advantages in terms of initial capital cost, initial capital cost, of in terms advantages metro bring it up to to investment the overall the exceed to is likely in the future standard standard metro to building of capital cost would upgrade The future outset. the from the example for involving disruptive, be very with sections running street of replacement term long require to and is likely tracks, elevated it is service while the metro to interruptions the Pre-Metro these reasons, For implemented. rejected. was alternative out the case for Metro North, RPA studied the studied RPA North, Metro out the case for A system. a Pre-Metro building of alternative similar in concept be more would Pre-Metro of Luas with a high degree existing the to it Importantly, running. street unsegregated through segregation future of be capable would the infrastructure. to alterations built to Iarnród Éireann track gauge and gauge track Éireann Iarnród to built use to the need avoid would gauge structure communities serve could lines and existing incur a line would Such the route. along due costs infrastructure higher significantly higher envelope, clearance the increased to standards and design loading structural to apply difficult be extremely It would required. through route curved tightly the proposed to ever to impossible be and would the city centre adapt to difficult be would It Luas. with integrate stops, spaced city centre the closely serve to North. Metro for proposed are which
c)
b)
Chapter 5 Page 42 Alternatives Page 43
evaluation the for y efficient system; system; efficient protected structures; protected archaeology; environment; the natural and landscape; townscape noise; human beings. air quality; Compliance with transport Compliance with transport including impacts Minimising environmental benefits; social and economic Generating integration; quality transport good Delivering costs; capital and operating Optimising and operationally a safe Delivering and minimising risk efficiency Achieving during construction. congestion and associated pollution problems; pollution and associated congestion and landuse strategy; alternatives
------The main alternatives considered for the proposed the proposed for considered alternatives The main a multi-criteria using evaluated were scheme the by is recognised This approach analysis. and is consistent Transport Department of lines. Luas with the methodology for used ------ethodolog 5.3 M of worldwide practice best It is also considered or similar projects. the proposed to with respect objectives RPA’s are: scheme It was considered that these were of a generally a generally of these were that considered It was equally. weighted all therefore and importance equal minimising the of the objective meet To with the principal associated impact environmental evaluated all were considered, alternatives performance the same environmental against as Metro such scheme A railway measurements. in result to is likely nature its very North by during its impacts certain negative and positive impacts Construction and operation. construction short and localised term a comparatively of are through managed are rule and as a general nature practice. management design and site appropriate as part in detail this of addressed These are Impacts (EIS). Statement Impact Environmental and its with the insertion the scheme of associated These are in nature. long-term more are operation implementation design, sensitive through managed and ongoing measures mitigation appropriate of the system. of and maintenance operation the main alternatives evaluate to Consequently, the perspective an environmental from considered impacts long-term on the potential was focus on: the scheme of
full provision in the design of the stops for for the stops in the design of provision full the location and design of stops to facilitate facilitate to stops and design of the location provision for transfer to and from domestic and domestic and from to transfer for provision the backbone of an urban network which which an urban network of the backbone Integrated multi-modal ticketing Integrated transfer between metro, light rail, suburban rail, suburban rail, rail, light metro, between transfer together car and bicycles private bus services, access on foot with good international air services at the Airport air services at international incorporates the proposed Metro West line line West Metro the proposed incorporates and Luas Metro of integration and the future the tunnel use of will make services which in the future section
- - - - a railway type signalling system and a line system type signalling a railway system. sight of a frequent will provide scheme The proposed relatively for will be attractive service which including urban area, within the short journeys modes other from changing involve those which interchanges. or bus & Ride car parks Park at minimise to headways close of The maintenance the to been key times has waiting passenger Luas and is an importantsuccess of part the of The scheme. the proposed for concept system services using frequent emphasis is on operating trains than long rather length moderate of trainsets Capacity will be intervals. infrequent relatively at the peak service increasing time by over increased to minutes four from progressively frequency minutes. two in a fully role a key will play scheme The proposed Dublin. for public transport system integrated will include: Integration The vast majority of the route is fully segregated, segregated, fully is the route of majority The vast to the city centre from route the entire including grade at is one there North Swords of Swords. for and provision a public road, of crossing into will be integrated which crossings additional at centre town planned new the of the streetscape the for economically caters The design Lissenhall. low a of typical are which flows passenger forecast as Dublin. medium density city such to both using operate North is designed to Metro
Chapter 5 Finally, three corridor length metro route options: 5.4 Route selection West, Central and East; were short-listed between
the city centre and Dublin Airport. These route options are illustrated in Figure 5.1. As part of this 5.4.1 Development of principal route options study, two stop options were identified at Dublin The study of alternative route options generally Airport and two alternatives were short-listed for concerns itself with the identification and the route from Dublin Airport to Swords. These evaluation of the broad route corridors and alternatives are illustrated in Figure 5.2. principal destinations that the scheme will In late 2002, RPA advised Government of the serve, rather than precise stop locations or track options for a metro system serving these corridors. alignment. The main vertical alignment alternatives: In response to Government concerns, initially with tunnel, viaduct or surface running, are also regard to the affordability of the scheme, and later considered at this stage. with regard to the quality of interchange in the city In late 2001, RPA appointed Parsons Brinckerhoff centre, RPA considered alternative routes for the (PB) to carry out a detailed feasibility study for city centre section. Cost savings were achieved the proposed Metro North line identified in A by straightening the route and thus shortening Platform for Change between Dublin city centre the length of tunnels; and by eliminating one of and Dublin Airport. The scope of the study was the proposed city centre stops. Three options for to identify and assess constraints and system interchanging with the DART at Tara Street: the design requirements, route options and emerging D’Olier Street, Hawkins Street and Tara Street preferred routes for this section of Metro North options, were developed. These alternatives removed and for potential extensions to Blanchardstown, a potential duplication with the proposed Iarnród Swords, Tallaght and Shanganagh (via the Luas Éireann Interconnector, and eliminated significant Green Line). construction difficulties at Connolly Stop. The study of possible routes from the city centre The feasibility study and subsequent consultation to Dublin Airport moved from a large number of with Government resulted in a number of short- route options identified in the airport corridor to listed options for each section of the route from the three emerging corridor length routes for more city centre to Swords, as summarised in Table 5.1. detailed definition and assessment. Initially, this To facilitate consultation on the routes, the effort involved review of completed studies by the route options in each section were consolidated Dublin Transportation Office, Iarnród Éireann, the into three end-to-end route corridors, labelled Dublin Airport Authority (then Aer Rianta), Fingal the West Route, the Central Route and the East County Council and Dublin City Council, as well Route. However, some of the section options as stakeholder interviews and workshops. Next, were interchangeable and the consultation a more in-depth examination of route options, documentation indicated that the final route issues, impacts and opportunities in local areas selected may be a combination of the routes was conducted. Further considerations such as shown. The three end-to-end routes, illustrated in demand, cost and environmental aspects were Figure 5.3 were included in the Metro North route examined for each of the route corridors. consultation map, published in February 2006.
Table 5.1 Short-listed Metro North alignment options between city centre and Swords Route section Options City centre a) St. Stephen’s Green to Parnell Street via Tara Street b) St. Stephen’s Green to O’Connell Street via D’Olier Street c) St. Stephen’s Green to O’Connell Street via Hawkins Street City centre to Dublin Airport a) West corridor, via Broadstone and Finglas b) Central corridor, via Glasnevin and Ballymun c) East corridor, via Drumcondra and Santry Dublin Airport a) Underground stop adjacent to the existing terminal and the proposed second terminal b) Elevated stop located approximately 800m to the east of the terminal (located differently on the East and Central corridors) Dublin Airport to Swords a) Via the R132 to terminate at the Lissenhall interchange or in the lands to the west of this interchange Page 44 b) Via Nevinstown and the R132 to terminate at the Lissenhall interchange or in the lands to the west of this interchange. Alternatives
Figure 5.1 Route options Source: Parsons Brinckerhoff (Ireland) Ltd. and RPA Page 45 Chapter 5
Figure 5.2 Dublin Airport to Swords route alternatives Source: Parsons Brinckerhoff (Ireland) Ltd. and RPA
Figure 5.3 Dublin Metro North Options Page 46
In response to these issues RPA instructed its Alternatives 5.4.2 The Alternative Central Route technical advisers to investigate the feasibility of an alignment between Drumcondra and DCU and An additional route option was developed by RPA the feasibility of replacing the D’Olier Street and in response to public consultation. This route was O’Connell Street Upper stops with a single stop a variant of the Central Route, differing in the in O’Connell Street Lower. This work formed the following respects: basis of the Alternative Central Route, illustrated - the D’Olier Street and Upper O’Connell Street in Figure 5.4, which was published for public stops were combined into a single stop at Lower consultation in June 2006. O’Connell Street (now O’Connell Bridge Stop) This alternative was further bolstered by receipt - the alignment from O’Connell Street followed of additional feedback as follows: the East Route to Drumcondra before crossing - Strong local preference exists for a stop at back to rejoin the Central Route at DCU via a Drumcondra as opposed to Botanic Road. RPA new stop on Griffith Avenue met with the Iona and District Area Residents’ The consultation feedback leading to the Association in May 2006. This Association development of this route option included represents residents living between Botanic the following: Road (the alignment of the Central Route) and Drumcondra (the alignment of the Alternative - Very high quality interchange with the Maynooth Central Route), between the Royal Canal and the railway line is considered essential. This issue Tolka River. They stated their strong preference was raised by a number of members of the for the Drumcondra stop over the Botanic general public as well as key stakeholders Road stop. One of the key factors behind their and representative bodies. These included preference was a desire to offer an alternative submissions from the DTO; the rail users’ means of access to Croke Park on major event group, Platform 11; and Dublin 15 community days. A considerable amount of illegal parking groups who are regular users of the Maynooth occurs in their area on these days causing railway line. significant safety hazards and inconvenience to - A new station on the Maynooth railway line the local community. at Prospect (where the Central Route crosses - Lands at DCU on Griffith Avenue will be made the railway) to provide interchange with the available by the University as an alternative proposed scheme, is unlikely to be developed construction and stop location site. RPA due to construction and operational difficulties. met with DCU in May 2006. They expressed Such a station would be operationally a strong preference for a metro that served inefficient, technically difficult to construct and both Drumcondra and DCU as it would provide not commercially viable. A railway station at a linkage between the university campus in this location had previously been considered, Ballymun and their associated colleges in but not taken forward. In its feedback, Iarnród Drumcondra (St. Patrick’s College and Éireann also noted that there was a relatively Clonliffe College). low catchment area and low redevelopment potential around this potential station location, which was less than the desired 1km separation 5.4.3 Other alternatives from the next station at Drumcondra. A detailed submission was made on behalf of a - A number of submissions were received from developer-led consortium (the Metro East Alliance) the general public in support of an additional in relation to a proposed variant to the East Route. metro stop between the Botanic Road and DCU The variant, also supported by Beaumont Hospital, stops to serve the areas around Griffith Avenue. consisted of:
- There was strong demand for improved - A deviation of the East Route through interchange with the Luas Red Line from the Clonshaugh Industrial Estate with an additional general public and key stakeholders such as the stop at Kilmore (approximately 1km from DTO and Platform 11. Beaumont Hospital).
- RPA met with Trinity College where they - Options for connecting the East Route to an expressed their strong concerns about the risk underground stop at Dublin Airport or an of damage to historic buildings and the potential elevated stop closer to the airport terminal. conflict between the Metro North infrastructure - Running at ground level between Whitehall and and the piled foundations of the Usher Library Santry, instead of on an elevated structure. and disruption during construction. Trinity College subsequently submitted a response setting out these concerns in greater detail.
- Dublin City Council and Bus Átha Cliath had concerns over major road closures in D’Olier Page 47 Street and O’Connell Street due to large scale cut and cover stop construction at these locations. Chapter 5
Figure 5.4 Alternative Central Route
The Dublin City Business Association proposed that the Upper O’Connell Street stop be relocated 5.4.4 Consideration of alternatives to the plaza of the Department of Education The Alternative Central Route scored strongly on Marlborough Street. This proposal was also against the other route options under almost all supported by the Dublin Chamber of Commerce, assessment criteria and was thus selected as the Clerys and Eason’s. The main arguments in favour of preferred route. A summary of the assessment is this variant were that it would avoid construction on given in Table 5.2. O’Connell Street and it was perceived that property in public ownership would be more easily available for public transport development.
Table 5.2
Criteria Key issues Compliance with transport The Fingal Development Plan 2005 – 2011 provides for a metro route and land-use strategy through the county. In response to statutory consultation, Fingal County Council stated a preference for the metro route to provide a direct link between the strategic development sites of Swords, Metropark, Ballymun and DCU and from there to the centre of Dublin. Only the Central and Alternative Central Routes, which serve Ballymun and DCU, fully meet these objectives. The West Route partially meets these objectives as it serves Metropark and Swords, but not Ballymun or DCU. The East Route and the East Route Variant fail to meet these objectives. In response to statutory consultation, Dublin City Council stated a preference for the metro route to serve Ballymun and DCU to underpin the significant investment in Ballymun, a prime urban centre in the City Development Plan. Only the Central and Alternative Central Routes fully meet these objectives. The West and East Routes and the East Route Variant fail to meet these objectives. Dublin City Council also stated a preference for a route which provides access to the metro system both north and south of the River Liffey. The Marlborough Street variant fails to meet this objective... Page 48 Criteria Key issues Alternatives Minimising The West Route Option was evaluated as the least favourable of the environmental impacts four route options examined. At just over 22km in length it included approximately 5.5km of tunnelled sections and 8.5km of elevated sections. Being the longest route with the lowest percentage of bundling (15%) (tunnelled sections running parallel with or within existing road infrastructure), the West Route Option shows the highest concentration of major environmental constraints and by far the highest potential loss of habitats (along more than 3km). The evaluation suggests that there is a very high risk of discovering archaeological hot spots in the medieval part of the inner city over a distance of more than 1.4km. In addition some 39 protected structures are potentially affected by the West Route Option, 9 being within the at-grade or stop sections. The West Route Option is the only route option which crosses over the Royal Canal and the River Tolka. The structures will result in a visual barrier which will change the overall landscape character of these Conservation Areas. The West Route Option also has the greatest amount of greenfield land- take. The West Route Option would result in 5km of new severance. The East Route Option was evaluated as the third preferred option. It is the shortest and has an overall tunnel length of 5.1km. As this route option is bundled with the M1 up to Clonshaugh, first in tunnel (in the city centre sections) and then at-grade, there are no major constraints up to the M50 roundabout apart from the archaeology in the inner city. From south of the River Liffey to the proposed Mater Stop, the East Route Option crosses 2 areas of very high, and 4 areas of high, risk in discovering archaeological finds which can potentially lead to time delays and extra costs. The total length of archaeological risk areas passed is in the order of 3km and thus the East Route Option ranks as the least favourable. The route passes by 50 protected structures, with two inside proposed stop locations. The East Route Option requires high bridges over the M50 and the M1 and is likely to have visual impacts in a wide area to the north and east and thus will significantly change the existing townscape. The route also crosses a sports ground and pitch and putt course which will likely lose part of their playing areas through land-take and severance. The East Route Option would result in 4.1km of new severance. The East Route Variant follows the same route as the East Route for much of its length and is likely to have similar impacts to the East Route. The Central Route Option is ranked second. It has a high percentage (32%) of tunnelled sections and some 8km (47%) running in parallel with or within existing road infrastructure (i.e. bundled). This results in a comparatively low number of major constraints, as there is a reduced level of landuse change, greenfield land loss or new severance. Thus the Central Route Option has the best potential to reduce the net impacts of the proposed scheme. The inner city section of the Central Route Option may impact on approximately 860m of very high risk archaeological areas through cut and cover construction and associated infrastructure. Between the River Liffey and the Mater Hospital the route has the potential to impact on up to 49 protected structures, though only 5 such structures are within the proposed stop locations. The likely loss of habitat for fauna and flora on the Central Route Option (65m) is significantly less than the West Route Option (3.2km). The Central Route Option would result in 0.9km of new severance. The Alternative Central Route Option is the best overall performing route. It is almost identical to the Central Route Option in its tunnel sections and bundling effects. There is the potential to encounter very high risk and high risk areas for archaeology but the length affected in total will be 800m shorter than that of the Central Route Option. The overall number of protected structures within a 30m corridor width
is 59 of which only 4 are within proposed stop locations. Page 49 The likely loss of habitat for fauna and flora on the Alternative Central Route Option (65m) is the same as the Central Route Option. Chapter 5 Criteria Key issues Generating social and The Alternative Central Route performs best in terms of forecast economic benefits patronage on Metro North and in terms of generating patronage on the full public transport network. The West and Central Routes perform next best in terms of patronage while the East Route and the East Route Variant perform worst of all. The West Route, being the longest, has the greatest overall catchment and serves the highest number of disadvantaged people in terms of unemployment and education level. The Alternative Central is ranked second in this respect, closely followed by the Central Route. The East Route offers significantly less benefits in this regard, though the East Route Variant offers some advantages over the East Route, as a result of the introduction of an additional stop at Kilmore. All routes are broadly equal in terms of serving inner city RAPID (Revitalising Area by Planning Investment and Development) sites. The Central and Alternative Central Routes serve the largest RAPID site in the study area at Ballymun. The West Route serves the RAPID area covering Finglas West and North. The East Route and the East Route Variant serve no RAPID sites outside the city centre. The Alternative Central Route had the highest benefit to cost ratio, closely followed by the West Route. The East Route had the lowest benefit to cost ratio. Insufficient cost information was available on the East Route Variant to carry out a full cost benefit analysis of this option. Delivering good quality All routes terminate at St. Stephen’s Green in the city centre and are transport integration thus considered neutral in terms of interchange with the proposed Interconnector and with the Luas Green Line. The Alternative Central Route offers significantly better quality of interchange with the Luas Red Line than all other routes. The Marlborough Street Variant performs poorly in terms of interchange with this Line. The Alternative Central Route, the East Route and the East Route Variant all have excellent interchange with the Maynooth Suburban Railway Line at Drumcondra. This is a strategically important interchange given the role of this line in the proposed restructured DART network. The Central and West Routes do not interchange directly with this line and interchange from these routes would involve walk times of approximately 15 minutes. Transport 21 also includes proposals for an orbital Metro line around Dublin, Metro West. A feasible connection between the East Route (and hence the East Route Variant) and Metro West has not been identified. Assuming the East Route could be modified to achieve this connection, the overall route length of Metro West would be significantly increased, resulting in a higher capital cost and a longer journey time between Blanchardstown and the city centre, a key objective of Metro West. All other route options can accommodate interchange with Metro West. The West Route best serves the Airport terminals. However, all routes could adopt the West Route stop option at the Airport and are thus considered neutral in this respect. It is assumed that bus routes will be reconfigured to facilitate interchange irrespective of the route selected. Page 50 Criteria Key issues Alternatives Optimising capital The Central Route had the lowest capital cost, marginally less than the and operating costs Alternative Central and East Routes. The East Route Variant is longer and thus more expensive than the East Route. The West Route was significantly more expensive than other routes. Cost savings could be generated on all route options through value engineering at the design stage. All routes were considered to have similar potential in this regard. The Alternative Central Route had the lowest maintenance and operating costs, slightly less than the Central and East Routes. The West Route had significantly higher maintenance and operating costs due to its greater length. Delivering a safe The West Route has the longest journey time due to its greater length. and operationally The Central, Alternative Central and East Routes all have similar efficient system journey times. In relation to the operational efficiency of the Transport 21 network, the West Route considerably shortens the length of Metro West and offers the shortest journey time from Blanchardstown to the city centre on that line. The Central and Alternative Central Routes offer acceptable journey times on Metro West. Neither the East Route nor the East Route Variant offer an acceptable connection between Metro West and the city centre. All routes have very high degrees of segregation and are considered neutral in terms of operational reliability. Safety considerations are also considered neutral across all route options. Page 51 Chapter 5 Criteria Key issues Achieving efficiency The West Route is the longest and has the longest amount of tunnel and and minimising risk underground construction. The West Route has three separate tunnelled during construction sections which adds to the total amount of work to be managed, though offers opportunities for parallel working to reduce overall construction timescales. The West Route is the least attractive against this criterion, while the Central, Alternative Central, East and East Route Variants perform similarly. The Central and Alternative Central Routes require no significant property acquisition in the city centre. The West Route requires significant property acquisition and demolition on Tara Street. The East Route requires the acquisition and demolition of a number of significant properties on Hawkins Street. The Marlborough Street Variant is significantly worse in this respect, requiring the acquisition and demolition of 14 properties, including protected buildings at the Department of Education on Marlborough Street. In terms of construction programme and risk, the West Route is the most complex overall due to its greater length and the need to tunnel in poorer ground conditions in the city centre. It also has a significant interface risk at Broadstone, where two operational bus depots would have to be relocated prior to works commencing. The Central Route has a major interface at the Mater Hospital, where the timing of the Mater Development and the Metro would have to be closely coordinated. The Alternative Central, East and East Route Variant Routes involve constructing a number of underground stops on the strategic Swords Road corridor, though some of these could be relocated off-street. The East Route and the East Route Variant would require significant mitigation measures during construction where they cross the alignment of the Dublin Port Tunnel. The proposed location of the Whitehall stop on the East Route Variant conflicted with the Dublin Port Tunnel. In the city centre, the West Route involves the construction of an underground stop and bored tunnel in close proximity to the operating railway bridge and in poorer ground conditions than exist further west on the line of the other routes. The Central and West Routes have the most significant impact on roads in the city centre. The East Route has less impact due to the location of the station on Hawkins Street. The Marlborough Street Variant performs best in this respect as it avoids construction disruption in O’Connell Street. The Alternative Central Route, incorporating a partly mined stop at O’Connell Bridge, reduces construction disruption compared to all of the other routes which involve full cut and cover stop construction. Overall, the Alternative Central Route performs best in respect of this objective. Page 52
Stops constitute the points of access for passengers Alternatives 5.4.5 Parnell Square to the proposed scheme and ultimately to the overall Metro, Luas, DART, national rail network During consultation on route options, Dublin and bus networks. The choice of stop locations was City Council expressed a strong preference for a determined by the catchment accessibility (which metro stop which would serve the Upper O’Connell determines the actual number and location of stops Street and Parnell Street area, which would along the proposed alignment) and mobility (which underpin DCC’s regeneration objectives for this looks at the target population, network links and area. In announcing the preferred route in October interchanges). The consideration of stop locations 2006, RPA commenced a consultation process also took account of the existing and planned future on an option of providing an additional stop on development of the catchment area of the scheme the preferred route at Parnell Square. This stop alignment. Thus stop locations were considered in has significant benefits in terms of supporting relation to how they can serve existing development regeneration and serving a greater catchment in and integrate into the planned future development of the city centre. It also attracted strong support at the catchment area. consultation and was thus added to the selected route. The preferred route is illustrated in Figure 5.5. A total of 17 new stops are proposed as part of the Metro North project as follows.
Belinstown 5.5 Engineering and Belinstown Stop is located to the west of the M1 architectural design motorway and north of the Lissenhall interchange. Following the selection of a preferred route, The stop is located to serve the 2,000 space Park the engineering and architectural design stage & Ride car park at this location. The alternatives concerns itself with the identification and considered for the Park & Ride car park are outlined evaluation of detailed design options for individual below. The location of the terminus stop to the stops, and the associated track alignment between west of the M1 provides sufficient room to curve stops, along the preferred route corridor. the proposed scheme route to ensure a straight perpendicular crossing of the M1 for a future During this process of engineering and architectural extension to the Donabate area. design, environmental assessment and consultation continued and more local alternatives Lissenhall were studied and evaluated to optimise the design Lissenhall Stop is located to the west of the of the proposed scheme and mitigate potential R132 and close to the Lissenhall Interchange. significant negative environmental effects. This location is preferred by Fingal County Council. Though not shown on the current County The following categories of alternatives were studied: Development Plan, Fingal County Council wish - Proposed stop locations, access and design to see the area surrounding this stop location including the proposed Metro West interchange developed with high density commercial and residential developments – creating a new northern - Detailed horizontal and vertical track “gateway” to Swords. alignment between stops Estuary - Location of crossovers and turn backs Estuary Stop is located to the west of the R132 between tracks alongside the Balheary playing fields. A stop is - Location and design of Park & Ride car parks proposed in this location as Fingal County Council wish to see this area developed with high density - Depot location and design commercial and residential developments. The stop The alternatives studied under each category has been located to avoid encroaching onto the are summarised below, following the route from playing fields. As a result the impact on the playing north to south. areas has been minimised, but there will be some loss of trees between the R132 road and the playing fields. Reinstatement planting will be provided as 5.5.1 Proposed stops part of the scheme. The rationale behind the Metro North alignment and the provision and location of stops along the route is to provide a fast and efficient public transportation service that will facilitate existing and planned new residential and employment related uses, and which will allow an overall change in accessibility and mobility in the catchment area which it is planned to serve. Page 53 Chapter 5
Figure 5.5 Metro North preferred route Page 54 Seatown An alternative stop location west of the R132 in Alternatives Seatown Stop is located in the median of the R132, this area was considered and eliminated because it south of the existing Seatown roundabout. The severed the area of land available for development to Stop is located close to the centre of the existing the west of R132, and required significant additional residential property along the R132, and opposite structural and utilities works to pass between the the entrance to the new Dublin North Corporate Boroimhe residential area and the R132. Park industrial estate. It serves the residential An alternative stop location in the car park of the areas of north Swords as well as local retail and Airside Retail Park, east of the R132 was also business parks. Bus interchange facilities will be considered. This option was eliminated as it would provided to accommodate bus feeder services from be more expensive to construct than the option west Swords. An alternative location north of the north of Airside, would cause more disruption Seatown Roundabout was eliminated due to Fingal during construction, and did not offer such good County Council’s desire to serve development south links to public transport of the roundabout. Airport Swords Airport Stop is located underground at Dublin Swords Stop is located in the median of the R132 Airport, This stop provides easy access to the adjacent to the Pavilions Shopping Centre and existing airport terminal and the planned Terminal associated future developments, which include 2 for the forecast 30 million passengers and 20,000 plans to greatly increase the size of the Pavilions employees at the airport. The stop forms part of and create a retail park to the east of R132, the Ground Transportation Centre included in the connected to the Pavilions Centre by a plaza above Masterplan for Dublin Airport. the road and an underpass beneath the metro stop. The stop also serves Swords town centre. Two stop options were considered at the Airport Good quality bus interchange facilities will make – an elevated stop near the Great Southern Hotel, Swords Stop accessible to commuters living in west and an underground stop at the site of the proposed Swords, Malahide and Feltrim. The stop will link Ground Transportation Centre. with the Swords Quality Bus Corridor. Transport and land use and transport integration Two main alternatives were studied for this stop: criteria overwhelmingly supported the underground option at the airport. However, these criteria must - Option 1, located in the median of the R132 be considered in the context of the greatly increased south of the Malahide Road Roundabout capital cost associated with the underground option. - Option 2, located on the west side of the R132 A high quality people mover link between the Metro adjacent to the Malahide Road Roundabout in station, Terminals 1 and 2, and other key airport the Castlethorn (Pavilions) site. locations could be provided at a fraction of the additional cost of the underground station. Option 1 emerged as the preferred option overall. Option 2 was less favourable in relation to Despite the difference in capital cost, the long term accessibility and interchange with the planned benefits to passengers in terms of ease of transfer developments on both sides of the R132. Option 2 between Metro North and the Terminals and the also had greater environmental impacts associated creation of a full multi-modal public transport with negative visual effects and loss of vegetation. interchange within the airport was considered decisive. The underground option at the airport was This stop is designed with an island platform therefore selected as the preferred option. 8m wide, to facilitate future connection (by lifts and escalators) to the planned shopping and Dardistown plaza developments at its northern end. At grade Dardistown Stop is located south of Dublin signalised pedestrian crossings are also planned Airport and is on the site of a major new planned at each end of the stop to ensure adequate access. development, consisting of a mix of residential and business uses. It is expected to generate significant Fosterstown levels of employment and residential population. The Fosterstown Stop is located above road level on the 300 space Park & Ride car park located at this stop east side of the R132, close to Airside Retail Park. will allow transfer from car onto Metro North from The stop serves the residential areas of Boroimhe the M50 and from the Swords Road. This stop was and Abbeystone. Good quality bus interchange initially located partly within the Outer Public Safety facilities will be provided for feeder bus services Zone (PSZ) of Dublin Airport. The stop has been from River Valley and west Swords. A 300 space moved some 20m southwards to avoid this zone, and Park & Ride site will be provided to the east of the minimise any risk to metro and airline passengers. stop. Ramps, stairs and a lift will be provided to connect to the roadside footpaths. Access will also be provided to Airside Retail Park. A large housing development is planned on the west side of the R132, and a footbridge is provided over the road to connect this area to the stop. Page 55 Chapter 5 The tracks will be arranged to provide a 17.4m wide Option 2 was an integral part of an elevated island platform at Dardistown, which will allow option through Ballymun and was eliminated, any future Metro West line to replace the centre along with that option, for reasons of visual of the Island, providing an interchange stop. The intrusion and severance. northbound Metro North track will be lowered south Option 3, west of Ballymun Road, was eliminated of the stop, to facilitate the future grade separation because its passenger catchment area overlapped of any Metro West connection. The level differences with that of the Ballymun Stop; the stop would be will also help to minimise the land-take of the delta less accessible as the platforms are below ground junction that will be required to allow Metro West level; it would cause greater disruption during to run direct services to the City centre. Metro West construction as it involves two additional crossings will eventually pass over the Metro North tracks so of the northbound carriageway of the R108; and as to allow its bridge to be constructed along with because it was more expensive. its tracks, with minimum disruption of Metro North services. Similarly, the Metro North infrastructure Option 1 best serves the existing high density north of the stop, has been designed so as to residential area of Northwood and maximises facilitate any future extension of Metro West the patronage at minimum capital cost and with eastwards toward Malahide. least disruption during construction. This option is supported by Fingal County Council. For these Four alternatives were considered at this location. reasons option 1 was chosen as the preferred option. - A single island platform shared with Metro West Ballymun - Three platform faces, one for Metro West Ballymun Stop serves the new Ballymun Town services only Centre. Located conveniently close to the Civic Plaza in the heart of Ballymun, the stop provides - A two level stop with an island platform easy access to local amenities including the Civic for Metro West and Metro North Centre, Ballymun Shopping Centre and the Axis - Four platform faces, two for Metro West Theatre, as well as serving the large community and two for Metro North. in the area. Bus interchange with the Ballymun Road Quality Bus Corridor is provided at this stop. The four platform face solution was chosen The alternatives for this stop are linked to the because it allowed greater operational flexibility alternative vertical track alignment options and are than a single island platform and the three detailed in the alignment section of this chapter. platform face solution, and occupied less land than the two level stop. DCU DCU Stop serves local residents, the 10,000 Northwood students and staff at Dublin City University and the Northwood Stop serves the area of North 1,800 seat Helix Theatre. High quality feeder bus Ballymun, zoned for significant redevelopment, links along Collins Avenue will provide easy access which is expected to generate high levels of new to Metro North for the communities of Beaumont, employment in the area. The proposed scheme Whitehall and Finglas. will link the planned science and technology parks in the area with major educational institutions, Four alternatives were considered for DCU stop: including Dublin City University and Trinity - Option 1: Open air stop on Ballymun Road College. An 8m wide island platform has been provided at this location to facilitate connections - Option 2: Underground stop on Ballymun Road to possible future development over the stop. The - Option 3: Open air stop in Albert College Park stop orientation has been optimised to minimise impacts on the development site immediately - Option 4: Underground stop in Albert to the south. College Park Three alternatives were considered Options 3 and 4 had significant environmental for Northwood Stop: impacts including loss of amenity and landscape at Albert College Park, and had significant visual - Option 1: An at-grade stop east of R108 impact for residents on Ballymun Road. Options 1 Ballymun Road and 2 avoid the long-term environmental impacts - Option 2: An elevated stop above the central on Albert College Park (through loss of habitat) reserve of R108 Ballymun Road and also have less visual impacts for residents on Ballymun Road, but have potential for long term - Option 3: An open cut stop west of R108 noise associated with the operation of the stop. This Ballymun Road and closer to the R108 Santry impact is less with Option 2 than with Option 1, so Avenue junction. that Option 2 is preferred. The impacts are further mitigated by moving the stop slightly south so that its northern entrance is further away from Albert College Court and its southern entrance is inside the grounds of a disused presbytery. Page 56 Griffith Avenue Mater Alternatives Griffith Avenue Stop is located on the Dublin Mater Stop serves the Mater Hospital, which City University lands off Griffith Avenue. This has been selected as the site for the planned stop is easily accessible to the residential areas National Children’s Hospital. This stop serves in the surrounding area, including the areas of local communities in the Dorset Street area and in Drumcondra Road Upper, St. Mobhi Road and Home Phibsborough. The stop also provides convenient Farm Road. It will also link the planned university access to Mountjoy, where a major redevelopment facilities on this site with the main Dublin City is being planned. The stop will link with the Quality University campus and with the planned science Bus Corridor on Dorset Street. and technology park in north Ballymun. Two options There were a number of feasible design and location were considered for Griffith Avenue stop. These alternatives considered in relation to this stop: options were associated with the alternative alignment options for the tunnels between this stop - Option 1: Cut and cover box under the and Drumcondra and the selection of the preferred Mater Hospital car park stop is discussed below in the consideration of - Option 2: Cut and cover stop to the west alignment options. of Dorset Street Drumcondra - Option 3: Mined stop under Dorset Street Drumcondra Stop is an important interchange stop on the proposed scheme. Commuters on Option 1 is the preferred option as it minimises the Maynooth suburban rail line will be able to construction risk and the potential for disruption. interchange at this stop to access the heart of Due to the requirement to demolish twenty the city centre or to travel to Dublin Airport. The residential properties in the case of Option 2 stop serves local residential communities, the and the risks associated with mining a stop in educational institutions at St. Patrick’s College and boulder clay in the case of Option 3, these options Clonliffe College, and Croke Park. The stop will link were eliminated. with the Quality Bus Corridor on Drumcondra Road. Parnell Square Five options for the stop at Drumcondra Parnell Square Stop serves the Rotunda Hospital were considered: and the Parnell Square and O’Connell Street Upper area, which is to undergo regeneration in the - Option 1: Mined Stop beneath Drumcondra Road coming years. The Parnell Square Stop is located - Option 2: Partial mined/cut-and-cover Stop predominantly beneath the east side of Parnell in land adjacent to St. Joseph’s Avenue Square and partially in the Rotunda Hospital lands. The design of the box extends from north - Option 3: Cut-and-cover Stop beneath of the Gate Theatre up to the north east corner Drumcondra Road of the square, with both entrances adjacent to - Option 4: Mined Stop under St. Joseph’s Avenue the Rotunda boundary on Parnell Square East. It was found that the area available beneath - Option 5: Cut-and-cover Stop in land adjacent the carriageway of Parnell Square East alone to St. Joseph’s Avenue could not accommodate the entire footprint of Option 1, 2, 3 and 4 were eliminated due to the stop structure. Consequently the possibility engineering, construction and traffic impacts. of extending parts of the stop box beyond the Option 5 was identified as the preferred option carriageway beneath Parnell Square East into the for the follow reasons: adjacent properties and lands owned by others was considered as follows: - It avoids having a construction site located on a major traffic artery - Option 1: to locate the stop entrances within the Ambassador building; - It avoids major disruption to utilities on Drumcondra Road. - Option 2: partially beneath the Rotunda and the Garden of Remembrance grounds; - The length of time required to construct a cut- and-cover Stop adjacent to St.Josephs Avenue - Option 3: partially beneath the carriageway will be less than an equivalent structure in of Parnell Square North, and the Garden Drumcondra Road. of Remembrance;
In addition non-construction related - Option 4: beneath the full extent of Parnell benefits include: Square East with entrances on Parnell Square North and Parnell Street; - Allowance for a holding area for crowds from Croke Park. - Option 5: fully beneath the carriageway on Parnell Square East for the full width of the road - Allowance for connection to existing with stop entrances located along the boundary Drumcondra Rail Station with the Rotunda; - Potential to redevelop area above Stop - Option 6: partially beneath the carriageway on Page 57 Parnell Square East and partially within the grounds of the Rotunda Hospital. Chapter 5 Options 1, 2 & 3 were eliminated as the impacts on St. Stephen’s Green the Ambassador, the Rotunda and the Garden of St. Stephen’s Green Stop is the city centre terminus Remembrance would have been too great. of the proposed scheme and serves the retail district around Grafton Street and the business Option 4 & 5 were eliminated because of difficulties and tourist areas surrounding St. Stephen’s in traffic management during construction at the Green. Passengers will be able to transfer to the junction at the north east corner of the square, the Luas Green line to Sandyford and to a planned requirement to maintain a bus lane and emergency railway station on the proposed Heuston to access to the Georgian terrace on Parnell Square Spencer Dock Interconnector. The Interconnector East and to the rear of the Gate Theatre for the full will allow passengers travelling from the Kildare duration of the works. rail corridor to get to Dublin Airport with a single Option 6 was selected as it takes due cognisance interchange at St. Stephen’s Green. The Stop design of stakeholders’ requirements, area constraints accommodates the future construction of the Luas and Masterplans in the area. Furthermore, while Green line extension to O’Connell St (Line BX), and Option 6 encroaches into the hospital grounds this makes provision for the extension of the running is unavoidable if a bus/emergency access lane is tunnels south of the Stop in the future. to be maintained along the east side of the stop The choice of the precise location and orientation during construction and the impacts on the Garden of the stop at St Stephen’s Green was complicated of Remembrance and Parnell Square North are to by the limited availability of space, the multiple be avoided. uses of the area, and its importance as a national O’Connell Bridge heritage site. O’Connell Bridge Stop is situated at the very heart An initial location for the Stop was considered of Dublin city, beneath the River Liffey. Exits to the beneath St Stephen’s Green West, but the south of the river will provide ready access to the disruption to the Luas system, the potential effect popular Temple Bar district, to Trinity College, to bus on nearby buildings, and nuisance to the working services on D’Olier Street, Hawkins Street and the and visitor population of the area were substantial. Quays and to DART and suburban rail services via A second option, partly in the street, and partly a short walk to Tara Street. Exits to the north of the within the western boundary of St. Stephen’s Green river serve the busy retail areas around O’Connell was therefore investigated. However this option Street, including Henry Street, Talbot Street and caused disruption of the Green and its heritage Abbey Street. Metro North passengers will be able to features, whilst still having significant impacts on transfer to the Luas Red line to Tallaght at this point. users of LUAS and of St Stephen’s Green West. Large structures are required below ground level on each side of the river to accommodate passenger Discussions with the owners of the Green (the circulation and stop operational equipment. OPW) and careful mapping of the trees and features of the park indicated that work fully inside Two main options for the layout of the underground the park could be allowed, provided the most structures in Westmoreland Street were considered: sensitive vegetation was avoided or protected. In - Option 1: with shorter structures below D’Olier particular construction in the area of the north Street and Westmorland Street west or Upper Pond was identified as having least potential impact on the Green, and an - Option 2: with a single longer structure below area of ancient woodland west of the pond was Westmorland Street identified as of great ecological importance, and Both options require structures beneath O’Connell could not be disturbed. It was also concluded that Street, on the north bank of the Liffey. important features, such as the Pullham Rock, statues, railings and the Fusiliers Arch could be Option 1 was eliminated because it required very removed, stored, and replaced at the conclusion complex traffic management arrangements to of construction. Vegetation could be renewed after construct, resulting in a longer period of disruption, construction. An area available for construction and more disruption than Option 2. within the Green, centred on the Upper Pond, was therefore delineated and options within the Green were considered. Page 58 Seven feasible design alternatives for the St. Option 7: This option is the same as Option 6, Alternatives Stephen’s Green stop were identified and studied but the Interconnector running tunnel is moved in conjunction with the Interconnector design further north under St. Stephen’s Green North, team, in order to minimise the combined impacts closer to the existing buildings. of both schemes. All options included a ticket hall The options were evaluated by means of a weighted under the junction of Grafton Street, South King multi-criteria analysis. Options 2 and 7 scored best, Street and St. Stephen’s Green North and West. followed by option 3. However option 7 required This allows the stop entrances to be closer to the the provision of entrances alongside the boundary busiest public area, provides sufficient space for railings of St Stephen’s Green North and St Stephen’s a combined Interconnector and Metro ticket hall, Green West, which was unacceptable to OPW. and, because the ticket hall is of shallow ‘top-down’ construction, allows the early return of the area to The preferred option was therefore a combination public use. It is also possible to maintain adequate of Option 2, keeping the stop as far south as access for pedestrians and service vehicles during possible, and Option 3, with a loop for LMV turn construction of the ticket hall. All options allow for back, and a single island platform. The loop interchange with the Interconnector platforms via configuration was found to be more efficient for the escalators and lifts from the concourse level. operation of services, and to have less direct impact on the Green, because it removed the need for a The seven options studied were: side platform thereby reducing the width of the box. Option 1: Entrances to the stop are located on A single island platform also allowed access from Grafton Street, on St. Stephen’s Green North and ticket hall directly to the Interconnector, which is on St. Stephen’s Green West with two escalators preferable for wayfinding purposes. per entrance. The entrances are located close Finally, an analysis was undertaken of the layout to the buildings on St. Stephen’s Green to allow of entrances to the stop. As a result, it was decided vehicular access to continue after construction. to replace the escalators at the end of O’Connell It has an island platform and a side platform to Street with sets of three escalators in both St. allow it to be a terminus stop. Stephen’s Green North and St. Stephen’s Green Option 2: Entrance to the stop is via a bank West. This was preferred by Dublin City Council, of three heavy duty London Underground allowed better access for service vehicles at the Specification escalators at the Grafton Street end of Grafton Street, and more open views to and junction. The stop box is moved south by from the Green. six metres relative to Option 1 to allow the escalators to be located as far as possible 5.5.2 Horizontal and vertical track alignment from the buildings on St. Stephen’s Green. This requires the area around the stop entrances The track alignment provides the links between the to be pedestrianised. This option has the same stops along the route. In general, the track alignment platform arrangement as Option 1. is designed to follow the straightest line and hence provide the fastest and most efficient service Option 3: Entrances are located similarly to between stops, subject to other constraints on the Option 1. The stop has a simple island platform route. The track alignment is also designed so as arrangement with a loop south of the stop for not to negatively impact on existing and planned turn back of LMVs. This arrangement reduces new residential and employment related uses. the overall size of the cut and cover box in the Green. Belinstown to Lissenhall The track alignment follows the most direct route Option 4: Entrance to the stop is via a bank of from Belinstown Stop to Lissenhall Stop. three escalators at the top of Grafton Street and staggered single escalators on St. Stephen’s Lissenhall to Estuary Green North and West. The stop has an island The track alignment crosses the Broad Meadow platform and a side platform as per Option 1. and Ward Rivers just to the west of the R132, using the line of the old Belfast road. These rivers Option 5: Entrance to the stop is via a bank of share a shallow flood plain, which develops to three escalators on St. Stephen’s Green North. the east of the R132 into the Malahide Estuary The stop box is moved south by six metres Special Protection Area. The Malahide Estuary is relative to Option 1. This option has an island a particularly important wildlife habitat and an platform and a side platform as per Option 1. EU registered site for migratory birds. Bats and Option 6: Entrance to the stop is via three otters are known to frequent the route of the Broad banks of three escalators: one at the top of Meadow River. Grafton Street and one each at St. Stephen’s Green North and West. In this option the north and west entrances emerge on the footpaths alongside the Green in the demise of the OPW. This option has an island platform and a side
platform as per Option 1. . Page 59 Chapter 5 To minimise impacts in this area the track Estuary to Seatown alignment crosses the Broad Meadow River on the The track alignment runs along the west side of old Lissenhall road bridge, which is a protected the R132 between Estuary Stop and the Estuary structure. This minimises disturbance to the Roundabout. The track alignment along the R132 is habitat along the riverbank and avoids constructing as close as possible to the road verge, but leaving another river crossing. The parapets of the bridge space for a future Estuary Stop with 3.5m wide are of massive rough hewn masonry, and these will side platforms in anticipation of future commercial be retained, with new copings provided to the south development on the playing fields. The alignment in to match the existing. At the Ward River crossing, this area has been arranged to avoid encroaching the Balheary Bridge is also a protected structure. onto the playing fields. As a result the impact on the It is not possible to fit both tracks over the existing playing areas has been minimised, but there will bridge. The northbound track has therefore been be some loss of trees between the R132 road and located over a new bridge just upstream of the the playing fields. Reinstatement planting will be Balheary Bridge. provided as part of the scheme. Alternative alignments for these river crossings At the southern end of the playing fields, the were considered, involving new bridges either east track alignment swings eastward, to cross over or west of the Lissenhall Bridge. However, any new the Estuary Roundabout area, and join the crossing would require major construction works, central reserve of the R132. This alignment takes with the potential to negatively affect wildlife and advantage of the existing wide central reserve, the visual setting of the old bridges. An alignment thus minimising potential impacts on the tree to the east was considered and eliminated as it screening planted along the verges of the R132, brought the tracks close to the residential property and land-take at the road boundaries. However, at Retreat House Road, and would have required some land-take and realignment of the R132 is its demolition. An alignment to the west was required to allow widening of the central reserve. considered and eliminated as it would impact the Fingal County Council requested that any land-take field to the north of the Broad Meadow River, which for the scheme in this area be on the eastern side is noted to be of archaeological interest. This track of the road, to minimise impacts on the residential alignment also had the potential to affect a major properties on the west side. Planting on the east 18 inch diameter water main that supplies rural side of the road is not of particular ecological value, areas to the north of Swords. and will be replaced with new planting to the east to maintain the screening effect. The river crossing at Lissenhall Bridge is 100m south of the Retreat House Road side road. It has The track alignment is on a viaduct through this not been possible to devise a profile for this road area to avoid causing additional road traffic to pass over or under the scheme on its existing congestion at these busy junctions and consequent route. In any case, such a profile was considered delays to the metro services. This results in direct to be unacceptable as it would be intrusive for conflict with pedestrian overbridges that are the adjacent residential property. Therefore currently provided at the Estuary and Seatown Retreat House Road will be diverted over an at- Roundabouts. To provide alternative facilities grade crossing to a new junction with the Depot for pedestrians the existing roundabouts will Access Road. A signal controlled junction will be be re-modelled as signal controlled junctions provided at this junction, giving priority to metro. incorporating full pedestrian and cycle facilities. Pedestrian access along Retreat House Road will The at-grade crossings will be more convenient for be maintained by means of an at-grade pedestrian pedestrians than traversing the existing footbridges crossing of the track, connecting the severed and ramps. portions of Retreat House Road. To avoid direct conflict with the pedestrian At the Balheary Bridge consideration was given to bridges, a track alignment crossing below these widening the existing structure to accommodate roundabouts was also considered. This option both tracks, but further to investigation and was eliminated as the underpasses would be well consultation with the Department of the below flood tide levels in the nearby rivers, and Environment, Heritage and Local Government and would be susceptible to inundation. A track level Fingal County Council it was considered that an elevated over the pedestrian bridges was also altered bridge would not retain the heritage value of considered. This option was also eliminated as it the existing structure. would require much longer ramps, prejudicing the optimum location of the Seatown Stop, and creating Track levels over the bridges are constrained much more visual intrusion. Similarly, raising the by the existing bridge deck levels, raised by the pedestrian bridges over the viaduct would result in thickness of a new structural slab. The track level significant visual intrusion, and be inconvenient in will then be similar to that of the adjacent R132, use. An alternative of pedestrian subways was also just downstream of the bridges. An extreme flood considered, but these attract anti-social behaviour occurred in 2002 (estimated to be about a 1 in 100 and are unattractive to vulnerable pedestrians. year event) but water did not reach the level of the existing bridge surfaces. In any case, further Page 60 modification of these protected structures would not be allowed, so that the level of the track is considered to be appropriate. Seatown to Swords South of the Airside junction underpass, the Alternatives The track alignment continues on the line of the alignment will remain in a cutting of reducing depth, R132 central reserve, passing under the Malahide to pass beneath the access road to McComish Roundabout to the Swords Stop, and then onward Precast at about 3m below ground level. This will to the Pinnock Hill Roundabout. There are plans allow the access road to be raised a moderate for major retail development of the lands on both amount to pass over the tracks, whilst minimising sides of Swords Stop, and a proposal to link these earthworks. Setting the alignment in cutting will developments with a plaza crossing above the reduce visual and noise impacts on the properties R132. The alignment passes beneath the Malahide to the east, which face the R132 Roundabout in an underpass. An underpass is Once under the access road, the route will rise to chosen at this location to minimise visual intrusion. about ground level, and will pass over two small This also avoids a clash with the proposed plaza streams (Fosterstown North stream, and the Sluice deck over the R132. The level and location of the stream). The streams are in valleys some 7m deep, Malahide Roundabout creates a small risk of and an agricultural underpass will also be provided flooding, but a pumping sump will be provided at in the northern valley to minimise the severance this location. A 5% gradient will be used on the caused by the scheme. The vertical alignment in Malahide underpass south ramp to minimise its this area is designed to have a uniform gradient length, and allow the Swords Stop to be as far north which is required as a base for the turnback as possible to link with the proposed development trackwork which provides flexibility to allow some in the area. services to commence at the airport. Swords to Fosterstown The alignment through the Fosterstown greenbelt South of the Swords Stop, the track alignment area and across Airport lands is controlled by the continues at grade in the central reserve, rising on Airport requirement that tunnels pass close to a ramp approaching the Pinnock Hill Roundabout. the new Ground Transportation Centre, but do not A track alignment west of the R132 in this area impact an underground water tank, or existing associated with Option 2 for Swords Stop was buildings at the Airport. This results in a more or eliminated because it resulted in a significant loss less straight alignment from Airside to the Airport. of tree screening and consequent significant visual A straight line alignment is also preferable for impact for properties west of the R132. minimising construction and operation costs, The alignment passes over the Pinnock Hill and travel times. Roundabout to the Fosterstown Stop on the east South of the Sluice Stream, the level of the track is side of the R132, just north of Airside Retail Park. chosen to enter tunnels about half way up the steep A track alignment west of the R132 in this area hillside below the Airport. This will minimise the was eliminated because it severed a large area length of portal ramps, and avoid disturbance of the of land available for development, and required Naul Road, and adjoining halting site. significant additional structural and utilities works to pass between the Boroimhe residential area The alignment is as deep as reasonably possible and the R132. beneath the airport taxiways and runways, or any future extension of them. Thus as the alignment Fosterstown to Airport enters tunnel in the valley side of the Sluice Stream, South of Fosterstown Stop, the alignment follows it descends to a low point half way between the the back of the R132 east footpath past the tunnel portal and the Airport Stop. From the low Airside Retail Park car-park, necessitating some point, the track rises to the Airport Stop level. The re-alignment of the R132 traffic lanes to pass stop level is chosen to provide a 20m depth box between the road and the closest retail unit (which can accommodate all the equipment rooms (Reid’s Furniture warehouse), and between two required in the plan area available) as well as ESB substations and the road. keeping the box and tunnels far enough below rock The alignment then passes beneath the Airside levels to enable the control of any movement junction, residential properties, a petrol station, of surface structures. and businesses, to the Fosterstown greenbelt area. The alignment gradient near the Stop will assist This alignment minimises impacts on residential approaching LMVs braking and departing LMVs in property, though it will be necessary to occupy accelerating as well as assisting drainage of the the front gardens of two cottages to the south tunnels, with a pumping sump provided at each east of the junction to construct a cut and cover low spot. This alignment also minimises the risk of box section. The rear gardens of two cottages to tunnelling disruption due to solution features in the the south west of the junction will be severed by karsitic limestone expected in this area. a retained cut section of the scheme, as will the adjacent scrap yard, in order to minimise the length of closed box, with its attendant fire risks. Page 61 Chapter 5 Airport to Dardistown Northwood to Ballymun A similar vertical alignment is provided south From Northwood Stop the alignment descends of the Airport Stop, with the track level reducing to travel in shallow tunnel along the centreline to a low point beneath the line of the southern of the R108, which it then follows to Santry Cross runway, and rising again to the portal just south (the junction of Ballymun Main Street and of the airport lands, whilst retaining sufficient Santry Avenue). cover not to disturb the airport perimeter road, The emerging preferred route corridor for Metro nor the proposed new parallel dual carriageway North was identified in October 2006. One of the route adjoining it to the south. This configuration key issues arising during the public consultation is intended to minimise ground movements process for route selection was the strong local beneath the runway and taxiways, and will assist opposition to elevated structures through the in accelerating and decelerating LMVs as they centre of Ballymun. A decision on the appropriate leave or approach the stop. vertical alignment through Ballymun was thus not At the tunnel portal, the vertical alignment provides made at this time as it was accepted that more for at least one tunnel diameter cover beneath detailed analysis was required prior to a decision. the airport perimeter road. The alignment ramps Various alternatives for the vertical alignment up from the Airport tunnel southern portal to through Ballymun have been studied, including: Dardistown Stop which will be at ground level. - elevated Dardistown to Northwood - at-grade (on the surface) South of Dardistown Stop, the northbound track will be lowered to facilitate the future grade separation - in retained open cut of a Metro West connection. The alignment through - in cut and cover tunnel this area comprises a large radius reverse curve, linking the alignment through the Airport buildings - in bored tunnel with its southern extension through Ballymun. The elevated option has the benefit of offering a An alternative alignment to the east of the Meat fully segregated track alignment at an economic Packing Plant was considered, but was eliminated cost, and minimises the long term traffic impacts as it could not facilitate a future connection to along Ballymun Road, particularly at the already Metro West, without severing excessive amounts of overloaded Balbutcher Lane / Shangan Road valuable development land. junction and at the Ballymun Road / Collins Avenue The alignment is then arranged to give a square junction. However, this option was eliminated due crossing of the M50 to simplify construction, to its significant visual impacts on properties close minimise costs, and to match the existing crossings to the alignment, and the severance effects of its at the adjacent M50 / R108 interchange. The approach ramps on Ballymun Main Street. crossing location was chosen to be mid-way The at-grade option offers significant cost savings between the large country house (St. Anne’s) and and greater accessibility to the scheme as the Santry Lodge and cottages situated on the other stops on this section of the alignment would be on side of the Old Ballymun Road, thereby minimising the surface. However, this option was eliminated impacts of the scheme. The vertical alignment due to the significant long term negative impacts on of the bridge is constrained by the need to pass traffic at the busy Balbutcher Lane / Shangan Road over the slip roads of the M50 / R108 interchange, junction, and consequent impacts on the reliability and has been arranged to be on a shallow crest of the service to be provided by the proposed curve to assist drainage, and to match the scheme, and the tunnel portal ramps cause some adjacent M50 interchange bridges. This layout also severance on Ballymun Road. minimises disruption to the M50 motorway during construction. The alignment runs parallel with the The retained open cut option also has the benefits Old Ballymun Road, but lies some 50m to the west, of offering a fully segregated track alignment at thereby avoiding a mature wood of ecological value an economic cost, and minimising the long term which lies to the east. traffic impacts along Ballymun Road, particularly at the already overloaded Balbutcher Lane / The proximity of the M50 to the R108, and Shangan Road junction and at the Ballymun Road avoidance of the development site just north of the / Collins Avenue junction. However, this option Santry Retail Park access restrains the vertical and was eliminated as it required high protective walls horizontal alignment in the vicinity of Northwood along either side of the open cut, which would have Stop. An underpass of the scheme will be required resulted in significant visual impacts on properties just to the north of the Northwood Stop to give close to the alignment, and almost totally severed access to residential properties, and the Old the properties along each side of Ballymun Road. Ballymun Road will be lowered slightly to obtain sufficient headroom. Page 62 The cut and cover tunnel option offers the same DCU to Griffith Avenue Alternatives benefits of a fully segregated track alignment and The track alignment from DCU to Griffith Avenue minimising the long term traffic impacts along runs in cut and cover and bored tunnel. The Ballymun Road as the elevated and retained cut alignment continues due south from the DCU options, though at a greater cost. However, it also Stop to minimise the need to acquire property, eliminates any visual impacts and severance along although two properties must be acquired to Ballymun Road. The biggest disadvantage of this permit the construction of DCU Stop and the option is the high level of disruption which will be tunnel. An alternative of running the tunnels out caused by the construction of the cut and cover under Ballymun Road was considered. This would tunnel. Despite this, the cut and cover option was result in much greater traffic impacts during the supported overwhelmingly by local residents and construction of the stop and tunnel. As the owners was also supported by Ballymun Regeneration Ltd. of both properties are willing sellers, the alignment was maintained off the road. Once inside Albert The bored tunnel option has few advantages College Park, the alignment takes the most efficient over a cut and cover tunnel option, other than in route allowing for a necessary curve approaching terms of reducing construction disruption. It has Griffith Avenue Stop. considerable disadvantages, particularly in relation to a significantly higher construction cost and Griffith Avenue to Drumcondra poorer accessibility. The alignment runs from Griffith Avenue to Drumcondra in bored tunnels. Due to the length of For the above reasons, the cut and cover tunnel this section of tunnel, an emergency access and option was selected as the preferred option. ventilation shaft is required for fire safety and for Ballymun to DCU operational reasons, approximately at the mid- The track alignment from Ballymun to DCU runs point of the section. Initially, the most direct tunnel in a cut and cover tunnel. The discussion above in alignment was selected, with the shaft located relation to the vertical alignment through Ballymun in the south-west corner of St. Patrick’s College also applied to this section of the alignment grounds. In response to strong concerns regarding between Ballymun and DCU Stop. the impacts of tunnelling a further four tunnel alignment options were developed and studied. The five tunnel alignment options (original and four alternatives) are described below and illustrated in Figure 5.6.
Figure 5.6 Griffith Avenue to Drumcondra tunnel alignment options Page 63
The tunnels curve south west from a stop on the on the a stop from south west curve The tunnels Option 5 (Dark Blue) 5 (Dark Option Avenue, Griffith lands on the open of side west gardens rear the Avenue, Griffith passing under and under Road Farm Home Road, on Bantry Walsh behind houses on run to Scoil Chatriona to and east south tunnels then curve The Road. Griffith along River Tolka the the line of follow under passing turning south again, before Park Carlingford Road, Hollybank Road, Botanic The Stop. Drumcondra to Road and Dargle Road be would shaft ventilation and access emergency Park. the north Griffith to end of close located e) Option 2 involved an inefficient route with several several with route inefficient an involved 2 Option in results It alignment. tunnel the on curves Education Drumcondra both on impacts significant School National Senior Boys’ Patrick’s St. and Centre and access emergency the of location the to due of mitigation acceptable No building. ventilation a has also It identified. been has impacts these properties on impact visual significant more much Avenue Griffith the of location The Rise. Walnut along significant in result would Rise Walnut off Stop would and estate quiet this within impacts traffic Griffith on services bus with interchange poor offer the constrains also stop the of location The Avenue. under runs it that so stop the of north alignment Centre. Convalescent and Home Nursing Hampstead the on impacts unacceptable in result would This this reasons, these For construction. during patients eliminated. was option 2 and passed than option longer 5 was Option It has significant properties. more to under or close with associated impacts environmental negative Park. shaft within Griffith the emergency locating eliminated. was this option these reasons, For under the students’ directly 3 runs Option under and College Patrick’s in St. accommodation the emergency of The location building. a protected with the conflicts building access and ventilation and particularly College Patrick’s St. for masterplan For the sports of hall. with a planned extension eliminated. was this option these reasons, in the evaluation. best 4 and 1 scored Options of significant issues with both were there However, these options.
The tunnels run straight from a stop on the a stop from straight The tunnels run The tunnels continue south from a stop on the a stop The tunnels continue south from The tunnels continue south from a stop on the a stop The tunnels continue south from The tunnels continue south from a stop on the a stop from south continue The tunnels Option 4 (Orange) Option Option 3 (Light Blue) 3 (Light Option Option 2 (Red) Option Option 1 (Green) Option Avenue, the open lands on Griffith side of west Road, Bantry Avenue, passing under Griffith Road, Hardiman Road, O’Daly Road, Home Farm The emergency Road. and Ferguson Road Joyce be located shaft would access and ventilation playing corner the College of in the southwest Junior Boys’ Patrick’s to St. adjacent fields, the tunnels there From School. National Millbourne under continue southeast Avenue, Hollybank Avenue, Botanic Millmount Avenue, before Road and Dargle Road Carlingford Road, Stop. Drumcondra curving south into Avenue, on Griffith the open lands side of west Road, Bantry Avenue, passing under Griffith and the Road Hardiman Road, Home Farm passing before Road northern Ferguson end of and under fields under the playing diagonally College. Patrick’s St. in residences the student south the tunnels curve College, the Leaving to Upper Road Drumcondra along and run access and The emergency Stop. Drumcondra beside the be located shaft would ventilation the College. of sports hall in the grounds Avenue, the open lands on Griffith side of east Avenue, Rise and Griffith passing under Walnut Church Corpus Christi of under the grounds School. National Girls’ and under Corpus Christi the tunnels pass under Home Farm there, From 1) alignment to (Option the green follow to Road access and The emergency Stop. Drumcondra in the same place shaft is located ventilation 1. as Option Avenue, Griffith lands on the open of side west Road, Bantry Avenue, Griffith passing under Home Farm Road, Home Farm Road, Valentia Road and the northern Ferguson Park of end the playing under passing diagonally before the Leaving College. Patrick’s in St. fields along south and run the tunnels curve College, Stop. Drumcondra to Upper Road Drumcondra shaft is and ventilation access The emergency Centre Education beside Drumcondra located The building the College. of within the grounds occupies fans ventilation housing the shaft and Centre Education part the Drumcondra of Senior Boys’ Patrick’s car park and part St. of playground. School National d) c) b) a)
Chapter 5 Page 64 Alternatives Page 65 The tunnels pass under significantly fewer fewer significantly The tunnels pass under than longer marginally only The tunnels are a required locate an opportunity to It offers is building ventilation and access emergency The building a protected It avoids houses than the original option (option 4) (option option houses than the original option the shortest 4, option under green in this section crossover emergency to of damage minimises the risk which fields during its construction. properties overhead College. Patrick’s St. by preferred location the in For the above reasons, the hybrid option was was option the hybrid reasons, the above For 5.7. in Figure is illustrated This option chosen. the tunnels run. the tunnels run. is better option the hybrid that found The study The benefits 4. 1 or option than either option are: with this option associated - - - - - These findings indicated that a hybrid solution hybrid a that indicated findings These A hybrid is preferred. options two these between 1 option of the alignment follows which option, College Patrick’s and St. Avenue Griffith between playing turningunder the College south before 4 alignment from option the following and fields and studied was Stop, Drumcondra to there 5 other assessment as the the same to subjected south due the tunnels run this option, With options. thus College, Patrick’s in St. fields under the playing under which houses the number of reducing greatly
Figure 5.7 Figure No acceptable mitigation of these impacts these impacts of mitigation No acceptable identified. was Option 4 generated significant public opposition opposition public significant 4 generated Option pass tunnels houses the of number the due to short term this are of impacts the Although under. to damage structural of and although the risk only, concern an understandable is there is low, property the alignment by affected residents among the under the most passes directly and this option Road Ferguson between area Lands in the houses. the greatest undergone have Road and Walsh conditions in the ground the natural to disruption of the formation to relates disruption Such past. of with re-profiling pits together and gravel quarries residential the purpose of for landform the natural for landfill of the introduction or by development This materials. waste disposing of the purposes of protect to measures additional require to is likely during construction. property 4 and than option expensive 1 is more Option 1 option Crucially, construct. to longer will take Drumcondra on both in significant impacts results Senior Boys’ Patrick’s and St. Centre Education the of the location due to School National building. access and ventilation emergency Griffith Avenue Avenue Griffith Drumcondra to option hybrid Chapter 5 Drumcondra to Mater - Between Fosterstown Stop and Airport Stop The alignment runs from Drumcondra to Mater in (turn back facility) - allows for additional services bored tunnels. The tunnel alignment is constrained between the Airport and the city centre to serve by the location of the stops and no alternatives the needs of the Airport. It will also eventually are available. serve Metro West. The optimum location of the crossover operationally is immediately north of Mater to Parnell Square the Airport Stop, however for ease of construction The alignment runs from Mater to Parnell Square in the crossover has been located on the adjacent bored tunnels. The tunnel alignment is constrained at-grade section. Provision is made here for the by the location of the stops and no alternatives stabling of one trainset if required. The track are available. layout proposed at this location can also act as Parnell Square to O’Connell Bridge an emergency crossover. The alignment runs from Parnell Square to - Between the Airport south tunnel portal and O’Connell Bridge in bored tunnels. The tunnel Dardistown Stop (emergency crossover facility) alignment is constrained by the location of the - allows for services to operate between stops and no alternatives are available. Dardistown Stop and the city centre in the event O’Connell Bridge to St. Stephen’s Green of Airport closure. The location is determined The alignment runs from O’Connell Bridge to St. by the operational requirement to locate the Stephen’s Green in bored tunnels. The tunnel crossover as close as practicable to the north alignment is constrained by the location of the of Dardistown Stop. stops and no alternatives are available. - Between Griffith Avenue Stop and the Ventilation Shaft (emergency crossover 5.5.3 Location of crossovers facility) - allows for services to operate north
and turn backs between tracks of Drumcondra if there is an incident south of Drumcondra. This is located under the playing The proposed scheme will have turn back facilities fields of St Patrick's College to minimise the at Belinstown, north of the Airport and at St potential impact on property at the surface Stephen’s Green. The system will also include four from ground movements generated by mining emergency crossovers between the northbound and of the crossing. southbound tracks. - Between O'Connell Bridge Stop and St. Turn back facilities and emergency crossovers are Stephen's Green Stop (emergency crossover required to allow LMVs to move between tracks to facility) - allows for services to run to the facilitate operational flexibility. The number and city centre in the event of an incident at locations were chosen based on the system route St. Stephen's Green. length and maximising the benefits from reduced running in the event of section closures. In the - St Stephen’s Green (turn back loop) - the turn event of an emergency it is important that there around facility at St Stephen’s Green is a loop is minimum interruption to services and the four arrangement. South bound LMVs will continue emergency crossovers have been located at strategic south after St Stephen's Green Stop, through locations to enable LMVs to be turned back. the loop onto the north bound track. This is the optimal solution from an operational These facilities are provided at the perspective. The main alternative considered in following locations: relation to this was the provision of caverns, one - Belinstown Stop (turn back facility) – immediately north of St. Stephen’s Green Stop the provision of this facility ensures fast turn- to accommodate a single switch crossover and around of services and minimum dwell times a second cavern further north to accommodate for the LMVs at the terminus stop an operational scissors crossover. Both caverns were eliminated since the loop alternative - Between Estuary Stop and Seatown Stop significantly reduces the construction risk (emergency crossover facility) – profile of the scheme, improves the layout within allows services to continue in the event St. Stephen’s Green Stop by reducing a three of an incident at Belinstown platform configuration to two, and enhances operational system performance. Provision of an operational crossover south of the St. Stephen’s Green Stop was also considered. However this would not be operationally efficient as it would not allow a sustained two minute turn-around of LMVs at the terminus stop. Page 66
Three locations for a multi storey Park & Ride site Alternatives 5.5.4 Park & Ride sites were considered at Lissenhall, in the vicinity of the Broad Meadow River. These were: The proposed scheme includes a number of Park & Ride sites. These sites are located and sized in - on the Balheary playing fields accordance with the strategic plan prepared by - just North of the Retreat House Road the Dublin Transportation Office Rail Park and Ride Strategy for the Greater Dublin Area 2004. Following - adjacent to the M1 / R132 Lissenhall Interchange. on from work done under A Platform for Change, the All of these locations were rejected as they DTO formed a strategic group in 2002 to examine occupied land with important development Park & Ride requirements arising out of the potential, were opposed by Fingal County Council proposed changes to the public transport network and would result in additional traffic movements at for the greater Dublin area. Metro North Park & Ride the already congested Lissenhall Interchange. Only sites were identified north of Swords (2000 spaces), the Balheary playing fields location would provide south of Swords (Fosterstown) (300 spaces) and at convenient access for pedestrians. Dardistown (300 spaces). In conjunction with a decision to move the terminus North of Swords stop to the Belinstown area, it was considered that Traffic analysis indicated that there is likely to a multi-storey structure built over the Belinstown be significant demand for 2000 spaces at the Stop would maximise accessibility, whilst occupying Lissenhall Park & Ride site from commencement a minimum of additional land, and reducing land of service on Metro North. Two options were cost per hectare. The car park was initially located considered for the layout of the 2000 space symmetrically over the stop, but was subsequently Park & Ride site north of Swords. moved to leave 800 spaces to the west of the stop, a) Option 1 - Surface Park & Ride and 1200 to the east in order reduce visual impacts Approximately 60,000m2 would be required on residents of the 4 adjacent houses on Batter to allow for access roads, landscaping and Lane. The car park was also arranged to have ancillary uses. This is a large surface area and one basement level, to further reduce its impact, has implications for landuse, costs, drainage, whilst still allowing connecting bridges to oversail lighting, maintenance and security and control the tracks. The car park is located to allow it to costs. The layout would result in long walking be accessed directly from the proposed Swords distances to the extremities of the parking Western Bypass, if that project is realised. from the stop. Fosterstown b) Option 2 - Multi storey Park & Ride The DTO strategic Park & Ride report identifies a Providing 2000 spaces in a multi storey parking requirement for 300 parking spaces located south facility has a number of advantages. The land of Swords. This facility is provided at Fosterstown required is significantly reduced and walking Stop (near the Airside business and retail park) and distances to the stop are reduced. There are it is proposed to be a surface facility. It will serve also economies with regard to drainage and Swords and areas to the east of the R132 including lighting, access roads and control and security Malahide and Portmarnock. systems. There were a number of sub options Dardistown for the multi storey arrangement considered 300 Park & Ride spaces are provided at this stop. including 2 storey of parking, 5 storey parking Access to the facility will be from the Airport and hybrid with one basement storey. The 5 southern perimeter road which is to be upgraded storey configuration was assessed as being the to a dual carriageway. most economical. While this would have greater visual impacts than the surface Park & Ride or The Park & Ride car park is located inside the a lower multi storey Park & Ride, these impacts Airport Outer Public Safety Zone (PSZ), to the north can be mitigated by appropriate landscaping of the stop, but this is acceptable within current and screening. guidelines on PSZs, and has been accepted by the Dublin Airport Authority and the Irish Aviation For these reasons, the multi storey option Authority. An alternative location south of the stop was selected. was eliminated because it occupied more valuable development land. Page 67
Lissenhall and Sillogue Abbotstown - - - was a combined depot concluded that The study financial provide and would feasible technically these because However, benefits. and operational of stages different at projects separate two are would a combined depot provide to development both risk to contractual long life greater introduce progressed. not was this option Therefore projects. The area south of the proposed Bypass was was Bypass proposed the of south The area from detract substantially it would as eliminated north Swords, of available area the development County Council. Fingal by opposed and was of Lane are Batter of west and east both Areas can be impacts but these interest, archaeological result would option the western However mitigated. land, of area in a new impact in environmental the existing by limited was the east to that whereas and north Lane Batter of east The option landform. preferred. therefore was the Bypass of access 5.5.6 Depot the depot, for location identified the Having construction, access for to given was consideration all equipment, and maintenance LMVs of delivery Two vehicles. articulated long the use of requiring the depot, to required are access routes alternative access is maintained on one route that ensure to any for road the other of a closure of in the event and equipment staff vehicles, Emergency reason. protect to access of sure can then be reasonably access A new North service. and maintain the Metro the to the tracks alongside provided was route Road. the R132 Swords to connecting south, considered the second access were for Options and to Balheary Road, along south west the to Balheary Road Lane. Batter the north along west improvement road of length in a long result would offer and did not vehicles, long accommodate to the Motorway to connection a straightforward the link to a good Lane did provide Batter network. be (R132 and M1) and could network major road cost. low at improved end using the western of considered was An option via depot the it to Lane and connecting Batter of the side of the west along access road an existing clash with the would this route However, motorway. at Ring Road Western Swords a possible of layout Lane The Batter corner the depot. of the south west and a safe provide to chosen therefore was option the depot. access to economical alternative North Metro for depot a combined The possibility of at the was also considered fleets West and Metro locations: following
Sillogue; Sillogue; Dardistown; Fosterstown; Lissenhall; Belinstown. North of the likely route of the Swords Western Western the Swords of route North the likely of Western the Swords of route the likely South of Western the Swords of route North the likely of Bypass and west of Batter Lane Batter of and west Bypass Lane Batter of and west Bypass Lane Batter of and east Bypass
- - - It was determined that Sillogue was the least the least was Sillogue that determined It was the route off Its location location. depot preferable in significant inefficiencies to led have would empty additional and time lost of terms in operation on lands currently also located It was running. have and would Course Golf Sillogue occupied by facility. this recreational of the loss to led operationally, well performed location Dardistown The route the of middle the in location its of virtue by better offered which airport the to proximity its and drivers of productivity greater and up start service costs land However, running. LMV empty of terms in this rendered Dardistown at plans development and unsuitable. location better also performed location The Fosterstown in the middle virtue its location of by operationally the airport. to and its proximity the route of at with the site negatives many were there However, level designation, as its greenbelt such Fosterstown Fingal County diversions. and watercourse changes in the use of change any to opposed Council were Fosterstown. lands at the greenbelt as eliminated were Lissenhall at locations Various County Fingal by occupied land designated they Swords. of development the future Council for discussions with Fingal County Council Detailed beyond being extended the route in resulted Three Belinstown. at terminus a new to Lissenhall in this area: considered were locations depot - - - - - 5.5.5 Depot location and design location Depot 5.5.5 north of is located site depot The proposed 36 hectares approximately and is Stop Belinstown axis. on an east-west orientated It is in area. is critical location of the optimum Identification of the efficiency the operational as it impacts scheme. entire options location depot The following considered: were
Chapter 5 Page 68 Description of the Scheme e l t k n p s e
e p e s s N y e s y t r s s s cheme y g s g s
n m s n s s s g s y t k
Limits of deviatio of Limits characteristic Operating syste Operating and timetabl pattern Operating arrangement Ticketing Security and staffin schem the proposed of Construction Safet phasin Construction activitie Principal construction activitie specific construction Area Stop location Stop characteristic Stop Tunnel shaft and ventilation Intervention Structure Trac crossover and emergency facilities back Turn Substation and signal power Traction Depo Vehicle Lightin & Ride facilitie Park General description of the proposed schem the proposed of description General and connectivit Interchange demand and capacit Passenger strateg Procurement the alignmen of areas the seven of Characterisation Sto Swords to Belinstown MN101: Area Airport Dublin north to porta Stop Swords MN102: Area Dublin Airpo MN103: Area Dublin Airport portal Santry Avenu south to MN104: Area Par Albert College to Santry Avenue MN105: Area Sto Mater to Park Albert College MN106: Area Gree Stephen’s St. to Stop Mater MN107: Area schem the proposed of Characterisation Introductio escriptio .5.4 6 6.3.14 6.3.14 6.4 6.4.1 6.4.2 6.4.3 6.4.4 6.5 6.5.1 6.5.2 6.5.3 6.3.1 6.3.1 6.3.2 6.3.3 6.3.4 6.3.5 6.3.6 6.3.7 6.3.8 6.3.9 6.3.10 6.3.11 6.3.12 6.3.13 6.1.1 6.1.2 6.1.3 6.1.4 6.2 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5 6.2.6 6.2.7 6.3 D S the of 6.1 06
Description of the Scheme Page 71
A track gauge of 1435mm; of gauge A track A standardised developed kinematic envelope envelope kinematic developed A standardised interfaces; vehicle/platform Standardised supply; power A 750V traction DC overhead and infrastructure of both Space-proofing (based on 2400mm wide vehicle); the for and wiring, including ducting vehicles, systems. and control communication of addition
- - - - - 6.1.2 Interchange and connectivity Interchange 6.1.2 a major new provides scheme The proposed with the linking the city centre transport corridor, central northern the and Airport, Dublin area, Swords a is It Drumcondra. and Ballymun including suburbs rail light rail, proposed overall the of part significant wider far a serves indirectly and network, metro and and lines rail light other all with interchange via area modes. transport other outlined in the Government’s Under the proposals the Luas 21, Transport programme, investment the through area the Bray from line will run Green Finglas. and possibly Cabra and on to city centre with the will interchange scheme The proposed St. at terminus its current line at Luas Green and once the Luas is extended Green Stephen’s Street. Westmoreland at the city centre, through
Introduction 6.1.1 General description of the proposed scheme the proposed of description General 6.1.1 integrated Dublin’s of North phase is the next Metro will serve scheme The proposed network. rail light north in the of Belinstown from an 18km corridor in the city Green Stephen’s St. County Dublin to North is a light Metro via Dublin Airport. centre on a signal control under full running system rail Green Stephen’s St. alignment between segregated on a line of and running Stops and Fosterstown in underpasses or on elevated grade, at basis, sight and Belinstown. Fosterstown between sections and cut and bored North in a mix of will run Metro tunnels the city and in bored tunnels beneath cover Dublin Airport.beneath Stephen’s St. time between journey The forecast 20 minutes and the AirportGreen is approximately is Belinstown to Green Stephen’s St. and from scheme The proposed 30 minutes. approximately with a minimum operating run has the capability to minute two services (i.e. between 2 minutes time of will operate scheme The proposed “headway”). (“LMVs”), Vehicles Metro Light using 45m long 90m form to trainsets. together coupled with the will be interoperable scheme The proposed In systems. Luas and Metro and proposed existing interoperable of the development facilitate to order will scheme the proposed in the future systems requirements; key the following incorporate 6.1 centre via Dublin Airport. Dublin via centre County Dublin to St. Stephen’s Green in the city the in Green Stephen’s St. to Dublin County an 18km corridor from Belinstown in the north of of north the in Belinstown from corridor 18km an light rail network. The proposed scheme will serve will scheme proposed The network. rail light Metro North is the next phase of Dublin’s integrated integrated Dublin’s of next phase the is North Metro
public transport integration and road traffic traffic and road public transport integration passenger will also cause demand management grow. demand to has been designed to scheme The proposed 20,000 to incrementally grow capacity to allow meet to time per hour over per direction passengers Capacity will be added demand. passenger growing services and of the frequency increasing through changes. infrastructural any require will not 6.1.3 Passenger demand and capacity and demand Passenger 6.1.3 the meet to sized services are transport Public demand Passenger demand. passenger forecast people of is the number transport route on a public the of section on the busiest travel wishing to The capacity time. of period a given over route, of maximum number is the route a transport of particular point on any at it can carry passengers Passenger time. period of a given over the route, in terms measured both are demand and capacity per hour. per direction passengers of has scheme demand on the proposed Passenger transport using a multi-modal been forecast and independently for RPA model built specifically 700 over divided into The model is validated. Dublin Area. Greater the entire covers and zones transport mode choice future The model predicts rail/ light modes and new the existing between lines. metro data the model include demographic Inputs to (using population years the base and future for the local by provided forecasts and employment and and a public transport network authorities) in the model the travellers allow that network road The model predicts zone. to zone from move to period hour within a peak an average demand for peak hour off 09:30 an average to and for 07:30 of 2016. in the year 15:30, 13:30 to within a period of demand in the morning passenger The forecast is 6,000 scheme peak hour on the proposed on per hour (based per direction passengers a for allow To forecasts). 2016 patronage modelled the Airport, a line serving for level higher comfort in demand, growth medium term for allow and to 10,000 a capacity of will have scheme the proposed it opens. per hour when per direction passengers trainsets 15 operating by This capacity is achieved with each peak times, per hour at per direction approximately capacity of a carrying having trainset demand passenger The initial forecast 670 persons. and 6.2. 6.1 in Figures and capacity is illustrated growth time with over demand will grow Passenger the catchment along and employment in population of and with the delivery scheme, the proposed of envisaged the public transport network of more as full such Other schemes, 21. Transport in
at grade stops. grade at flights, and international with internal Integration services is coach long-distance as many as well Airport. Dublin at provided 3 stops, at provided are & Ride facilities Park which and Dardistown) Fosterstown (Belinstown, the proposed by the places served access to give distance walking those living beyond for scheme public transport routes. from (excluding all stops at provided are facilities Cycle the Airport Stop). The Luas Red line will run from Citywest and Citywest from run line will Red The Luas The Point city to the of in the south-west Tallaght centre. the city of east the to area Docklands in the the with will interchange scheme The proposed is adjacent to which stop, Abbey line at Luas Red Stop. Bridge the O’Connell line serving Lucan Luas the proposed for The route is but be determined to is still the city of the west with the proposed interchange provide to expected or O’Connell Green Stephen’s either St. at scheme both. or possibly Stops, Bridge line rail includes an orbital light 21 also Transport the M50 to parallel roughly running West) (Metro and via Clondalkin in the south-west Tallaght from Metro here From Dardistown. to Blanchardstown using the proposed services will continue, West the Airport to and Swords infrastructure, scheme the south. to or the city centre the north, to area direct will also provide scheme The proposed DART network. with the DART interchange once the proposed services will be re-configured and Spencer station linking Heuston Interconnector Malahide services from DART is in place. Dock to the Interconnector through will run and Howth line. on the Kildare Hazelhatch and on to Heuston will include an underground The Interconnector is fully which Green Stephen’s St. at station Stop. Green Stephen’s with the St. integrated run will and Greystones Bray services from DART with interchange they (where Pearse through and Connolly Street Tara the Interconnector), The proposed Maynooth. to and onwards stations Drumcondra, line at this DART crosses scheme is being provided station interchange and a new also may Passengers Stop. Drumcondra at and scheme the proposed between interchange via a short from in the city centre walk DART Street. Tara to Stop O’Connell Bridge with bus and taxi will be facilitated Interchange and bays with bus pull-in the system, throughout all being designed into facilities pick-up/drop-off
Chapter 6 Page 72 Description of the Scheme Page 73 Figure 6.2 6.2 Figure Passenger demand and capacity on the proposed service at scheme commencement (Northbound) Figure 6.1 6.1 Figure Passenger demand and capacity on the proposed service at scheme commencement (Southbound) The planned capacity of the proposed scheme scheme proposed the of capacity The planned and similar size of in cities metros of is typical Manchester, including Dublin, to density population Metros Vancouver. and Budapest Seville, Munich, in found only generally capacities are with higher as London such high populations very cities with and Paris. The total forecast passenger demand at the the at demand passenger forecast The total and alighting boarding (passengers Airport Stop northbound both 2016 in and southbound) metro this At hour. in the peak 3,700 is approximately 30 of in excess carry to the airport forecast is time, The Airport Stop per annum. passengers million air and boarders 13,000 over for cater to is designed reserve significant and thus has per hour, alighters the Airport. at growth term long for cater capacity to
Chapter 6 From Belinstown, the alignment passes 6.1.4 Procurement strategy southwards, across greenfield land at surface level, to a provisional stop at Lissenhall. This stop The proposed scheme will be delivered using a is located in a greenfield site to the west of the Public Private Partnership (PPP) contract model. interchange between the M1 and R132 in an area of The details of the proposed PPP contract process potential development proposed by Fingal County are summarised as follows. Council. The alignment continues southwards and − RPA will award a Design, Build, Finance crosses the Broad Meadow River and the Ward and Maintain Infrastructure Contract to an River and then runs at surface level along the Infrastructure Company (InfraCo). InfraCo will western verge of the R132 to a second provisional enter into contractual arrangements with stop at Estuary. a Rolling Stock Supplier for the supply (and The alignment then rises up onto an elevated possibly the maintenance) of the rolling stock. section of track which crosses over the Estuary − RPA will award a separate Operating Contract Roundabout, travels along the median of the to the Operator. The Operator will also enter R132 and over the Seatown Roundabout before into contractual arrangements with InfraCo and descending to reach the next at grade stop, at is required by RPA to act as a sub-contractor Seatown. The Seatown Stop is located in the to InfraCo during the tender and construction central median of the R132. The Estuary and periods as well as to assist with testing and Seatown Roundabouts are to be converted to commissioning of the proposed scheme and signal controlled junctions. bringing it into service. After Seatown Stop, the alignment proceeds − InfraCo and the Operator will have separate southwards on the surface along the central contracts with RPA during the operations and median of the R132 and then descends to pass maintenance period. Their relationship during under the Malahide Roundabout. To the south of the operations and maintenance period will also the roundabout, the alignment emerges from the be governed by a cooperation agreement. underpass and rises to the surface in the median of the R132 to the Swords Stop which is located − InfraCo is responsible for all maintenance opposite the Pavilions Shopping Centre. Initially, activities of infrastructure and rolling stock. The access to this stop is by pedestrian crossings of the Operator will supply operations management, R132. However, provision is made to allow this stop driving and fare collection staff. to be accessed from a possible future east-west bridge over the R132. Swords Stop marks the end of Area MN101. 6.2 Characterisation of the seven
areas of the alignment 6.2.2 Area MN102: Swords Stop For ease of local identification, in this EIS the to Dublin Airport north portal proposed scheme alignment has been divided into seven areas. These areas are numbered Area South of the Swords Stop, the alignment rises up MN101 to Area MN107. The environmental impact onto an elevated section of track to cross over of the proposed scheme in each of these areas is Pinnock Hill Roundabout and continues south to an set out in individual books numbered MN101 to at grade stop at Fosterstown. This stop is located MN107 and which collectively make up Volumes north of the Airside retail park on the east side of 1 – 3 of this EIS. A description of the proposed the R132. An at grade Park & Ride car park with 300 scheme with reference to each of these seven spaces is to be provided to the east of this stop. The areas is as follows: alignment then continues southwards along the east side of the R132 and then descends to cross under the R132 just south of the junction at Airside 6.2.1 Area MN101: Belinstown to Swords Stop and Boroimhe. Area MN101 begins at Belinstown which is The alignment emerges from the underpass, passes located approximately 2km to the north of Swords, under a new accommodation bridge serving a local adjacent to and directly west of the M1 motorway, business at Fosterstown, to rise to the surface on land that is currently used for agriculture. The and onto embankments through a greenfield area. maintenance depot, stabling facilities and a 110kV A turn back facility is provided in this area to the substation serving the proposed scheme are to be north of the airport to allow some Metro services located in this area. The northern terminus stop of to reverse at the airport in the future. A new the proposed scheme, Belinstown, lies immediately agricultural underpass is located beneath the turn southwest of the depot. A Park & Ride facility with back facility. The turn back facility marks the end 2,000 parking spaces, designed as a multi-storey of Area MN102. car park, is planned adjacent to the stop. Page 74 Description of the Scheme
6.2.3 Area MN103: Dublin Airport 6.2.6 Area MN106: Albert College Park
to Mater Stop The alignment enters two bored tunnels (one for northbound metro services and one for The alignment continues in a cut and cover tunnel southbound) to the north of Dublin Airport. A across Albert College Park, entering twin bored tunnel portal and ventilation building is located in tunnels near the southern boundary of the Park. this area. The alignment traverses the airport in a The alignment remains underground in bored southerly direction passing under the Airport South tunnel until its termination at St. Stephen’s Green. Perimeter Road (Collinstown Lane) which marks the Continuing south in bored tunnel from Albert end of Area MN103. An underground stop, Airport, College Park, the next stop is Griffith Avenue. is located on this tunnelled section close to the This stop is located in the southwest corner of existing airport terminal and the second terminal the agricultural lands on the north side of Griffith currently under construction on the site of the Avenue. Proceeding in a south-easterly direction, proposed airport Ground Transportation Centre. the alignment continues in tunnel under St. Patrick’s College playing fields. An emergency 6.2.4 Area MN104: Dublin Airport access and ventilation shaft is located in the south portal to Santry Avenue southwest corner of the college playing fields. The alignment continues in tunnel under the Tolka South of the airport perimeter road, the alignment River to Drumcondra Stop. This stop is located to emerges from tunnel and rises to surface level. A the west of Lower Drumcondra Road and adjacent tunnel portal and ventilation building is located in to St. Joseph’s Avenue. this area. The alignment then turns south-west to cross agricultural lands between Dublin Airport and An interchange with Iarnród Éireann’s suburban the M50 motorway. Dardistown Stop is located in rail services to Maynooth is provided at this stop. this area on a greenfield site to the north of the M50. The alignment turns in a south-westerly direction An at grade Park & Ride facility with 300 parking passing under a second mainline railway and the spaces is proposed for this location, to the north Royal Canal, to the Mater Stop, located under the of the stop. Space provision is made at this stop Mater Hospital’s existing surface car park. Area for a future operational link to the proposed Metro MN106 ends 100m further south where the tunnels West line. A 110kV substation is to be located in pass under St. Joseph’s Parade. this area. Continuing south, the alignment crosses the M50, associated slip roads, and Old Ballymun 6.2.7 Area MN107: Mater Stop Road on bridges. South of these bridges the to St. Stephen’s Green alignment passes over the culverted Santry River, and proceeds south descending to surface level at On leaving the Mater Hospital the alignment turns the next stop, Northwood, which is an at grade stop south easterly under the Dorset Street/ North located near Santry Lodge, south of the M50. Frederick Street junction and on to Parnell Square East where a cut and cover stop, Parnell Square, South of Northwood Stop, the alignment descends will be constructed. To the south of Parnell Square, into a cut and cover tunnel along the median of the the alignment proceeds in tunnel under O’Connell R108 (Ballymun Road). This tunnel passes under Street to O’Connell Bridge Stop. This stop is located Santry Avenue, which marks the end of Area MN104 under the River Liffey and access to this stop is and is the boundary between the Fingal County provided to the north and the south of O’Connell Council and Dublin City Council functional areas. Bridge. Entrances to the north of the River Liffey will facilitate interchange with the Luas Red Line. From 6.2.5 Area MN105: Santry Avenue O’Connell Bridge the alignment proceeds beneath to Albert College Park Westmoreland Street and College Green and under buildings between Clarendon Street and Grafton The alignment continues southwards in a cut and Street. The terminus stop, St. Stephen’s Green, cover tunnel beneath Ballymun Road, to a shallow is located in the north west corner of the Green. underground stop at Ballymun, adjacent to the Entrances to this stop are outside the Green on new civic plaza. Continuing south in a cut and St. Stephen’s Green North and St. Stephen’s Green cover tunnel along the Ballymun Road, crossing West. This stop will permit interchange with the under Collins Avenue, the next stop is DCU. This Luas Green Line services and the proposed Iarnród is a shallow underground stop on the east side Éireann Interconnector. Turn back of LMVs is via of Ballymun Road beside Albert College housing a tunnel loop under St. Stephen’s Green. estate. Area MN105 ends at the DCU access road, just south of the DCU Stop. Page 75 Chapter 6
O’Connell Bridge Stop, escalators and lifts (aerial view)
The choice of stop locations was determined by 6.3 Characterisation catchment accessibility (which determines the
of the proposed scheme actual number and location of stops along the
alignment) and mobility (which looks at the target population, network links and interchanges). The 6.3.1 Stop locations consideration of stop locations also took account of The rationale behind the proposed scheme and the existing and planned future development of the the provision and location of stops along the catchment area of the proposed scheme. Thus stop alignment is to provide a fast and efficient public locations were considered in relation to how they can transportation service that will facilitate existing serve existing development and integrate into the and planned new residential and employment planned future development of the catchment area. related uses, and which will allow an overall change A total of 17 new stops are planned as part of the in accessibility and mobility in the catchment area proposed scheme, 9 underground and 8 at grade. which it is planned to serve. Stops constitute the Two of the at grade stops, at Estuary and Lissenhall, points of access for passengers to the proposed are provisional stops to be provided at a later date scheme and thence to the overall Metro North, with minimum disruption to services and systems. Luas, Dublin Area Rapid Transit (DART) and national The proposed stop locations and a brief description rail networks. of each stop are given in the following Table 6.1.
Table 6.1 Stop Descriptions Stop Location/Name Description Belinstown An at grade stop with two 6m wide island platforms, located south of the proposed depot. A 2000 space multi-storey Park & Ride site is located here. Lissenhall An at grade stop with two 3.5m wide side platforms located in the heart of the proposed Lissenhall development. The stop is accessed directly from adjacent footpaths. Estuary An at grade stop with two 3.5m wide side platforms located between Balheary playing fields and the R132. The stop is accessed by signal controlled pedestrian crossings of the R132. Seatown An at grade stop with two 3.5m wide side platforms located in the median of the R132. The stop is accessed by signal controlled pedestrian crossings at all four platform ends. Swords An at grade stop with an 8m wide island platform, located in the median of the R132. The stop is accessed by signal controlled pedestrian crossings at both platform ends. Fosterstown An at grade stop with a 6m wide island platform located on the east side of the R132. The stop is accessed at grade from the south, or using a
Page 76 footbridge over the R132 with lift and stairs at the northern end. A 300 space Park & Ride site is also located here. Description of the Scheme Stop Location/Name Description Airport An underground stop with a 14m wide island platform, located east of the existing multi storey car park and the terminal buildings. The stop is accessed from Dublin Airport Authority’s proposed Ground Transport Centre. Dardistown An at grade stop with a 17.7m wide island platform and 3.5m side platform located approximately 300m north of the M50 in the proposed Metropark development area. Platform and track layouts provide for a future operational link to Metro West. A 300 space Park & Ride site is located north of this stop. Northwood An at grade stop with an 8m wide island platform located south of the M50 and east of Ballymun Road. Ballymun An underground stop with two 3.5m wide side platforms, located west of the Ballymun Civic Plaza. Accessed via stairs and lifts. Dublin City University (DCU) An underground stop with a 6m wide island platform, located adjacent to Albert College Estate. The stop is accessed via stairs and lifts from two surface entrance buildings. Griffith Avenue An underground stop with a 12m wide island platform, located north of Griffith Avenue and south of the Elmhurst Convalescent home on DCU lands. The stop is accessed via escalators and lifts. Drumcondra An underground stop with a 12m wide island platform, located north of the existing Iarnród Éireann Drumcondra station. The stop is accessed is via escalators and lifts. There is a direct connection to the existing Drumcondra station. Mater An underground stop with a 9.8m wide island platform, located in the north east corner of the Mater Hospital site. The stop is accessed via escalators and lifts from the North Circular Road. Parnell Square An underground stop with a 9.8m wide island platform, located beneath Parnell Square East. Access is via escalators and lifts from Parnell Square East. O’Connell Bridge (OCB) An underground stop with two 3.5m wide side platforms, located beneath O’Connell Bridge. Access is provided via escalators and lifts north and south of the River Liffey. This facilitates interchange with the Luas Red Line at Abbey Street and the proposed Luas Line BX at Westmoreland Street. St. Stephen’s Green (SSG) An underground stop with a 20m wide island platform, located beneath St. Stephen’s Green. Interchange is provided with the proposed Iarnród Éireann Interconnector and the Luas Green line.
− Ticket vending machines (TVMs); 6.3.2 Stop characteristics − Smart card validators; Platforms on all stops are 94m in length. The − Closed Circuit Television (CCTV) cameras; platform surface is 280mm above rail level and the face of the platform will be 1242mm from the − Public Address (PA) system; centreline of the track. At grade stops will have a − Emergency Help Points and Passenger ramp at each end of the platform to footpath level. Help Points; The minimum platform widths are 3.5m on side platforms and 6m on island platforms. − Provision for advertising; The following facilities are provided at stops − Cycle parking facilities; as appropriate; − Parking area for the use of maintenance − Passenger seating on platforms; or service vehicles; − Bins; − Emergency vehicle facilities. − Notice boards;
− Passenger information displays (PIDs); Page 77 − Stop name signage; Chapter 6 At grade stops will have the following facilities In addition there is a single bore tunnelled loop in addition to those listed above; beneath St. Stephen’s Green, to provide a turn back facility for LMVs. − Shelters with integrated seating (double sided shelters are provided on island platforms); The configuration of the bored tunnel sections will comprise twin bores with a single track in each bore. − ‘Kiss and Ride’ lay-bys for private car pick up The internal tunnel diameter is approximately 6m. An and drop off of passengers; emergency escape walkway is provided on one side − Bus and taxi interchange facilities. of the tunnel at LMV floor height with a maintenance access way at rail level on the other side. Underground stops will have the following facilities in addition to those listed above: The cut and cover tunnel box has a wall dividing the tunnel cells. Each cell is approximately 5m wide − Lifts and escalators or stairs serving street, and 5m high. concourse and platform levels; Cross passages are provided for emergency escape − Emergency escape staircases and and access by emergency personnel between fire fighting lifts; the two running tunnels. These are no more than − Ticket control gates; 250m apart or 250m from the nearest stop, tunnel portal or intervention shaft. Two hour fire − Local Control Room; separation doors are provided between the tunnel − Staff facilities; bores and cross passages. − Deterrent systems to prevent passengers The tunnels will include the following equipment from entering the tunnels; and facilities:
− Rooms for operational equipment such as: − A fire main with hydrants throughout the tunnel sections; - CCTV systems; − Cable hangers and troughs with access covers - Uninterruptible power supply (UPS) underneath the tunnel walkways; for the central control system; − Tunnel and emergency lighting; - Low voltage and high voltage switch rooms; − Provision for access by the emergency services - Communications, signalling and at the stops, tunnel portals and the ventilation/ the associated UPS; intervention shaft; - Equipment rooms. − CCTV cameras monitoring at the tunnel portals − A fire detection system throughout the stop and each cross passage; and in the equipment rooms; − Emergency telephones at each cross passage; − A fan assisted emergency ventilation system. − A pumping main and pumping equipment; The proposed scheme allows access for mobility − Tunnel ventilation equipment; impaired persons in accordance with the technical guidance arising from Part 3 of the Disability Act − A signalling system. 2005, as published by the National Disability Transition ramps are located between the tunnel Authority. Tactile surfaces, audio and visual portals and the surface sections of the alignment. emergency warnings, Braille maps and edge The transitions from the portals to the surface are delineation will be provided to assist visually or designed as retained cut with concrete walls or hearing impaired people. Other aids to mobility as earthwork slopes as proposed at the airport. impaired persons will be provided as appropriate. These structures vary in dimension from at grade to a maximum depth of 8m. The retained cut walls 6.3.3 Tunnels may be extended up to 1.8m above ground level to protect the system from road vehicle impact. The proposed scheme will run underground from St. Stephen’s Green to south of Northwood Stop, a distance of approximately 8km, and also beneath 6.3.4 Intervention and ventilation shafts Dublin Airport, a distance of 2km. The tunnel An intervention shaft is required between stops to configuration is as follows; provide safe egress to the surface and access for − Twin bore running tunnels between St. emergency services, where the distance between Stephen’s Green and Albert College Park; stops or between a stop and the tunnel portal exceeds 1km. A ventilation and intervention shaft − Twin cell cut and cover running tunnels between is provided between the stops at Drumcondra and Albert College Park and a point south of Griffith Avenue at St Patrick’s College. Northwood Stop;
− Twin bore running tunnels beneath Page 78 Dublin Airport. At this shaft there is a permanent hard standing − DCU Stop – There are four vents 1.0m high Description of the Scheme for emergency vehicles, a new access road off incorporated into the landscaped verge, Millbourne Avenue and a new surface structure. two at each end of the stop; This structure is approximately 34m x 18m x 8m − Griffith Avenue Stop – There are two vents high. Access to and from the tunnels from the 3m high above the building roof at each surface is provided by a pressurised stairway and a end of the stop; fire fighting lift. Provision for an equipment room is provided at tunnel level. − Drumcondra Stop – Four vents are incorporated into the stop buildings (two in the north building Emergency tunnel exhaust vents are provided and two in the south building); at each stop. Each vent is a maximum of 25m2 in area. These will only operate in the event of a fire − Mater Stop – There are two vents incorporated in the tunnel or adjacent stop. There are also vents into buildings at both the north and south end at the north and south Airport tunnel portals. Jet of the terrace of houses on Leo Street; fans to ventilate the tunnel are provided in the − Parnell Square Stop – There are four vents cut and cover tunnels north of Ballymun Stop. incorporated into the stop entrance building Fans will be tested every two weeks for a period on the west side of Parnell Square East; of approximately 30 minutes. Emergency tunnel exhaust vents are located as follows: − O’Connell Bridge Stop – There are two vents located north of Eden Quay/ Bachelors Walk in − Airport North Portal – There are two vents the median of O’Connell Street and two vents located in a portal building at the north end of on the corner of Aston Quay and Westmoreland the tunnels; Street and on the island between D’Olier Street − Airport Stop – There are two emergency tunnel and Westmoreland Street; exhaust vents located at each end of the stop − St. Stephen’s Green Stop – There are four vents incorporated into the entrance structures; incorporated into the island of the upper pond in − Airport South Portal – There are two vents the northwest quadrant of the Green. located in a portal building at the south end of the tunnels; 6.3.5 Structures − Ballymun Stop – There are two vents 3m high The proposed scheme includes the following at the north end of the stop adjacent to the permanent structures: Ballymun Civic Plaza and two 3m high vents in the median of Ballymun Road at the south end of the stop;
Table 6.2 Structure Descriptions
Dimension Structure Purpose Structural Form (Approximate) Lissenhall Bridge To cross the Broad Strengthened existing Length: 25m Meadow River historic five span arch Width: 10m bridge Track height over river: 4.2m Lissenhall Retaining To retain the track New masonry faced Length: 80m Wall between Lissenhall in-situ reinforced Max. retained height: Bridge and Ward concrete wall 2.6m River Bridge Ward River Bridge To cross the Ward River New single span bridge Length: 14.35m (Northbound line only) with fully integrated Width: 5.3m abutments on piles Track height over river 3.5m. Balheary Bridge To cross the Ward River Strengthened existing Length: 8m (Southbound line only) two span arch bridge Width: Track height over river: 2.0m Page 79 Chapter 6 Dimension Structure Purpose Structural Form (Approximate) Estuary Viaduct To cross over the New 21 span Length: 860m Estuary and Seatown pre-cast post Max span 60m. Roundabouts (R132) tensioned segmental Width: 8.8m box girder Depth of deck: 1.75-3.3m. Max track height over EGL (existing ground level): 9.1m Chapel Lane Replacement of New cable stayed Length: Footbridge existing footbridge footbridge 86m plus ramps. Main span: 56m Width: 4.2m Height of tower 18m Height of deck: 7.7m Malahide South Replacement of New cable stayed Length: Footbridge existing footbridge footbridge 71.6m plus ramps Main span: 43.6m Width: 4.2m Height of tower:15m Height of deck: 8m Malahide Underpass To carry Malahide New single box Length: 87m (370m Roundabout over the structure with retained including ramp walls) proposed scheme cut on approaches Clear Span: 8.6m Width: 9.8m Clear height: 6.5m Pinnock Hill Viaduct To carry the proposed New 9 span Length: 390 m scheme over the Pinnock pre-cast post Max span: 40m Hill Roundabout (R132) tensioned segmental Width: 8.8m box girder Depth of deck:1.75m Max track height over EGL: 7.5m Fosterstown To carry pedestrian flow New single span Length: 26m Footbridge from Fosterstown Stop steel truss Width: 4m over the R132 Height over road: 8.2m Fosterstown To carry the R132 New twin box structure Length: 211.5m Underpass and Airside Retail with dividing wall, (450m including Park Road over the secant pile side walls ramp retaining walls) proposed scheme and retained cut Width: 13m on approaches
Fosterstown To carry existing New reinforced Length: 8.3m Accommodation access road over the concrete box Width: 10.6m Bridge proposed scheme (34m including retaining walls) Accommodation To provide access New reinforced Length: 25m Underpass north of between fields divided by concrete box (41m including the airport boundary the proposed scheme retaining walls)
Width: 5m Page 80 Dimension Description of the Scheme Structure Purpose Structural Form (Approximate) Culvert To cross the New reinforced Length: 40m Sluice Stream concrete box. (45m including retaining structures) Width: 2.1m Height:1.8m Culvert To cross the New reinforced Length: 40m Turnapin Stream concrete twin box (44m including retaining structures) Width: 1.8m Height: 1.8m Metropark Bridge To carry existing New single span Length: 38.7m with access road over the bridge with reinforced wing walls. Clear proposed scheme earth abutments Span: 21.5m, and provide access for Width: 12.8m future Metro West and area development Height: 9.9m above lowest track, 7.5 m above EGL M50 Bridge To cross the New 4 span bridge Length: 115m M50 motorway with reinforced earth Width: 9.6m. abutments 4 spans of: 18m, 21m, 21m, 18m. Height: 9.3m above motorway level Northwood Bridge To cross Old New single span Total Length: 26.8m. Ballymun Road bridge with reinforced Width: 11.4m earth abutments Clear Span:9m Height: 7.4m above road level Marlborough Street To provide an alternative 3 span steel truss Total Length: 45m. Temporary Bridge route across the (Bailey Bridge) Width: 18m River Liffey during supported on piled Clear Span:10m construction piers in the River Liffey Height: 1m above road level on the quays and 3.0m clearance over mean sea level.
6.3.6 Track 6.3.7 Turn back facilities
and emergency crossovers Twin track (one running line in each direction) is provided along the whole route. Turn back facilities are required to allow LMVs to move between tracks to facilitate − The normal track spacing on surface sections operational flexibility. These are provided is 3.3m between centrelines; at the following locations: − The track gauge is 1435mm, − Belinstown Stop; as per the Luas Red and Green lines; − North of the Airport Stop; − The maximum speed will generally be 70 km/h; − St. Stephen’s Green. − Derailment containment is provided in tunnels, The turn back facility at St. Stephen’s Green on all elevated structures and on retained is a loop arrangement as noted above. Page 81 embankments.
Chapter 6 Emergency crossovers to enable LMVs to be turned back in an emergency are provided 6.3.10 Depot at the following locations: The depot site at Belinstown is aligned in an − South of the provisional stop at Estuary; east – west orientation, and occupies an area of approximately 36 hectares (including landscaping − South of Airport Stop; embankments surrounding the site). In accordance − North of Drumcondra Stop; with the Guidelines for the Design of Railway Infrastructure and Rolling Stock and for operational − South of O’Connell Bridge Stop. reasons the depot area is built on a levelled site. The depot includes: 6.3.8 Substations − Headquarters and administration building Substations are an essential component of the and associated facilities; proposed scheme as they provide power for LMVs − LMV maintenance and stabling facilities; and stop facilities. A power simulation for the proposed scheme concluded that 15 substations − Infrastructure maintenance facility. are required to serve the route. One substation is The headquarters and administration building located at each stop with the exception of Mater includes accommodation for operational, and Estuary Stops, and one additional substation maintenance and RPA staff, and houses the is located at the Belinstown Depot complex to meet Central Control Room. The Central Control Room the requirements of the maintenance and stabling will have views overlooking the entry tracks to facilities. This is sufficient to serve the proposed the depot and the stabling area. It is the central scheme in the event that one of the substations point where the systems and staff are located to malfunctions or must be shut down for essential control and regulate the service during normal and maintenance works. emergency operations, and communicate with staff In addition, there is a requirement for three main and passengers. It has primary control over local ESB supply substations at Belinstown, Dardistown control rooms located within the underground and St. Stephen’s Green. These will supply power to stops. All control rooms will have an access control the stop substations by means of a 22kV ring main system to restrict access, fire detection and routed along the track. suppression system and are air-conditioned. The LMV maintenance and stabling facilities 6.3.9 Traction power and signals provide capacity for the stabling and maintenance for a nominal fleet of 86 LMVs plus provision for The power supply for the proposed scheme is a expansion to accommodate a further 18 LMVs. 750V DC floating system, fed to the LMVs through Shed lengths accommodate two LMVs and have an overhead catenary system via a pantograph. an allowance for splitting and coupling clearances. The maximum and minimum line voltages are The facilities are double ended and enable flexible 900V DC and 500V DC respectively. A collection access by LMVs to all areas of the site. The LMV system is to be incorporated to return any stray maintenance and stabling facilities also include: current to the substation supply. − A maintenance workshop; The signalling system will provide and maintain a peak operational headway of two minutes. In order − Secure maintenance stores; to achieve this implementation of the following − A covered inspection and sanding facility; systems are proposed: − An LMV washing facility operating with − Between St. Stephen’s Green and Fosterstown a minimum of 70% recycled water; Stop: an automatic signalling system with Automatic Train Protection (ATP); − Road/rail access point for LMV delivery and road/rail transfer; − Between Fosterstown Stop and the Belinstown Depot: a “Line of Sight” system with an − Car parking for staff and visitors. Automatic Vehicle Location System (AVLS). The infrastructure maintenance facilities include: A technical cubicle is located at every stop. − 4 sidings (nominal length 100m); These contain the equipment for each individual stop such as electrical power − Crane and plant compound and hard standing; supplies, telecommunications equipment, cable − General stores; transmission network equipment and AVLS. The cubicles also contain the telecommunications − Spares stores; equipment for the fixed equipment at the stop − Workshop; uch as PIDs and the PA system. − Maintenance vehicle parking area;
− Car parking for staff and visitors. Page 82 A Security Gate House is located adjacent to the main entrance to the site.
The LMVs will be designed to meet all appropriate Description of the Scheme 6.3.11 Vehicles safety standards. Each LMV has an incident recorder as part of an on-board monitoring system The LMVs are designed and built to relevant incorporating the recording of critical events and international or equivalent national standards. data capture and storage. They will meet the requirements of the Railway Safety Commission and the Guidelines for the Based on journey time modelling, a nominal fleet Design of Railway Infrastructure and Rolling Stock. of 86 LMVs is required to run the ultimate peak The LMV design will also meet the UK Rail Vehicle service at two minute headways with trainsets of Accessibility Regulations 1998, including the two coupled LMVs. A nominal fleet of 44 LMVs is 2000 amendment required to run the peak opening service at four minute headways. The LMVs are bi-directional, 2.4m wide and approximately 45m long. Vehicles will have a minimum of 70% low floor area and the ability to 6.3.12 Lighting negotiate curves of 25m radius. Seats for about 80 Public lighting is provided at all stop locations to passengers, baggage storage and other designated illuminate the platforms and crossing points. The facilities for the mobility impaired will be provided depot and Park & Ride facilities will use low level according to applicable regulations. The drivers’ lighting and lighting masts that will incorporate cabs are air conditioned and the passenger saloons anti-glare hooded fittings. are equipped with a heating and ventilation system. Safety and security are important features of 6.3.13 Park & Ride facilities the system. The LMVs are equipped with security cameras and a PA system, allowing communication Three Park & Ride facilities are provided as part between the Central Control Room and drivers and of the proposed scheme as detailed in Table 6.3. passengers. The LMVs will also be fitted with a driver vigilance detection system. This ensures that the LMV comes to a stop in the event that the driver becomes incapacitated.
Table 6.3 Park & Ride descriptions Location Size Form Belinstown Two buildings 10m high, one to the east 2 five storey car park buildings, of the stop 119m by 68m, and one to the linked by bridges, with a total west of the stop 88m by 68m capacity of 2000 cars Fosterstown 85m by 190m At grade car park for 300 vehicles, taxi rank, drop off point and bus stop. Dardistown 80m by 190m At grade car park for 300 vehicles, taxi rank, drop off point and bus stop.
(b) Where those works form part of an underground 6.3.14 Limits of deviation stop other than such parts as are situated in a public road: In executing any railway works the Agency may: (i) In executing any railway works the Agency (a) Where those works are situated in a public road: may... where those works form part of an (i) Deviate laterally by an amount not underground station other than such parts exceeding 2.5m from the lines or situations as are situated in a public road amend the shown on the plan; internal layout of the stop provided that such amendments do not reduce the accessibility (ii) Deviate vertically by an amount not or amenity of the publicly accessible areas exceeding 1m upwards from the levels shown within the stop. on the plan; (c) Where those works form part (iii) Deviate vertically by an amount not of an underground tunnel: exceeding 1m downwards from the levels shown on the plan; (i) Deviate laterally by an amount not exceeding 10m from the lines or situations (iv) Deviate longitudinally by an amount not shown on the plan; exceeding 20m. Page 83 (ii) Deviate vertically by an amount not exceeding 5m upwards from the levels shown on the plan;
Chapter 6 (iii) Deviate vertically by an amount not exceeding 10m downwards from the levels 6.4.2 Operating pattern and timetable shown on the plan; The proposed scheme is designed to operate (iv) Deviate longitudinally by an amount not an ultimate peak service running at two minute exceeding 20m. headways (30 trainsets per hour in each direction). At opening the peak service will run at four minute (d) Where those works are situated otherwise than headways and will use trainsets of two coupled in (a) or (b) or (c): LMVs. Peak services will operate as follows; (i) Deviate laterally by an amount not − Southbound: exceeding 5m from the lines or situations shown 07:00 to 10:00 hours and 15:30 to 19:00 hours on the plan; − Northbound: (ii) Deviate vertically by an amount not 07:30 to 10:30 hours and 16:00 to 19:30 hours exceeding 2m upwards from the levels shown on the plan; Services may also operate as single LMVs during periods of low patronage. Services will operate (iii) Deviate vertically by an amount not between the following hours; exceeding 2m downwards from the levels shown on the plan; − Monday to Thursday 05:00 and 01:00 (iv) Deviate longitudinally by an amount not exceeding 20m. − Fridays 05:00 and 03:00 The Agency may, in executing railway works, lay down either single or interlacing tracks of parallel − Saturdays rails in places where double tracks are shown 06:00 and 03:00 on the plan. − Sundays and bank holidays Within the limits of deviation at the underground 07:00 and 23:30 stop locations, the layouts of the stop may be All services will stop at every stop on the route. varied, for example, longer escalators may be used and the number of floors reduced. 6.4.3 Ticketing arrangements The purpose of these powers of deviation is to allow a limited degree of flexibility in the design and The proposed scheme will use the integrated construction to react to changing circumstances smart card ticketing scheme currently under which are unforeseeable at this stage. development. This is a card the size of a credit card which allows customers to pay-as-they-go. Magnetic tickets may also be available. Ticket 6.4 Operating characteristics options will include single, return and one day only
tickets, weekly and monthly and annual tickets, tax-saver commuter tickets, student travel (with 6.4.1 Operating system identity cards) and pre-paid tickets available from The system is designed to provide a safe, reliable ticket agents at retail outlets. and punctual public transport system. All the LMVs All stops on the proposed scheme will have ticket are in radio contact with the Central Control Room machines that accept coins, notes and credit cards and a computerised display is available to the for topping up credit on smart cards and for the controllers, showing the position of each LMV on sale of magnetic tickets. All stops on the proposed the system at any point in time. scheme will be fitted with smart card validators. A monitoring system is provided to check on the All underground stops will include automatic ticket status of the power supply system. This will provide validation gatelines to prevent unauthorised access information on the critical elements of the power to the stops. supply and the controller is able to grant isolations of the overhead power systems for maintenance and in emergencies. A CCTV monitoring system of 6.4.4 Security and staffing stops, the Park & Ride sites and key junctions in the A video security monitoring system will be provided system is located in the Central Control Room. at the proposed stops and at the Park & Ride TVMs, ticket validators and real time PIDs are facilities and will be displayed at the control located on all stop platforms. Additionally these centre. All underground stops are staffed during facilities will be provided on concourse areas of operational hours. underground stops.
At certain locations where LMVs need to change tracks, a localised signalling system will ensure that LMVs can operate safely over points and crossings Page 84 and to ensure that no conflicting movements can occur. At these locations the points are motorised. A similar system will control points in the depot.
Until contractors have been formally appointed Description of the Scheme 6.5 Construction of to undertake the construction of the proposed the proposed scheme scheme, a precise programme cannot be
established. For the purposes of this EIS the following assumptions can reasonably be made 6.5.1 Safety based on the required end date for completion of All construction work in connection with the the works and the commissioning of the system, proposed scheme will be carried out in accordance and on the basis of experience gained on the Luas with relevant health and safety legislation and best Red and Green Lines and on Luas Lines B1 and C1 practice, with particular regard to: which are currently in construction.
− Safety, Health and Welfare at Work Act 2005; − Work will start simultaneously at a number of locations; − Safety, Health and Welfare at Work (Construction) Regulations 2006. − Duration will be 48-60 months; The planning, testing and commissioning and − A period for testing and commissioning operation of the proposed scheme will be carried the system is also required; out in accordance with the Railway Safety Act 2005 − LMVs will be supplied during and with consents and directions issued by the the construction period. Railway Safety Commission under that Act. A safety management system and safety case will be in place for the operation of the proposed scheme. 6.5.3 Principal construction activities
6.5.2 Construction phasing 6.5.3.1 Introduction In the construction of a metro system there is Surface works in all areas will follow a similar generally a sequence of activities to be followed. sequence of preparation and completion. On Due to the linear nature of the construction site it is entering any land, temporary or permanent possible for certain activities to overlap with others boundary fencing, hoardings and traffic or to run concurrently. In general the construction management signage will be installed. Topsoil will works will involve the following phases: be removed to store and temporary and permanent drainage will be installed before the main works − Site preparation; commence. Construction compounds will be − Establishing site offices, compounds established for the storage of materials, plant and and security; equipment and for site offices. 25 such compounds are proposed as part of the construction of the − Utilities diversion; proposed scheme as illustrated in Volume 3, Book − Excavation and construction 1 of 2. In such areas, a crushed stone working of underground stops; platform will be laid, utilities installed, and portable offices, welfare facilities and stores placed. On − Construction of tunnels and structures; completion of the main work, all construction − Installation of the trackbed and rails; materials will be removed, and topsoil will be spread and seeded. Landscape planting will then − Installation of mechanical, electrical be installed. Temporary fencing and signage will and operating equipment; then be removed. − The fitting out of stops and The location of the site compounds are illustrated associated equipment; on maps (Construction Compounds) contained in − Finishing to surfaces and soft landscaping. Volume 3, Book 1 of 2 and as described in Table 6.4. The activities described here should be regarded as typical of the construction work to be undertaken along the route. Although specific details are provided on an area by area basis as detailed from Section 6.5.4 a detailed programme and schedule of works will be developed prior to the commencement of work on site and is dependent on more detailed design work and finalisation of work methodology by the appointed contractors. Page 85 Chapter 6
Table 6.4 Construction Compounds
Construction Main Construction Approximate Area Compound No. Location Activity Supported Size (m2) MN101 1 Depot Depot Earthworks, 336 Trackwork & Buildings MN101 2 (option 1) Balheary Demense Depot access road 24 and Estuary viaduct MN101 2 (option 2) Balheary Demense Broad Meadow and 6 Ward River bridges MN101 3 Chapel Lane Chapel Lane Footbridge 3 footbridge MN101 3 A Ashley Avenue Malahide Underpass 4 and Footbridge MN101 4 Malahide South Malahide Underpass 2 Footbridge and Footbridge MN102 5 Pinnock Hill Viaduct Pinnock Hill Viaduct 24 and Fosterstown stop and footbridge MN102 6 Fosterstown Fosterstown earthworks, 21 underpass, accommodation bridge +agricultural underpass. MN103 7 North Portal Tunnel and 12 Airport Tunnel Ventilation building MN104 8 South Portal Main tunnel works and 157 Airport Tunnel ventilation building. Overall works management. MN104 8 A Metropark Metropark earthworks and 16 Dardistown Stop. MN104 9 M50 Viaduct - North Metropark bridge 22 and M50 bridge MN104 10 M50 Viaduct - South Northwood Bridge and Ballymun 12 cut and cover tunnels MN104 10 A Northwood Stop Northwood Stop 5 and Ballymun cut and cover tunnels MN105 11 Ballymun Ballymun Stop 3.0 MN105 11 A Ballymun support Ballymun Stop and 4.5 to compound Cut and Cover tunnels
MN105 12 A Albert College DCU Stop, Cut and Cover Tunnel Portal Tunnels MN105 12 B Albert College Main City Tunnels, Tunnel Portal MN106 13 Griffith Avenue Stop Griffith Avenue Stop 16 (?) MN106 14 St. Patricks Ventilation shaft and 2.5 ventilation shaft crossover construction MN106 15 Drumcondra Drumcondra Stop 6 MN106 16 Mater Mater Stop 5 MN107 17 Parnell Square Parnell Square Stop 3.5 MN107 18 O’ Connell Bridge O’Connell Bridge Stop 11.5 Page 86 MN107 19 St. Stephen’s Green St Stephen’s Green Stop 19
Construction materials will be stored at these Description of the Scheme compounds and delivered to the site as required. For 6.5.3.3 Surface stops the storage of materials and/or substances that are The foundations of surface (at grade) stops will potentially hazardous, measures will be put in place be prepared and reinforced concrete track slabs to ensure these materials are securely and safely will be cast. The platform ducting will be laid, and stored. Access to the compounds will be required lean mix platform infill placed and compacted. at all times but will be restricted to site personnel Platform furniture will be erected, stop equipment and authorised visitors. Chemical agent risk installed, and paving slabs laid. Track will be affixed assessments will be completed and filed on site. to the slabs, and infill concrete laid and patterned General construction activities which will take to the finished levels. All systems cables will be place across the proposed scheme are described laid, connected to stop equipment, and tested. below including: Construction of at grade stops is likely to take approximately 3 months, with a further 3 months − Enabling works; required to complete systems installation − Surface (at grade) stops; and fit-out. − Sub surface stops; 6.5.3.4 Sub-surface stops − Earthworks and roadworks; Construction of the sub-surface stops will vary − Landscaping and boundary treatment; from stop to stop and is described in further detail − Track; in Section 6.5.4. Each stop box has been designed to allow the tunnel boring machines arriving at the − Cut and cover tunnels; stop to be winched through the stop and continue − Bored tunnels; to complete the next tunnel drive. − Substations; On completion of each stop structure, the electrical and mechanical fit out (including major equipment − Waste management and construction materials. such as transformers, lifts and escalators) will proceed, followed by architectural finishes. 6.5.3.2 Enabling works RPA has identified a number of packages of 6.5.3.5 Earthworks and roadworks enabling works that will commence in advance Bulk earthworks will be undertaken by excavators or of the main construction works including: motorised scrapers. Areas of fill will be compacted − Early construction of the stop box at Mater; by small bulldozers towing vibratory rollers. Ballast will then be imported and spread. Road foundation − Advanced utility diversions e.g. in Ballymun, layers will be laid and paved using bituminous or DCU/ Collins Avenue and the city centre; concrete paving machines and roadrollers. − Advanced heritage works e.g. Parnell Square, Underground excavation will use impact and O’Connell Bridge and Street, College Green hydraulic breakers and low velocity pyrotechnics. and Saint Stephens Green; The excavations will be supported by sprayed − Advanced archaeological works concrete and lattice arch girder linings in the e.g. surveys and investigations; soft ground, or with the addition of rockbolts in the limestone. − Advanced environmental surveys e.g. noise and air quality; 6.5.3.6 Landscaping and boundary treatment − Advanced buildings and basement surveys and monitoring e.g. building condition survey and Due to the extent of the permanent land-take, building movement survey; soft landscaping directly associated with the proposed scheme will generally be confined to − Traffic management and junction a strip of low level planting outside of the swept reconfiguration, especially in the city centre ; path of the LMVs (at grade sections only). Hard − Relocation of underground substations in landscaping will include the surfacing of the track O’Connell Street; bed and the completion of the civil works around stop entrances. Landscaping will commence on − Acquisition and installation of a temporary completion of the track laying and erection of bridge over the River Liffey. the overhead lines. Details of the landscaping proposals are illustrated as Landscape Insertion Plans (Volume 2, Chapter 13). Page 87
Chapter 6 Three different types of track bed are proposed 6.5.3.7 Track along the length of the line: ballasted track, slab track and embedded track. Embedded track may Track bed construction will generally entail the incorporate grass panels to form Grass Track. The preparation of a firm formation some 8 metres wide engineering requirement of a particular location just below the existing ground level. Protection will dictate the type of track bed required at that measures to the existing underground services will location, and can be summarised as follows: then be carried out and the required surface water drainage and ducting will be installed. The track bed formation is then compacted and levelled with a layer of granular fill.
Table 6.5 Track types Track type Typical use Ballast track In long sections with no pedestrian access Slab track On structures and in sections adjacent to public roads Embedded track In stop areas and wherever vehicles or the public have access to the track Grass track Where required for aesthetic reasons
Ballast track The bottom layer of ballast is placed and compacted. 6.5.3.9 Cut and cover tunnels The railway sleepers are laid on this bottom layer of The tunnel side walls will be installed using ballast using a hydraulic crane. The rail is laid out diaphragm wall techniques. The structural concrete in sections and the next layer of ballast is placed roof slab will then be cast on ground excavated between the sleepers and tamped to move the track between the walls. into place. The track sections are then welded and stressed and the final layer of ballast placed. A final When the roof has been cast, the soil beneath can be tamping pass is then carried out to bring the track excavated and removed by conveyor belt from below to the exact engineered position. and internal struts installed. The base slab can then be cast. Tunnel ventilation and spoil handling Slab track equipment can be located at compounds at each end A reinforced concrete slab is formed on the of the tunnel. Once the base slab has been installed, prepared surface and a proprietary fixing system the central dividing wall will be cast and grouted up is installed to fix the rails directly to the reinforced to the roof slab. The tunnel will then be backfilled concrete slab. and roadworks completed. In confined areas the Embedded track cut and cover tunnels will need to be constructed in Grooved rail is placed on a track slab, and a final two halves with the central wall constructed from layer is placed between the tracks. This final the surface as a piled wall, minimising the area of layer generally comprises patterned / imprinted carriageway occupied at any one time. concrete or asphalt.
Grass track 6.5.3.10 Bored tunnels Grass Track is formed in the same way as Tunnel Boring Machines (TBMs) will be assembled embedded track, but sections of the final layer on the portal approach in the compound provided. are omitted, and replaced with a growing medium which is planted with grass. TBMs will consist of a rotary cutting head within a tubular shield the same diameter as the tunnel. Mixed mode TBMs will be used for the proposed 6.5.3.8 Overhead catenary system scheme which can be adapted to suit each ground The installation of the overhead catenary system condition as it is encountered, operating either (OCS) and the power supply facilities follows the with or without pressurised slurry to support the completion of the trackbed. The support pole excavation face. Spoil will be removed from the foundations will be installed in tandem with the cutting head by conveyor, or rail mounted wagons, track bed formation. The support poles are erected and automatically loaded onto lorries at Albert and fixed to the foundation, and the OCS wires College Park. Air will be supplied to the tunnel by strung from rail mounted vehicles. ducts from a compressor at Albert College Park, together with electrical power for the TBMs and lighting. Seepage water will be extracted from the tunnel by a system of pipes and pumps, and Page 88 treated at the head works before being returned to local watercourses. Tunnels will be lined with pre-cast concrete tunnel Surplus inert excavated materials with some Description of the Scheme segments imported by road, and taken to the TBMs engineering strength (e.g. brick and stone rubble, by rail mounted bogies. The lining will be sealed by stiff clay, and rock) can be suitable for disposal in gaskets to minimise the inflow of water. The TBMs a land reclamation project if one were proceeding will be winched through each stop box structures, at the same time as the proposed scheme. Waste before continuing to drive southwards. Cross management is addressed in the Soils and Geology passages between the tunnels will be formed after chapter of this EIS (Volume 1, Chapter 17). the main drives are complete. On completion of the A waste management plan will be developed tunnel structure, a structural concrete track slab will by the Contractor in accordance with the Best be laid, and track, power and control systems fitted. Practice Guidelines on the Preparation of Waste Management Plans for Construction and 6.5.3.11 Substations Demolition Projects (DoEHLG, 2006) as part of the construction environmental management plan to Surface substations will be constructed at locations ensure that all construction waste is managed, which are generally close to planned Stops or stored and disposed of in an appropriate manner infrastructure, in order to minimise the impact of by appropriate contractors in accordance with all new buildings on the existing environment. Ducting relevant waste legislation. will be laid, and the substation compound will be covered in a layer of crushed rock. Bituminous road The proposed scheme will require specific construction will be laid on the access road and construction materials (such as crushed rock, parking areas. At feeder substations (Belinstown concrete, reinforcement, rails and cabling) to be and Dardistown) steel pylons and precast concrete imported to the site. In general, these materials are trestles will be erected to accept incoming cables regularly used in civil engineering infrastructure from the ESB network. Elsewhere, substations projects, such as major roads and buildings. will be supplied from a 20kV ring main laid along the track. A brickwork housing will be erected on 6.5.4 Area specific construction activities a concrete slab foundation, and a concrete roof cast in situ. Transformers and switchgear will then be delivered by road and installed using small 6.5.4.1 Construction activities cranes. Cabling will then be laid and the equipment specific to Area MN101 electrically connected and tested. Works proposed in Area MN101 will include the construction of the maintenance depot and 6.5.3.12 Waste and spoil management stabling facilities, a 110kV substation, a multi and construction materials storey Park & Ride building, 5 stops at Belinstown (northern terminus stop), Lissenhall (provisional), Spoil will be generated as part of the construction Estuary (provisional), Seatown and Swords, of the proposed scheme as detailed in the Soils and a new bridge crossing the Ward River, a viaduct Geology chapter of this EIS (Volume 1, Chapter 17). at Estuary (to cross the Estuary and Seatown Approximately 4.8 million tonnes of spoil will be Roundabouts), replacement footbridges at Chapel generated as part of the construction phase. Lane and Malahide South and an underpass Uncontaminated spoil will be reused where at Malahide Road. possible within the proposed scheme for the Depot construction of the depot, embankments, bunds The depot will be constructed on a level earthworks and landscaping structures and it is therefore platform and roads and trackwork laid. Materials unlikely that there will be a requirement to import and equipment for the depot will be delivered via a bulk fill materials for the proposed scheme. new Depot Access road constructed along the east Uncontaminated spoil will be loaded directly onto side of the proposed scheme, and connecting to the trucks so that intermediate storage will not usually R132 just south of the M1 Lissenhall Interchange. be required. Any contaminated spoil will be treated in accordance with all relevant legislation and best Earthworks beneath the main buildings and practice guidelines at the point of origin or at an trackwork will be completed first, to allow early alternative suitable site prior to disposal. Spoil will completion of these facilities for delivery and be dewatered, as part of treatment, if required, acceptance testing of the LMV’s. Construction of in order to reduce the volume of spoil generated. the initial trackwork and the buildings will take Once the spoil has been loaded onto the trucks, the approximately two years. Completion of the track trucks will then travel directly to the area in which and its Overhead Catenary System (OCS), and fitting the spoil is to be reused, recycled or disposed. All out of the buildings will continue for one year, with trucks will be covered during transport. Spoil that testing and commissioning taking a further year. cannot be reused or recycled will be disposed of in a manner that is in accordance with all relevant legislation and best practice guidelines. Page 89 Chapter 6 The large landscape mound at the southern edge The Ward River Bridge is to be built just upstream of the depot will be built up over two to three years, of the Balheary Bridge, on piles set back on the as spoil is imported from the tunnel activities river banks to minimise impacts on the river bed. elsewhere from the proposed scheme. Stored Parapets, and ductwork will then be cast, and topsoil will be re-used at the depot and along the handrails fitted. Installation of trackwork and the proposed scheme or sold to other projects. OCS throughout this section will then be installed in progressive operations. The construction of each building at the depot, including the multi-storey car park, will follow Work in this area will be supported from compound a similar sequence, as set out below: No. 2 established at the south end of the Depot Access Road. Work on the Lissenhall Bridges and − Excavate and prepare foundations retaining wall will take approximately six months, to main structure; if all operations are undertaken concurrently. − Erect structural steelwork; Lissenhall Bridges to Estuary Viaduct − Install floors and clad structure; Installation of trackwork and OCS in this area will take approximately two months, and will be − Excavate and prepare bases for machinery undertaken at the same time as the Lissenhall and pits; Bridges track and OCS construction described above. − Install any internal trackwork, Estuary Viaduct and Estuary and cast base slabs; and Seatown Junctions − Construct internal walls and partitions; Demolition of the Estuary and Seatown footbridges is required as part of the proposed construction. − Fit out of mechanical and electrical systems, Initially, temporary signal controlled pedestrian and install relevant equipment. crossings will be established in the vicinity of Upon delivery of the LMV’s to Ireland these vehicles each bridge. Demolition will then be undertaken will be transported to the depot by road, and will be by diverting R132 traffic into a contraflow on the commissioned and test run at the depot during the northbound and southbound carriageways in turn, final year of construction. and removing the bridge piers and spans.
Substations After removal of the footbridges, the two central The construction of all substations in Area MN101 lanes of the R132 will be cordoned off between the will be undertaken as detailed in Section 6.5.3.11. Estuary and Seatown Roundabouts to facilitate the installation of foundations. Pre-cast segmental Stops units will be lifted into place to form the viaduct The construction of all five stops in Area MN101 deck. The lifting process may require the cordoning will be undertaken as detailed in Section 6.5.3.3. off of an additional lane of the R132 for safety Belinstown Stop to Lissenhall Bridges reasons, and will therefore be undertaken at night A traffic signal controlled junction with the R132 will or in periods of low traffic flow. be constructed, involving temporary lane closures, At the Estuary and Seatown junctions, construction but maintaining two lanes of traffic in each will be by a similar method, but a series of complex direction. The Depot Access Road will be completed traffic diversions will be required to give access early in the construction process to facilitate to the pier locations. These diversions will be construction of the depot. Work in this area will be effected within the existing highway boundary, and supported from compound No. 2 established at the will maintain at least two lanes of through traffic south end of the Depot Access Road. on the R132 at all times. The diversions will be Lissenhall Bridges arranged to allow the progressive alteration of the Initial work in this area will involve the maintenance existing roundabouts to signal controlled cross road work on the Lissenhall Bridge (over the Broad junctions. At least one lane in each direction will be Meadow River), including the removal of vegetation maintained on the side roads during this process. growing on the structure, and re-pointing. The The reinforced earth ramps at each end of the existing road surface over the bridge will be removed viaduct will be built up in layers as the concrete and a load-spreading slab cast over the deck facing units are installed. Parapets and ductwork area. A retaining wall between the bridges will be will then be cast and handrails fitted. Installation of constructed from the tramway side to minimise trackwork and the OCS throughout the viaduct will damage to adjacent trees. The wall will be of random then be installed in a progressive operation, from stone, laid by hand, and tied back to the existing wall, the viaduct deck. with the gap between filled with mass concrete. Work in this area will be supported from compound Maintenance work on the Balheary Bridge (over the No. 2. It is estimated that completion of the viaducts Ward River) will be same as for the Lissenhall Bridge. and junctions will take approximately 18 months. Page 90 Swords Road and Seatown Stop At the Pinnock Hill Roundabout, a temporary Description of the Scheme Work in this area will commence with the closure of the northern circulatory carriageway will demolition of the Chapel Lane Footbridge, in a be required for approximately one to two weeks similar manner to that of the Estuary and Seatown to construct the viaduct span above it, with traffic footbridges as previously described. The works will diverted via the Malahide Roundabout. Similarly, require the closure of one lane of the northbound the southern circulatory carriageway will be closed carriageway and two lanes of the southbound for the same period to construct the southern carriageway of the R132. An extra southbound lane viaduct span. The southern closure will prevent will be constructed on the east side of the R132 to right turns to or from the Dublin Road access to ensure that two traffic lanes are maintained in both Swords, and advance signing will be required directions at all times. This will provide working to direct motorists via alternative routes. The space for construction of Seatown Stop, using reinforced earth ramps at each end of the viaduct the methods described in Section 6.5.3.3 above. will be formed in stages, and finished with parapets Trackwork will then be installed along the R132. and ductwork cast in place, and handrails fitted. Installation of trackwork and the OCS throughout The Chapel Lane Footbridge will be replaced by a the viaduct will then be installed. Completion of the new lightweight steel propriety structure, brought viaduct will take approximately nine months. to site by road. Assembly of the bridge components will be undertaken in compound No. 3 and diversion Fosterstown Stop and Park & Ride of R132 traffic into a contraflow on the northbound A retaining wall will be constructed adjacent to and southbound carriageways will be required. It Swords Road and the Fosterstown footbridge will is likely that this work will be undertaken at night, be constructed, commencing with the installation or during periods of low traffic flow to minimise of piled foundations. The footbridge itself will impact on traffic. Construction in this area will take be assembled nearby, and lifted into place as a approximately six to nine months. single span. This will require a temporary closure of the R132, and will need to be done at night, Malahide Underpass with traffic diverted around the Airside Retail This underpass cannot be constructed until the Park. An underground drainage storage area will existing Malahide Footbridge is demolished, and the be excavated beneath the car park and filled with new bridge erected. This work will be undertaken plastic water storage units. The Park & Ride site as described for the Chapel Lane Footbridge. The will then be paved. The stop will be built using remainder of the Swords Road will then be widened the methods described in Section 6.5.3.3 above. and Swords Stop built as described in Section Construction of the stop and Park & Ride site will 6.5.3.3 above. The Malahide underpass will then take approximately six to nine months. be constructed in the widened central reserve of the R132, with one lane northbound and two lanes Fosterstown underpass southbound cordoned off. Roundabout traffic will Work on the underpass will commence with piling be temporarily re-aligned to allow construction for the northern approach ramp, which will require of the ramps and underpass. a temporary closure of the southbound bus lane alongside the Airside Retail Park Car Park. The section of underpass beneath the Airside Park 6.5.4.2 Construction activities specific Access road will be built in two stages, with traffic to Area MN102 diverted around the work. At least one lane of traffic Works proposed in Area MN102 will include the in each direction will be maintained on this side construction of the Pinnock Hill viaduct, a stop, road. Construction of the underpass beneath the footbridge and Park & Ride facility at Fosterstown, R132 will proceed in a similar manner, with traffic and an underpass and an accommodation bridge diverted first to the west of the work (partly in the at Fosterstown. curtilage of the petrol station), then around each side of it, and finally to the east. On completion the Pinnock Hill Viaduct existing road layout will be reinstated. Two lanes of The construction of the Pinnock Hill viaduct will traffic in each direction will be maintained on the require the closure of one lane of the northbound R132 throughout these works. carriageway and two lanes of the southbound carriageway of the R132. An extra southbound lane The underpass will be fitted out with track and the will be constructed on the east side of the R132 necessary control systems by working below the to ensure that two traffic lanes are maintained in R132 from the adjacent site compounds Nos. 5 and both directions at all times. This will ensure that 6. Construction of the Fosterstown underpass and the central lanes of the R132 are available for the its approaches will take approximately 15 months viaduct construction. Installation of foundations to complete. will proceed, and pre-cast segmental units will Greenbelt Land be lifted into place to form the viaduct deck. The Work between Fosterstown underpass and the lifting process may require the cordoning off of an Sluice River requires the construction of a large additional lane of the R132 for safety reasons, and earthworks cutting and smaller embankments. A will therefore be undertaken at night or in periods comprehensive network of drains will be installed of low traffic flow. Page 91 as a part of these earthworks to maintain the current drainage pattern. Chapter 6 The earthworks plant in this area will be serviced Airport North Ventilation Building from the site compound south of the Fosterstown Earthworks for the ventilation building will form Underpass (Compound No. 6), and part of this area a platform for the receipt of the TBM, when will also be used for topsoil storage. it completes each tunnel from the south. The Ventilation Building Access Road will give access Before the earthworks can be completed, a to the portal area from St Margaret’s Road, and combined culvert and agricultural underpass will to return the TBM in parts to the south portal to be constructed on the stream at the northern end commence the second drive, or to remove it from of this area. The stream will be diverted into a site when the tunnels are complete. On removal of temporary channel around the construction site, the TBM, the foundations of the vent building will and returned to its current route, passing through be dug and filled with structural concrete. The the new structure. building walls and floor and roof slabs will then be A temporary diversion of the access road to the cast in structural concrete, and mechanical and McComish Precast works will be required to electrical plant fitted. construct a bridge to carry the reinstated road. Construction of the portal area will take Almost the entire length of this private access approximately three months, and must be complete road will be reconstructed. On completion of in time to receive the TBM driving from the south. the earthworks, track, control systems and OCS On completion of tunnelling, construction of equipment will be installed. Earthworks and the ventilation building will take approximately structures in this area will take approximately nine months. four months. Airport Tunnels The TBM will be launched and serviced from the 6.5.4.3 Construction activities specific main tunnelling worksite located at Dardistown (in to Area MN103 Area MN104) on the south side of the airport, and Works proposed in Area MN103 will include the driven in a northerly direction. It is expected that construction of bored tunnels under the airport, a single TBM will be used for the Airport tunnels, a tunnel portal and ventilation building and an driving from the south to complete one tunnel, underground stop at the airport. before being dismantled and returned to the south portal, reconstructed, and driving the second tunnel. The Airport Tunnels will take approximately two to three years to complete, depending on the ground conditions encountered.
Fosterstown Stop and Park & Ride Page 92 Airport Stop M50 Bridge Description of the Scheme Construction of the Airport Stop will commence Pier foundations are constructed in the central with the installation of piled walls down to rock median and side embankments of the M50. Precast level around the perimeter of the Stop box. The bridge piers and crossheads will be lifted onto the ground within the box will then be excavated in foundations during separate night time closures stages. Routes for road transport to and from of single lanes of the M50, and grouted into place. the Airport have been agreed with Dublin Airport The bridge abutments will be piled and constructed Authority and will be separated from normal Airport as described for the Metropark Bridge. Temporary traffic. Construction of the Airport Stop will take night time closures of the M50 slip roads will be some two to three years to complete, before testing required to erect the bridge side spans. Trackwork and commissioning can commence. and the OCS throughout the viaduct will then be installed. Construction of the M50 bridge will take approximately six months. This work may be 6.5.4.4 Construction activities undertaken early in the construction process in specific to Area MN104 order to provide a haul road between earthworks Works proposed in Area MN104 will include the operations north and south of the M50. construction of a tunnel portal and ventilation Earthworks at Santry Lodge building, at grade stops at Dardistown and Construction of earthworks and trackwork in this Northwood, a Park & Ride facility and 110kV area will take approximately six months to complete. substation at Dardistown, bridges at Metropark, the M50, and Northwood, and a cut and cover tunnel Northwood Bridge along the median of the R108 (Ballymun Road). This bridge will be constructed in the manner described for the Metropark Bridge and will take Airport South Ventilation Building approximately four months to construct. and Tunnel Portal Earthworks and roadworks for the ventilation Ballymun cut and cover tunnels building and its approach roads will form a platform In the area of the Northwood portal, three for the assembly of the TBM as it commences temporary traffic lanes will be constructed to the driving each tunnel in a northerly direction. On east of the existing road, allowing two lanes of completion of tunnelling, the foundations of the traffic to be maintained in each direction past the ventilation building will be dug and the building works. The diversions will rejoin Ballymun Road just walls and floor and roof slabs erected and south of the proposed IKEA junction. mechanical and electrical plant fitted. Compound Cut and cover tunnels in this area will be No. 8 will provide all the support facilities for constructed as described in Section 6.5.3.9. tunnelling, and may also be used for topsoil storage Construction of the cut and cover tunnels in Area arising from the proposed earthworks and the MN104 will proceed in conjunction with those in construction of the compound itself. Area MN105, and will take approximately two years Construction of the portal area and compound to complete, assuming that work proceeds on two will take approximately two months. It will need fronts (i.e. from Northwood southwards, and from to be constructed before delivery of the TBM. DCU northwards) On completion of tunnelling, construction of the ventilation building will take approximately 6.5.4.5 Construction activities nine months. specific to Area MN105 Metropark Earthworks and Roadworks Works proposed in Area MN105 include the Earthworks, roadworks and trackworks in the construction of a cut and cover tunnel beneath Metropark area will take approximately six Ballymun Road, and underground stops at months to construct. Ballymun and DCU. Dardistown and Northwood Stops Ballymun Cut and Cover tunnels These Stops will be built using the methods The cut and cover construction activities in MN105 described in Section 6.5.3.3 above. Construction will be undertaken in the manner described in of the stops will take approximately three months, Section 6.5.3.9. Various traffic management with a further three months required to complete diversions will be required around the work, but two systems and fit-out. lanes of traffic will be maintained northbound and Metropark Bridge southbound on Ballymun Road, and at least one This bridge will be constructed off the line of the lane in each direction on side roads. Additional right existing access road. Piles will be installed from turn lanes will be provided from Santry Avenue, ground level, and then extended up to abutment Collins Avenue and Glasnevin Avenue. Temporary height and cased in steel sleeves. The deck beams short closures of Coultry Road, Shangan Road and will be installed and the access road diverted over Albert College Drive will be required. At all stages it. The Metropark Bridge will take approximately existing pedestrian crossings will be replaced by four months to construct. temporary signal controlled crossings within 50m
of the existing location. Page 93
Chapter 6 Construction of the cut and cover tunnels in Area MN105 will take approximately two years to 6.5.4.6 Construction activities specific complete, assuming that work proceeds on two to Area MN106 fronts (i.e. from Northwood southwards, and from Works proposed in Area MN106 include the DCU northwards). On completion of the tunnel construction of a cut and cover tunnel across Albert structure, a structural concrete track slab will College Park, bored tunnels south from Albert be laid in the boxes and track, OCS and control College Park, three underground stops at Griffith systems fitted using rail mounted vehicles. Avenue, Drumcondra and the Mater Hospital, and Ballymun Stop an emergency access and ventilation shaft at St. The first stage of construction of the stop will be to Patrick’s College. divert four lanes of road traffic (two northbound, Albert College Park cut and cover tunnels two southbound) to the west of the main box Construction of the cut and cover tunnels in footprint, necessitating the occupation of an 8m this areas is similar to that described in Section strip of land to the west of Ballymun Road. During 6.5.3.9. Construction of these tunnels will take this stage it will be necessary to close Shangan approximately four months. Road, and to divert local traffic along Coultry Road, to a new temporary signal controlled junction with Albert College compound 12 and 12A Ballymun Road some 150m to the north. This will Establishment of this compound will be a critical also allow construction of the emergency tunnel activity in order to facilitate an early launch of the vents beneath Shangan Road. main TBMs and allow as much time as possible for completion of the bored tunnels. This compound Diaphragm walls will be installed and the ground will provide the support facilities required for between excavated to base slab level. The tunnelling. Access to the compound will be from a structural base slab will be cast, followed by the new signal controlled junction on Ballymun Road. mezzanine floor and roof slab. On completion of the The tunnel portal area will be retained by walls main roof slab, Ballymun Road will be reinstated, installed from ground level. On completion of the and traffic diverted over the main box, so that the bored tunnel works, the tunnel box will be cast in western stop access corridors can be constructed. structural concrete. Compound No. 12 will take On completion of the stop structure, the electrical approximately three months to establish. and mechanical fit out (including major equipment such as transformers and lifts) can proceed, Bored Tunnels followed by architectural finishes. The existing road Two TBMs will be launched and serviced from layout will then be reinstated over the box. the main tunnelling worksite at Albert College Park as described in Section 6.5.3.10. It is expected The area available for construction at the stop that the bored tunnels will take some three to is very confined, and additional land for support four years to complete, depending on the ground services has been made available in compound conditions encountered. 11A in front of the flats to the north west of the stop. Construction of Ballymun Stop will take Griffith Avenue Stop approximately two years to complete, before testing Construction of Griffith Avenue Stop will commence and commissioning can commence. with the installation of piled walls down to rock level around the perimeter of the stop box. The DCU Stop ground within the box will then be excavated. The first stage in the construction of DCU Stop will Construction traffic routes to the stop will be via be the diversion of the R108 some two metres to Griffith Avenue and Ballymun Road. A new access the east into its new alignment. This, together with will be constructed onto Griffith Avenue to avoid a closure of the southbound bus lane will provide damaging the Avenue trees. adequate working area. Additional working space for support services will be available at compound On completion of the stop structure, the electrical No. 12A to the south of the stop. The western half and mechanical fit out (including major equipment of the semi-detached house at 1 Albert College such as transformers, lifts and escalators) can Lawn will be carefully demolished, and a new gable proceed, followed by architectural finishes. wall and chimney stack built in its place. Westfield Construction of Griffith Avenue Stop will take two House will also be demolished. Diaphragm walls to three years to complete, before testing and will then be installed around the perimeter of the commissioning can commence. stop, and the ground between excavated in stages. The permanent stop walls, floor and roof slabs will then be cast in structural concrete. The electrical and mechanical fit out (including major equipment such as transformers and lifts) will then proceed, followed by architectural finishes. Construction of DCU Stop will take about 18 months before testing and commissioning can commence. Page 94
St. Patrick’s College Ventilation Shaft Description of the Scheme Initial work at this shaft will involve earthworks 6.5.4.7 Construction activities specific and the construction of a reinforced retaining wall to Area MN107 to create a working area. A piled wall to rock head Works proposed in Area MN107 include the level will be installed around the circumference of construction of bored tunnels, three underground the shaft, and excavation will proceed to track level. stops at Parnell Square, O’Connell Bridge and The cross passages at the foot of the shaft and the St. Stephen’s Green and a tunnel loop under St. emergency crossover caverns north of the shaft Stephen’s Green. may be excavated from the shaft. Construction traffic will access and leave the site via Millmount Parnell Square Stop Avenue and Drumcondra Road. The shaft internal Following establishment of hoardings around the structure will be installed, and the building walls site area, piled walls will be installed to form the formed in in-situ structural concrete. Mechanical main stop structure. A bus lane will continue in and electrical plant will then be fitted. Construction operation along the east side of Parnell Square of the shaft at St. Patrick’s College will take East. Extensive grouting of the ground and the soil approximately 30 months. rock interface will be required to reduce ground water flow into the excavation. Grouting will be Drumcondra Stop undertaken by sinking small diameter holes Initial work at this stop will include the demolition allowing site mixed grout to be pressure injected of existing buildings within the stop and hoardings into the ground. will be erected along site boundaries to minimise disruption to residents. A site access will be A temporary steelwork construction deck will be created onto Drumcondra Road Lower opposite installed spanning the walls to provide working Clonliffe Road. space, and the ground within the box will then be excavated in stages. Construction traffic will access Construction of Drumcondra Stop will commence the site via Drumcondra Road, Gardiner Street with the installation of a piled wall down to rock and Parnell Street, and leave via Dorset Street and level around the perimeter of the stop box. At the Drumcondra Road. north and south ends of the box the piles will be extended into rock to the base level of the stop. The permanent stop floor and roof slabs will be The ground within the box will then be excavated. cast in structural concrete. On completion of the Construction traffic will access the site via the stop structure, the electrical and mechanical fit out Port Tunnel and Clonliffe Road, and leave via (including major equipment such as transformers, Drumcondra Road Lower. On completion of the stop lifts and escalators) will proceed, followed by structure, the electrical and mechanical fit out architectural finishes. It is expected that the (including major equipment such as transformers, construction of Parnell Square Stop will take two lifts and escalators) can proceed, followed by to three years to complete, before testing and architectural finishes. commissioning can commence.
Construction of Drumcondra Stop will take two O’Connell Bridge Stop Entrance Boxes to three years to complete, before testing and As detailed in Section 6.5.3.2 enabling works will commissioning can commence. be undertaken to remove substations, utilities and cultural heritage features from the vicinity of the Mater Stop works. Traffic diversions will be implemented and As detailed in Section 6.5.3.2 the Mater Stop is to be hoardings erected around the worksites. Traffic constructed by RPA as an enabling works package in diversion measures will include the erection of a advance of the main construction contract. temporary bridge across the River Liffey between Construction of Mater Stop will commence with Marlborough Street and Hawkins Street to facilitate the installation of piled or diaphragm walls down the movement of buses and pedestrians. This bridge to rock level around the perimeter of the stop box. will be supported on piles anchored into limestone The ground within the box will then be excavated. bedrock in the bed of the River Liffey. A 30m length of Construction traffic will access the site via Eccles the River Liffey downstream of the O’Connell Street Street and leave via North Circular Road, Dorset Bridge will be decked over to provide working area for Street and Drumcondra Road. the contractor in the City centre. On completion of the stop structure, the electrical Piled walls will be installed to rockhead around the and mechanical fit out (including major equipment perimeter of the north box on O’Connell Street and such as transformers, lifts and escalators) can the south box on Westmoreland Street. Traffic and proceed, followed by architectural finishes. pedestrian diversions will be operated around these works, maintaining two traffic lanes northbound Construction of the Mater Stop will take two over O’Connell Bridge, and one southbound. to three years to complete, before testing and Footways will not be less than 3m wide. commissioning can commence. Page 95
St. Stephen’s Green Stop Green Stephen’s St. will be works enabling Stop, Bridge O’Connell As at features heritage cultural remove to undertaken pond The northwest works. the the vicinity of from features Rock and the Pulham will be drained and will be stored features Physical removed. Hoardings work. the of on completion re-instated the protect to the worksite around will be erected will on this stop Work parts the Green. remaining of to wall a piled of installation commence with the and the stop, the outline of around head level rock box, the concourse parts: in two will then proceed box. and the main stop level, roof to will be excavated box The concourse of Excavation in concrete. slab cast and the roof the slab. beneath proceed will then the concourse encountered. are they as slabs will be cast Floor the early will allow construction of This method public use. to the Green around the roads of return base slab to will be excavated box The main stop cast, be then will slabs roof and floor and Walls, level. continue will Excavation up. bottom the from working tunnel westbound the form to box main the beneath the and Interconnector, Rail Irish proposed the of concourse the of north tunnels running the of invert eastbound the for voids form to out excavated be will tunnels. interconnector via the will access the site traffic Construction Row, Westland Street, Lombard North Quays, Leeson Fitzwilliam Street, North, Square Merrion and leave Green, Stephen’s and St. Lower Street Row, Westland Street, Nassau Street, via Dawson Street. Tara and Street Pearse and will be excavated tunnel loop The turn back and tunnel structure, the stop of upon completion a structural concrete track slab will be laid, slab will be laid, track concrete a structural On fitted. systems OCS and control and track, and the electrical structure, the stop of completion fit out (including major equipment such mechanical can proceed, lifts and escalators) as transformers, of Construction finishes. architectural by followed approximately will take Stop Green the St Stephen’s and commissioning testing before years three
A temporary steelwork construction deck will then will then deck construction steelwork A temporary a provide to walls piled the between be installed will boxes within the ground The platform. working traffic Construction in stages. then be excavated Lombard via the North Quays, the site will access Street via D’Olier and leave Street and Pearse Street Street. Tara and required will be interface the soil rock of Grouting excavation. the into flow water ground reduce to as described for will be undertaken Grouting will layers in rock Excavation Stop. Square Parnell and walls base, and the permanent stop proceed stop of the On completion slabs will be cast. floor fit out and mechanical the electrical structure, as transformers, such (including major equipment by followed can proceed, lifts and escalators) finished surface Finally, finishes. architectural to roads and footways will be completed. and footways roads to Tunnels Platform Stop O’Connell Bridge undertaken the tunnels will be of Excavation A this stop. of the remainder of independently the shaft will be sunk from diameter 5m metre stops all underground Similar to worksite. surface and the stop, through TBMs will be winched the slab laid and track, track concrete a structural systems and control systems catenary overhead finishes will then and electrical Architectural fitted. all of Construction on the platforms. be installed four will take Stop the O’Connell Bridge of elements task single is the longest which complete, to years phase. construction in the overall
Chapter 6 Page 96 Consultation
Introduction consultation application Order Pre-Railway Alternatives selection Route design Engineering and architectural Scoping and mitigation Impacts process consultation during the Issues raised advice Independent expert consultation application Order Railway Post onsultation
7.2 7.3 7.3.1 7.3.2 7.4 7.5 7.6 7.7 7.8 C 7.1 07
Consultation Page 99
y order y a w -rail Impacts and mitigation: Where the potential the potential Where and mitigation: Impacts Alternatives: This focused initially on route on route initially This focused Alternatives: statement impact The environmental Scoping: design and location. design and location. detailed was identified effects significant for was stakeholders with key consultation minimise the effects. undertaken to corridor options and then progressed to to and then progressed options corridor tunnel detailed locations, stop proposed infrastructure and associated alignment, the represented (EIS) scoping exercise assessment the environmental beginning of corridor. route preferred the emerging for to was exercise the scoping The purpose of the methodology the scope and establish for the public and relevant provide EIS and to and responsibility bodies with environmental on the parties with information interested other their input to invite and to scheme proposed the EIA process.
- 7.2 Pre 7.2 consultation application with the public in relation widely has consulted RPA consulting with including scheme, proposed the to businesses, associations, residents’ residents, bodies and elected business representative and bodies stakeholders Statutory representatives. and interest responsibility with environmental also consulted parties were interested and other Consultation scheme. the proposed to in relation topics: on the following focused - -
RPA has carried out extensive consultation in consultation out extensive has carried RPA with members scheme the proposed to relation businesses, including residents, the public, of individuals and representative institutions, with bodies and bodies statutory organisations, The and interest. responsibility environmental the that ensure is to the consultation of objective account into taken and concerns all are of views 7.1 Introduction 7.1 in the EIA process. in the EIA process. initiatives outlines the consultation This chapter Order the Railway and ERM prior to RPA by taken and the main issues identified during application process is an ongoing Consultation this process. the planning through and will continue right and for application) Order Railway (post process the project. of the life and public consultation stakeholder An outline of 7.5. Table to 7.1 Table in is detailed of this proposed scheme. scheme. proposed this of to record the consultation carried out in respect respect in out carried consultation the record to This chapter of the EIS has been prepared in order order in prepared been has EIS the of chapter This Environmental Impact Assessment (EIA) process. process. (EIA) Assessment Impact Environmental Consultation is an important element of the the of element important an is Consultation
7.3.1 Route selection Route 7.3.1 Minister TD, Mr Martin 2006 Cullen On 28 February for process the consultation launched Transport, of Dublin to city centre the from scheme the proposed ran process This consultation Airport and Swords. studies and environmental with technical parallel and being considered options route evaluate to The corridor. route best the overall determine to of included the publication initiative consultation options route different outlining three a newsletter ‘East’ and ‘Central’ ‘West’, (the under consideration distributed were newsletters 100,000 Over routes). and in the city centre and businesses residents to on the north the city within approximately of side Six open days options. 500m the route of any of the along locations advertised at and held were Civic Centre, including Ballymun corridors route Dublin City Council Offices, Finglas Civic Offices, Swords, Fingal County Council Civic Offices in Dublin Airport and the Southern Hotel the Great were options the route of Details Hotel. Regency team project and RPA’s Open Days the at displayed by issues raised and record address on hand to was attended. those that and bodies with stakeholders Statutory were and interest responsibility environmental and issued with a copy directly to also written local with key also met RPA the newsletter. of as such be affected may that stakeholders sports clubs and other associations, residents’ discuss the route bodies to representative in resulted phase This consultation corridors. in Drumcondra. Alternatives 7.3 submissions demonstrating 2,000 written over in the interest support and a keen overall scheme. proposed the to led this feedback of Consideration option corridor route fourth of a identification was This option route). Central’ ‘Alternative (the the originally of two of a combination essentially and Central the East namely published options, route the city centre of and a variation routes, to led which feedback The consultation section. included option this route of the development high quality very demand for a widespread line, railway with the Maynooth interchange demands for stops, additional demands for with Luas and concerns interchange improved on strategic construction of about the impact corridors. road this section to in relation June 2006 consultation In a means of commenced by corridor route of and newspapers in the national notice newspaper residents to newsletters 10,000 of the distribution the new by affected and businesses in the areas and businesses particularly residents option,
Freephone telephone – telephone Freephone on the RPA persons to mailshots Direct and local to and updates releases Press Detailed discussions and workshops with discussions and workshops Detailed including letters, correspondence Written discussions with and detailed Presentations drawings, maps, including website, RPA Newsletters direct to peoples’ homes including homes peoples’ to direct Newsletters community civic centres, in local Open days associations, with residents’ Meetings meetings; Public with and meetings correspondence Direct contact database (which includes over 1,666 1,666 includes over (which database contact North); Metro to in relation subscribers media outlets; national emails and faxes; public representatives; local asked frequently to responses newsletters, to and an e-mail address (FAQs), questions requests; and information questions facilitate halls and hotels; sporting clubs and schools, businesses, groups; other individual residents; and bodies with stakeholders statutory responsibility; environmental free post comment cards; cards; comment post free receiving and answering queries from residents, residents, queries from and answering receiving representatives; businesses and local
------used to facilitate consultation on the project. on the project. consultation facilitate used to Consultation evolved with the project design and design the project with evolved Consultation to topics general from assessment environmental of the proposed the design topics as specific more were approaches Various progressed. scheme These included:
Chapter 7 Page 100
A preferred route corridor for the proposed scheme Consultation was announced in October 2006. A newsletter 7.3.2.2 Drumcondra to Griffith Avenue outlining the preferred route corridor was tunnel alignment distributed to 55,000 households, statutory bodies The preferred route corridor announced in October and bodies with environmental responsibility and 2006 included stops at Drumcondra and Griffith interest inviting comment. Details were posted on Avenue. In April 2007, drawings showing the detailed the RPA website. Feedback from statutory bodies tunnel alignment design for the section of the route and some city centre business interests in response between these stops were made available to the to the original consultation initiative suggested the public. RPA wrote to property owners directly above inclusion of an additional stop at Parnell Square to and within close proximity of the proposed tunnels underpin the regeneration of the area. to inform them of the location of the tunnels, the Accordingly, as part of the announcement of the potential construction and operational impacts that preferred route corridor, a focused consultation might result, and the proposed mitigation measures initiative in relation to the introduction of an which would be put in place. RPA requested additional underground stop at Parnell Square comment from these properties directly, as they East was launched. Further to technical and would have particular concerns which RPA were environmental feasibility studies and consultation keen to address. resulting in the receipt of over 700 submissions In response to public concerns regarding the from members of the public, local businesses and potential impacts of tunnelling, RPA undertook key stakeholders in favour of the proposed stop at extensive consultation between April and June Parnell Square East, it was confirmed in November 2007 with the communities affected by the detailed 2006 that a Parnell Square Stop would be included tunnel alignment. Following meetings with various as part of the proposed scheme. local residents’ associations and groups including Griffith Avenue and District Residents’ Association, 7.3.2 Engineering and architectural design Iona and District Residents’ Association, Hampstead Avenue & The Rise (& close surrounds) Action Group, Following the announcement of the preferred route Residents for Realignment Ltd. and Courtlands corridor in October 2006 the focus of consultation Residents’ Association, RPA developed four feasible moved on to more detailed engineering and alternative tunnel alignment options for this architectural design issues, relating to the design section of the route corridor. RPA issued over 2,300 of the tunnels, track layout and stops along the letters to households in Drumcondra in July 2007 emerging preferred route corridor. There was setting out five detailed tunnel alignment options significant feedback challenging some of the design (the original design issued in April 2007 and the proposals, in particular the vertical alignment four alternatives) and their associated design and through Ballymun, the vertical and horizontal environmental effects. The public were invited to tunnel alignment between Drumcondra and provide feedback to RPA. An Open Day was held on Griffith Avenue and the location of the Dublin City 2 August 2007 in the Regency Hotel Drumcondra to University (DCU) Stop. In response to this feedback provide the public an opportunity to address specific RPA undertook further design, environmental concerns directly to members of the project team. assessment and consultation in relation to feasible alternatives at these locations. Further details in The feedback from residents, public representatives relation to these are presented in the Alternatives and key stakeholders to this consultation was chapter of this EIS (Volume 1, Chapter 5). varied with no consensus on a preferred option. Further to consideration of the detailed feedback and completion of the technical and environmental 7.3.2.1 Ballymun studies a preferred tunnel alignment was identified On 11 January 2007, RPA held an Open Day in and announced on 10 October 2007. This was a Ballymun Civic Centre to outline the feasible design combination of the original tunnel alignment and alternatives and their potential environmental one of the alternative options. The assessment of the effects on the area. The feedback from residents options is detailed in the Alternatives chapter of this and public representatives to this consultation EIS (Volume 1, Chapter 5). overwhelmingly supported an underground Since this announcement there have been ongoing alignment through Ballymun. This feedback was discussions with interested parties who have incorporated into the overall assessment. On 20 concerns in relation to the tunnels and the potential April 2007, RPA confirmed that the preferred option environmental effects associated with them. for the design of the proposed scheme was to run This includes consultation with Corpus Christi underground through Ballymun in a cut and cover Girls National School; local residents and other tunnel from Albert College Park to north of interested parties to address their concerns. Santry Avenue. Page 101 Chapter 7
7.3.2.3 DCU Stop 7.3.2.5 Swords There was local opposition in relation to the In November 2007 two information open days were proposed location and design of the DCU Stop advertised and held in the Pavilions Shopping alongside Albert College estate. In response to this Centre in Swords. Public reaction at these open RPA engaged in detailed discussions with local days was positive. residents’ representatives in relation to location Following these open days, RPA met with residents and design of the stop. Four feasible alternative of Carlton Court to discuss their concerns about options were developed and subject to technical and the possible impacts of the elevated track sections environmental studies and consultation. RPA issued in this area. Discussions are ongoing in relation over 3,300 letters setting out the four options for to mitigation measures. the DCU Stop to local residents. On 13 September 2007 RPA held an Open Day in Ballymun Civic Centre to display the four options for the DCU Stop and to 7.3.2.6 Removal of footbridge provide the public an opportunity to address specific at Estuary Roundabout concerns directly to members of the project team. Several meetings have been held with Fingallians Meetings were held with residents’ associations GAA Club to discuss their concerns in relation to the representing Albert College and Ballymun Road. reconfiguration of the Estuary Roundabout and the A number of meetings were held with public removal of the footbridge. Discussions are ongoing representatives of Dublin City Council’s North West in relation to mitigation measures. Area Committee. RPA also had meetings with the 177th Scout Group whose Scout Hall is in close proximity to the proposed stop at DCU. 7.3.2.7 Belinstown Depot and Park & Ride facility The feedback from residents, public Individual meetings have been held with residents representatives and key stakeholders to this of Batter lane who are living in close proximity consultation was varied with no consensus to the proposed depot and Park & Ride facility. on a preferred option. Following completion of Feedback was generally positive and concerns the technical and environmental studies and regarding potential flooding, increased traffic and consideration of the detailed feedback from illegal parking in the area and visual impact are consultation the preferred location and design assessed as part of this EIA. for the DCU Stop was announced on 12 December 2007. Again over 3,300 households in the area were 7.3.2.8 City centre businesses notified by letter of the preferred option. From the earliest stages RPA has consulted with Discussions are ongoing with the 177th Scout the various business associations about plans for Group and the residents’ associations in relation to the proposed scheme in the city centre. Dublin City mitigation measures. Business Association, Dublin Chamber of Commerce and the North City Business Association have all 7.3.2.4 Albert College Park contributed to the consultation process as well as the Dublin branch of the Irish Hotel Federation. The tunnel boring launch site for the proposed scheme is Albert College Park. RPA is consulting with Several meetings and presentations have taken the sporting clubs that will be affected during the place between RPA and business representatives construction phase, as well as Dublin City Council. and the views of the business community have been taken into account in the design process. The RPA has met on many occasions with business community want to ensure that footfall is representatives from Hampstead Avenue & The maintained to their premises and that city centre Rise (& close surrounds) Action Group to ensure car parks remain open. They also want to ensure that their concerns in relation to construction that working hours do not impact negatively on impacts in this area are addressed. There have their customers whether they are shoppers, guests also been discussions with National Parks and staying in hotels or students attending classes. Wildlife Service (NPWS) of the Department of the Discussions are ongoing in relation to specific Environment, Heritage and Local Government in mitigation measures relation to potential construction impacts. RPA has also met with individual businesses in close proximity to the stops at Stephens Green, O’Connell Bridge and Parnell Square East in order to identify their specific concerns about access and deliveries during construction. Page 102 Consultation 7.4 Scoping 7.5 Impacts and mitigation Following the identification of the preferred route During 2007 and 2008, the EIA progressed corridor for the proposed scheme a draft EIS with engineering and architectural design the Scoping Report was prepared and issued to all assessment of the likely environmental impacts prescribed bodies as set out in the Guidelines on and consultation with the public, statutory bodies the Information to be contained in Environmental and bodies with environmental responsibility and Impact Statements, EPA 2002. The Scoping Report interest. Ongoing consultation was an integral was also made available to the public on the RPA part of the EIA process and the development of website (www.rpa.ie/Metro) for comment and was detailed design of the route to determine the likely communicated through the October 2006 Metro acceptability of the residual effects. Particular North newsletter. The aim of this consultation attention was given to parties with significant initiative was to identify the issues and emphasis interface with the proposed scheme including that are likely to be important during the EIA such parties as Local Authorities, the DoEHLG, the process and to eliminate those that are not, as well OPW, Irish Rail and the DAA. There was significant as providing the opportunity for exchange of views consultation with these bodies during 2007 and at an early stage when there is still flexibility in 2008 to inform the design and thus ensure that the the design of the development. During the scoping potential for negative environmental effects was stage the likely potential impacts of the proposed minimised via design optimisation. scheme and the appropriate methods by which Pre-application consultation meetings were also to evaluate environmental topics prior to the held with An Bord Pleanála (ABP) in accordance commencement of data collection and assessment with statutory requirements. The record of these were also determined. meetings forms part of the public file held by ABP. In December 2006 an EIS scoping workshop was held with representatives of some of these statutory bodies to agree the proposed approach 7.6 Issues raised during to the EIA for the proposed scheme including: the consultation process - The Department of the Environment, Heritage Consultation is ongoing and further initiatives are and Local Government (DoEHLG); planned as the project progresses. A summary of some of the issues raised to date during - Dublin City Council; consultation are outlined below and all are dealt - Fingal City Council; with in this EIS - An Taisce; - Human Beings: Consultees raised concerns over the impact of the proposed scheme on local - Bord Gais; business, in particular those in Parnell Square - Eircom; East. This is dealt with in the Human Beings: Socio-economic chapter of this EIS (Volume 2, - Dublin Airport Authority (DAA); Chapter 3). - Dublin Port Authority; - Human health. Concerns have been raised in - Dublin Transportation Office; relation to the potential for negative health effects associated with the proposed scheme, - Geological Survey of Ireland; in particular during the construction phase. In - The Irish Aviation Authority; response to this RPA appointed a public health specialist to complete a health assessment for - National Roads Authority; the proposed scheme and this is detailed in the - The Office of Public Works (OPW). Human Health chapter of this EIS (Volume 1, Chapter 8). The main focus of this workshop was on the environmental topics which were to be assessed - Material assets including non agricultural as part of the EIA, allowing the opportunity for property and utilities and human beings: views to be put forward on such topics as heritage, landuse: The potential for negative effects on traffic, human beings, noise and vibration, material existing utilities; access difficulties to cables assets (non agricultural property, landuse, and under the track; and the possible need to utilities), ecology, landscape and visual, air quality, divert gas mains along the route and near the water quality and design issues. stops was noted. Concerns were also raised in relation to the potential impact on the existing Feedback from these initiatives was incorporated navigation systems located at Dublin Airport. into the Final Draft Scoping Report dated February Changes in landuse that may develop as a 2008. The EIS is the primary document which will consequence of the proposed scheme and emerge from the ongoing EIA. any required landtake was also requested to be considered. These concerns are addressed Page 103 within the Landuse, Non Agricultural Property and Utilities chapters of this EIS (Volume 2, Chapters 2, 16 and 17 respectively). Chapter 7 - Noise and vibration impact during construction - Property damage. Residents living directly above the of tunnels and stops and during operations: tunnels are particularly concerned about the impact Concerns have been raised in relation to of tunnelling on their properties. This is dealt the potential for nuisance and disturbance with in the Soil and Geology chapter of this EIS associated with the proposed scheme due to (Volume 2, Chapter 9). noise and vibration. This is dealt with in the - Property value. A number of residents have Noise and Vibration chapters of this EIS (Volume raised concerns that the value of their property 2, Chapters 4 and 5 respectively). will fall as a result of the proposed scheme. - Landscape and visual: Concern was raised in This is dealt with in Non Agricultural Property relation to the potential visual impacts resulting chapter of this EIS (Volume 2, Chapter 16). from elevated structures, lighting, and the - Anti-social behaviour at stops. Concerns have entrances to the stops. This is dealt with in been raised that stops will attract anti-social the Landscape and Visual chapter of this EIS behaviour. This is dealt with in the Human (Volume 2, Chapter 13). Health chapter of this EIS (Volume 1, Chapter 8). - Air: Concern was raised in relation to the - Property acquisition. Discussions have taken potential for negative effects on air quality due place with all the owners of properties which to the generation of dust and removal of spoil may have to be acquired to facilitate the during the construction of the proposed scheme. proposed scheme. These discussions were of a This is dealt with in the Air and Climatic Factors sensitive nature requiring one to one meetings. chapter of this EIS (Volume 2, Chapter 12). RPA understands the severity of the situation - Ecology, flora and fauna: The potential to for the property owners in question and has negatively effect hedgerows, nesting birds, therefore offered to begin early negotiations badgers, bats and the Broad Meadow Estuary, if requested so as to allow them time to find which feeds the Malahide Estuary (an SAC, SPA alternative accommodation and adjust to this and pNHA) was raised as a concern, as well life changing situation. as the loss of trees. This is dealt with in the - St. Stephen’s Green. The potential for negative Flora and Fauna chapter of this EIS (Volume 2, effect on Stephen’s Green was raised and this Chapter 8). is dealt with in the Flora and Fauna, Material - Water: Concern was raised in relation to the Assets: Archaeology, Architectural Heritage and potential impact of groundwater drawdown, Cultural Heritage chapters of this EIS (Volume 2, ingress, settlemet and pollution. It was Chapters 8 and 15 respectively). suggested that best practice measures To conclude, at each and every phase of the be implemented to ensure that only clean, consultation process RPA has been willing to uncontaminated surface water and storm consult with interested parties in an open and water run-off is allowed to enter the River Tolka professional manner. Public dialogue is a core and the Royal Canal during the construction activity of the Agency which will help deliver a first phase. It was also suggested that any culverts class transport system for and supported by the or bridges do not impact salmonid species and public. Further initiatives are planned. that the riparian habitat integrity is protected throughout the life of the proposed scheme. This is dealt with in the Surface Water and 7.7 Independent expert advice Groundwater chapters of this EIS (Volume 2, Chapters 10 and 11 respectively). During the consultation process with residents in the areas of the proposed scheme where - Increased traffic and parking congestion: Traffic tunnelling is planned, RPA was requested to provide and parking congestion is a problem for some independent engineering advice to the residents. residents along the proposed route and they RPA agreed to provide this advice and appointed are concerned that the presence of stops will O’Connor Sutton Cronin consulting engineers intensify this problem. There potential traffic to prepare a report for residents assessing disruption associated with construction of the the impacts of the tunnel alignment options in proposed scheme in particular in the city centre Drumcondra. This report was made available to was a concern noted by many parties. This all residents’ associations and representative is dealt with in the Traffic chapter of this EIS groups in time to support their responses to the (Volume 2, Chapter 7). consultation process on these options. - Buses, Pedestrians and Cyclists Impacts on bus RPA has also agreed to provide an Independent routes and services, and pedestrian and cycle Engineering Expert to advise interested residents arrangements were raised as a concern for both groups along the entire alignment in relation to the the construction and operational phases. This design of the proposed scheme and EIS. is dealt with in the Traffic chapter of this EIS (Volume 2, Chapter 7). Page 104
Once RPA has published newspaper notices of the Consultation 7.8 Post railway order Railway Order application and put the documents application consultation on public display, interested persons may make written submissions to ABP with any views they Consultation relating to the proposed scheme may have on the application. does not stop at the submittal of the EIS to ABP but will continue for some time thereafter. This ABP may hold a public oral hearing in relation to EIS accompanies an application for a Railway any Railway Order application made by RPA. As well Order (including plans of any works to be carried as writing to ABP as outlined above, members of out under it) and will be put on public display for the public can come to an oral hearing and express a minimum of 6 weeks. Notices of the application their views to the ABP inspector. are required to be placed in newspapers and RPA As part of the oral hearing process ABP must writes to property owners and occupiers affected by consider any submissions made to it. It will the application. All the application documents will also consider the EIS submitted as part of the be placed on display at ABP and at RPA’s offices in application. If ABP decides to make a Railway Order, Parkgate St, Dublin 8 as well as being available to newspaper notices of this decision are published view on the RPA website. and copies of the order or relevant extracts from it will be sent to affected persons, including property owners and occupiers. The order made will also be available for the public to view at RPA’s offices.
Table 7.1 Metro North Consultation Newsletters Date Newsletters / Updates Recipients Total Sent Submissions February 2006 Dublin Metro North Newsletter Route Selection Residents 100,000 2094 June 2006 Dublin Metro North Public Notice Residents & 10,000 N/A Newspapers October 2006 Dublin Metro North Newsletter Selected Route Residents 55,000 N/A October 2006 Dublin Metro North Parnell Square Stop Residents 55,000 761 January 2007 Dublin Metro North Ballymun Open Day Residents & Stakeholders April 2007 Dublin Metro North Griffith Avenue Residents within 713 N/A to Homefarm Rd Alignment Letter 30m of tunnels Summer 2007 Dublin Metro North Borehole Notices Residents & N/A Businesses June 2007 Dublin Metro North Drumcondra / Residents & 2,322 N/A Griffith Avenue Stakeholders July 2007 Dublin Metro North Drumcondra Alignment Residents, 3,314 330 Options & Open Day Notice Stakeholders & Database Members August 2007 Dublin Metro North DCU Stop Options Residents, 3,334 459 Letter & Open Day Notice Stakeholders & Database Members October 2007 Dublin Metro North Mater Residents & 1,105 N/A to Parnell Tunnel Alignment Stakeholders October 2007 Dublin Metro North Announcement Residents, 3,666 N/A of Preferred Alignment in Drumcondra Stakeholders & Database Members October 2007 Dublin Metro North Independent Expert Residents 13 5 Associations December 2007 Dublin Metro North DCU Stop Announcement Residents, 3,680 N/A Stakeholders & Database Members April 2008 Dublin Metro North Albert College Glasnevin Residents 257 5
July 2008 Dublin Metro North Invitation Residents 80,000 N/A Stakeholders & Database Members Chapter 7
Table 7.2 Metro North Press Releases Date Press Release 28 February 2006 Metro North Launch June 2006 Route Alternative June 2006 The Big Dig October 2006 Chairman’s Statement October 2006 Route Announcement December 2006 Ballymun Design Options 21 December 2006 Procurement Process 22 March 2007 Metro North goes to Tender 13 September 2007 Tender Shortlist 12 November 2007 Qualified Bidding Groups 13 May 2008 Qualified Bidding Groups July 2008 Metro North Open Days
Table 7.3 Metro North Open Days Open Days Date Held Location Metro North Route Options 28 March 06 Ballymun Civic Centre Metro North Route Options 30 March 06 Fingal Co Co Offices Metro North Route Options 03 April 06 DCC Wood Quay Offices Metro North Route Options 05 April 06 Regency Hotel Metro North Route Options 07 April 06 Finglas Civic Offices Metro North Route Options 10 April 06 Great Southern Hotel Dublin Airport Ballymun Section 11 January 07 Ballymun Civic Centre Drumcondra Alignment Options 02 August 07 Regency Hotel DCU Stop Options 13 Sept 07 Ballymun Civic Centre Ballymun Regeneration 08 Nov 07 Ballymun Civic Centre Swords Awareness Campaign 15 Nov 07 Pavilions Shopping Centre Swords Awareness Campaign 22 Nov 07 Pavilions Shopping Centre Pre Railwayorder Order Application 15 July 2008 Mater Centre for Nurse Education Pre Railwayorder Order Application 17 July 2008 Regency Hotel Pre Railwayorder Order Application 27 July 2008 Ballymun Civic Centre Pre Railwayorder Order Application 29 July 2008 DCC Wood Quay Offices Pre Railwayorder Order Application 31 July 2008 Fingal Co Co Offices Page 106 Consultation
Table 7.4 Metro North Consultation - Residents Associations Meetings (as of June 2008) Residents Associations Meetings 2006 2007 2008 Albert College Residents Association (ACRA) - 3 1 Ballymun Road Area Association (BRAA) 1 2 2 Ballymun Regeneration 2 - Blessington Court Residents Association (BLEND) - 1 - Courtlands Residents Association 1 - Griffith Avenue & District Residents Association (GADRA) 3 4 - Glengarriff & District Residents Association - 1 - Hampstead Avenue & The Rise (& close surrounds) Action Group - 3 - Iona & District Residents Association (IADRA) 2 1 - Residents for Realignment (RfR) - 7 - Valentia Road Residents (ROTO) - 2 1
Table 7.5 Metro North Consulation Meetings Other Meetings Other Meetings Albany Homes Department of Agriculture, Fisheries and Food Ambassador Theatre Department of Communications, Energy and Natural Resources An Garda Siochána Department of the Environment, Heritage An Post and Local Government (DoEHLG) An Taisce Department of Transport Ballymun Regeneration Ltd. Dublin Airport Authority Plc. Bank of Ireland Dublin Bus Boird Gáis Distribution Dublin Chambers of Commerce Bord Gáis Éireann (Irish Gas Board) Dublin City Business Association Brown Thomas Dublin City Council Bus Éireann Dublin City Development Board Carroll’s Irish Gift Store Dublin Deaf Association Cassidys Pub Dublin Dockland Development Authority Catholic Institute for the Deaf Dublin Fire Brigade Chamber of Commerce Dublin Port Company Córas Iompair Éireann (CIE) Dublin Regional Authority Corpus Christi Girls National School Dublin Tourism Dublin Transportation Office (DTO) Dunnes Stores Page 107 Chapter 7
Table 7.5 Metro North Consulation Meetings (continued)
Other Meetings Other Meetings Easons O’Scanaill Veterinary Eastern Regional Fisheries Board Office of Public Works Eircom Our Lady of Victories Church Electricity Supply Board (ESB) Quinn’s Pub Emmaus Centre Royal College of Surgeons F & C Ireland Scouts Group Fingal County Council St. Joseph’s CBS Marino Fingallians Football Club St. Laurence O’Toole Trust Fitzwilliam Hotel Stephens Green Shopping Centre Gaiety Theatre Tara Winthrop Private Clinic Health Services Executive Texaco Garage Heritage Council The Belvedere Hotel Iarnród Éireann The Fleet Street Hotel Irish Aviation Authority The Tanning Shop Irish Georgian Society The Traveller Community Irish Life Investment Managers The Westin Irish Times Building D’olier Street Treasury Holdings Irish Times Training Waterways Ireland John Spain & Associates Whelan Corcoran Smith Lidl Liffey River Cruises Mater Public Meeting Na Fianna National Council of the Blind National Disability Authority National Monuments Section (DoEHLG) National Museum of Ireland National Parks and Wildlife Services (DoEHLG) National Roads Authority National Taxi Drivers Union Nethercross Holdings North West Area Committee Page 108 Human Health
(including groundborne noise) (including groundborne operational dust (air quality) dust operational Potential health impacts of vibration vibration of impacts health Potential (soil and geology) radon of effects health Potential electomagnetic of effects health Potential construction/ of health impacts human Potential (human beings) effects health psychosocial Potential on human health impacts Other potential fumigatis Aspergillus disease) (Weils Leptospirosis water surface and Groundwater Landfill sites References Introduction Methodology Introduction Study area Consultation assessment review/impact evaluation/literature Hazard noise of health impacts Potential impairmentNoise-induced hearing communication with speech Interference Schools disturbance Sleep effects and physiological Cardiovascular on performance effect and Mental health effects and annoyance behaviour noise on residential of Effects interference and radiation interference uman ealth 8.16 8.7 8.8 8.9 8.10 8.11 8.12 8.12.1 8.13 8.14 8.15 8.2 8.2.1 8.3 8.4 8.5 8.6 8.6.1 8.6.2 8.6.3 8.6.4 8.6.5 8.6.6 8.6.7 H H 8.1 08
Human Health Page 111
y Assess the human health baseline identifying change potentially this could how Then examine Assess the environmental baseline in terms of of baseline in terms Assess the environmental conditions these existing how Then examine on human effects the resulting estimate Finally in particular vulnerable groups and estimating and estimating groups in particular vulnerable emissions; probable of effects possible and the construction emissions from due to the project. phases of operational existing conditions, for example by measuring by example for conditions, existing contaminants in the air; of levels existing emissions or influences due to will change and with the construction associated the project; phases of operational vulnerable to particular paying attention health, nursing schools, as hospitals, such receptors persons. homes and elderly
- - 8.2 Methodolog Introduction 8.2.1 can that approaches possible two are There health effects assess the possible be used to as this. such a project of 1: Method - - - Method 2: Method
in Environmental Impact Statements EPA 2002; EPA Statements Impact in Environmental (in the preparation of EIS) EPA 2003; EIS) EPA of (in the preparation Quality and Fairness, a Health System for you you for System a Health Quality and Fairness, Advice notes on current practice practice on current notes Advice Guidelines on the information to be contained to Guidelines on the information (Department of Health and Children 2001). 2001). (Department Health and Children of - - - RPA has carried out extensive consultation in consultation out extensive has carried RPA in the (as detailed scheme the proposed to relation Chapter 1, this EIS (Volume of chapter Consultation ensure is to the consultation of The objective 7)). into taken all are and concerns of the views that Assessment Impact account in the Environmental in been raised Concerns have (EIA) process. health effects negative for the potential to relation in particular scheme, with the proposed associated this to In response phase. during the construction health specialist an environmental appointed RPA proposed the a health assessment for complete to below. and this is detailed scheme defines (WHO) Health Organisation The World and psychological physical, health as complete absence of in terms simply and not social wellbeing disease or infirmity. of a number compiling this chapter, Prior to 8.1 Introduction 8.1 of guidelines and policy documents were documents were and policy guidelines of including: reviewed of disease or infirmity. or disease of wellbeing and not simply in terms of absence absence of terms in simply not and wellbeing as complete physical, psychological and social social and psychological physical, complete as The World Health Organisation (WHO) defines health health defines (WHO) Organisation Health World The
Proposal of additional mitigation measures measures mitigation additional of Proposal Identification of the study area and study area of the Identification parties; with interested Consultation identify issues identified to search Literature after changes, residual predicted of Analysis of the proposed scheme; the proposed of to the construction and operational phases and operational construction the to applicable. where characterisation of the baseline environment the baseline environment of characterisation populations of sensitive with the identification and receptors; elsewhere; with similar projects attributable in the environment mitigation, (e) (a) (b) (c) (d) When the potential effects on human health of on human health of effects When the potential the most amongst assessed, are emissions any the number are, be considered to important factors of the duration be exposed, who may people of or sensitivity of and the vulnerability exposure that those emissions. those individuals to health public and private areas, Residential and areas commercial workplaces, facilities, particularly important are facilities educational usually of persons numbers significant because locations. at these spend significant time also are areas and recreational worship Places of but important the significant numbers of because time in spend less usually people that the fact some emissions. for be relevant these places may numbers limited have usually areas Agricultural but farm time a limited and for present people of any like considered are themselves residences homes. other refers in this context an area The sensitivity of Vulnerable the population. of the vulnerability to or old. young the very include the sick, persons highly be very to considered are that Receptors public both facilities, care include health sensitive include the to likely more as these are and private, also include receptors Sensitive ill or infirm. elderly, When children. of the presence due to schools assessed particular attention are health impacts groups. these sensitive to be given must It is true to say it is difficult to measure potential potential to measure difficult it is say to It is true as such emissions, by affected directly not effects these of the assessment However being. well social method the of regardless subjective is more areas possible of majority the vast rate any and at chosen emissions. to related are effects detrimental to refers which 1, Method these reasons, For used in this will be baseline, the environmental the of impacts the potential assessment of note It is of on human health. scheme proposed has endorsed the Health Service Executive that the to this methodology with respect the use of scheme. proposed in the Human taken were steps The following Health evaluation:
are inadequacies. are as exists data reliable reasonably cancer, For such criteria diagnosis is based on firm diagnostic is There confirmation. histological example, for as, the National base maintained by data a national to possible it is not however Registry Tumour basis such geographical a precise on data extract line and as 500meters a proposed either side of contain all relevant does not the data in addition which residence previous as person’s such detail was. agent the causative to exposure be where may difficulties. more even Other conditions can cause community prevalence of estimations example, For may as they unreliable be very may asthma of doctors local of on the readiness depend more than on actual the condition rather diagnose to includes clinically if one only However occurrence. centres specialist cases diagnosed by proven number in the miss out on the greater one may the conditions. of prevalence comparison is by analysis Baseline environmental particularly Measurements science. exact a fairly time in a a period of over taken are when they detailed a very can give sites different number of the baseline environment. of understanding in this baseline changes potential Modelling for emissions is potential by caused environment environmental for Health thresholds also reliable. expect do not we which below levels are agents such Organisations health effects. detrimental any issued and have Health Organisation as the World health based environmental review continue to Air Quality Guidelines example, for guidelines, from extrapolate can reliably This means we (AQGs). conditions to in environmental changes potential this The use of on human health. impacts potential a of providing has the benefit therefore method a project assessment for of method reliable more scheme. as the proposed such relevant conditions such as asthma or as asthma conditions such relevant disease. cardiovascular it is quickly this data for look When one begins to such in obtaining difficulties are there that evident in an data, conditions no reliable most For data. there it exists and where exists form, accessible seek to quantify baseline levels of major human of levels quantify baseline seek to as cancer and other health conditions such Both methods depend on knowledge of the the of on knowledge depend methods Both effects health potential and the emissions likely The apparent emissions. these with associated human health it puts 2 is that Method of suitability the practicalities When issue. study as the central difficulties great however are there examined are main drawbacks the Some of with this approach. on human data baseline that the fact due to are very is study area geographical a defined health for can be obtained which and that to obtain difficult sound. or scientifically be reliable not may assessment would baseline any example For
Chapter 8 Page 112 Human Health Page 113
assessment Human Beings and suicide). violence (including nuisance, Soil and Geology (including radon). metals, Soil and Geology (including heavy and groundwater water Surface borne Human Beings (including rodent Noise (including nuisance noise); vibration); (including nuisance Vibration dust); Air Quality (including construction EMC (including radiation (including water contamination); (including water contaminants and exposed landfill sites). contaminants and exposed and magnetic interference); and magnetic diseases e.g. Leptospirosis). diseases e.g.
- hazards Psychosocial - Chemical hazards - - - In addition to the subjects identified by identified subjects the to In addition was search initial literature an consultation, health effects potential other identify out to carried the to similar schemes with railway associated to given was Particular attention scheme. proposed which arisen in the Luas project, have issues which similarities had great still different somewhat while scheme. the proposed to phase and initial the consultation of As a result human health the following search, literature be meant to is not list The assessed. were topics study. of areas key identifies rather but exhaustive environmental all relevant It is worth that noting this EIS 1 and 2 of Volumes in as detailed topics with topics those Only context. this in reviewed were discussed are human health affect to the potential psychosocial, include physical, These here. hazards. and biological chemical hazards Physical - - - - /literature azard evaluation 8.5 H impact w/ revie Biological hazards Biological A detailed literature review was then carried out then carried was review literature A detailed relevant where In addition these subjects. for the phases of and operational the construction very have may which of each scheme, proposed will be considered. emissions, different
y area y tud Suicide; Violence. Noise; Vibration; (EMF); Fields Electromagnetic Rodent numbers – disturbance of the population; the of disturbance – numbers Rodent materials hazardous of exposure for Potential Dust; Traffic; Vibration; (EMF); Fields Electromagnetic Noise; e.g. old landfills. old e.g.
------8.4 Consultation place taken has already consultation Extensive and the Health Service the public of with members Health. Public of (HSE) and Institute Executive In particular the methodology this human of health assessment was discussed with the health assessment was making the assessment based is, that HSE, They in the environment. changes on potential In addition this approach. supportive of were for the social benefits identified the major they when operational. in general scheme with the public included open Consultation public from representations meetings, with up meetings and follow representatives example for request, on groups specific interest This process a school. of management of a board to them. of concern areas identified many identified as being the health effects Amongst phase were: concernof during the construction The potential effects of any emissions are related related are emissions any of effects potential The highest The emissions. those of dose or level the to will and scheme proposed the to closest be will level distance. increasing with decrease always nearly example for emissions, possible many for Indeed be to likely are effects the vibration, and noise proposed the of 50-100metres within confined effects or quality air as such impacts Some scheme. Different borders. wider have may traffic to due study different used have EIS the within chapters the in used areas study The reason. that for areas Human the in used been also have chapters different impact. particular that for assessment Health 8.3 S of concern during the operational phase were: concernof during the operational Amongst the health effects identified as being the health effects Amongst
Chapter 8 Particularly vulnerable to these types of effects are 8.6 Potential health impacts of noise the hearing impaired, the elderly, children in the process of learning, and individuals who are not During this section scientific terms such as dB and familiar with the spoken language. Leq are used. These are fully explained in the Noise chapter of this EIS (Volume 1, Chapter 12). The higher the level of the masking noise, and the more energy it contains at the most important The health effects from noise impacts, is speech frequencies, the greater will be the detailed under separate headings, according percentage of speech sounds that become to the specific effects: indiscernible to the listener. The masking effect of 1. Noise-induced hearing impairment (general); interfering noise in speech discrimination is more pronounced for hearing-impaired persons than for 2. Noise-induced hearing impairment (schools); persons with normal hearing. 3. Interference with speech communication; As the sound pressure level of an interfering noise 4. Sleep disturbance; increases, people automatically raise their voice to overcome the masking effect upon speech (increase 5. Cardiovascular and psychophysiological; of vocal effort). This imposes an additional strain 6. Mental-health effects and effects on the speaker. For example, in quiet surroundings, on performance; the speech level at one metre distance averages about 50dBA, but is 30dBA higher when shouting. 7. Effects of noise on residential behaviour However, even if the interfering noise is moderately and annoyance. loud, most of the sentences during ordinary conversation can still be understood fairly well. 8.6.1 Noise-induced hearing impairment With raised voice (increased vocal effort) sentences may be 100% intelligible for background noise Hearing impairment is typically defined as an levels of up to 55dBA; and sentences spoken with increase in the threshold of hearing, that is a straining vocal effort can be 100% intelligible with decrease in hearing acuity. It is assessed by noise levels of about 65dBA. threshold audiometry. It however only occurs above a certain noise level. These figures of course refer to ambient noise in the area of the conversation. For sensitive Data from the International Standards Organisation communication this is nearly always indoors. As (ISO) and WHO states that hearing loss will not stated the average noise attenuation inside a occur at noise levels below 70dB no matter how long building, with the windows closed conservatively the exposure continues. It is generally accepted in is 15dB. Of course with any environmental noise acoustic science that a receptor inside a building source, noise levels will be higher in gardens. even with the windows open will experience noise However time spent in gardens is nearly always levels about 15dB less than outside the building1. during the day. Other noise sources are much more This is a relatively conservative figure and modern common such as lawnmowers, traffic and other built buildings may be significantly greater than social noises. People in general are less sensitive to this particularly in a relatively cold climate such as noise annoyance while, for example, gardening than Ireland’s. Allowing for 15dB attenuation that is a when trying to sleep or watching television. Speech decrease in noise levels, for buildings with windows levels vary between individuals because of factors open this equates to an outside noise level of 85dB. such as gender and vocal effort. Impact assessment: Impact assessment: speech communication noise induced hearing impairment Most important communication takes place During the construction and operational phases indoors, for example, in schools which is separately of the proposed scheme noise levels sufficient assessed below. A background noise level of 45dB to cause Noise Induced Hearing loss simply will Leq is very unlikely to interfere with communication. not pertain outside of the construction site itself. An occasional excursion above this level will also The findings of the Noise chapters of this EIS not interfere with communication. In the event of (Volume 2, Chapter 4) confirm this in all areas of occasional words being misunderstood they will the proposed scheme. There will therefore no risk simply be repeated. In this respect railway noise, of noise induced hearing loss due to noise from which by its nature is intermittent, is unlikely to environmental exposure. interfere with communication. Using the conservative 45 dB Leq threshold indoors 8.6.2 Interference with speech communication this equates to a 60 dB Leq level outdoors with Noise interference can interfere with speech windows open based on the 15dB attenuation comprehension. These may include problems explained elsewhere. Attenuation will be with concentration, fatigue, uncertainty and lack significantly higher with windows closed. These of self-confidence, irritation, misunderstandings, average noise levels will not be experienced in the decreased working capacity, problems in human operational phase. Page 114 relations, and a number of stress reactions. Construction noise can be of a more constant There are several studies on the effect of Human Health nature. It will however typically be for defined and environmental noise on education. However most of relatively short periods of time. Temporary effects these relate to airport noise and to a lesser extent on communication may be experienced in areas traffic noise. There is far less evidence relating to identified as having a Leq significantly in excess rail noise. From studies available, school learning of 60 dB. This means simple local mitigation may be the factor most affected by environmental measures such as closing windows will allow noise. Following exposure to aircraft noise, efficient communication. schoolchildren in the vicinity of Los Angeles airport were found to be deficient in proof reading, and in Based on the predicted results no ongoing adverse persistence with challenging puzzles4. effects either in the construction or operational phases of the proposed scheme are predicted. One of the most important studies on the effects of noise on school learning was performed by Hygge & Evans on Munich airport5. 8.6.3 Schools Before the opening of the new Munich International The EPA (USA) suggested that sound pressure Airport and the termination of the old airport, levels indoors in schools of 45dBA would be children near both sites were recruited into aircraft- acceptable as this is compatible with 100% noise groups (aircraft noise at present or pending) comprehension at normal speech levels1. and control groups with no aircraft noise (closely This figure is also quoted by WHO but the latter matched for socioeconomic status). A total of 326 body has also stated that ideal levels are as low children (mean age 10.4 years) took part in three as 35dB during teaching of young children2. data-collection waves, one before and two after the switch-over of the airports. After the switch, long- This lower level has also been stated by ANSI3 term memory and reading were slightly impaired in (American National Standards Institute) as well as the noise group at the new airport but significantly the British Standards Institute. It is important to improved in the formerly noise-exposed group at note the purpose of WHO, ANSI and BSI was to give the old airport. Short-term memory also improved in guidance to designers of schools. They do not state the latter group after the old airport was closed. At that the 45dB threshold was wrong but rather that the new airport, speech perception was somewhat the 35dB is ideal. It is certainly true that many if not impaired in the newly noise-exposed group. most school rooms in this country are above this lower threshold. The key point is there is no evidence For the old airport before the switch the ambient of any deleterious effect at 45dB. No organisation is noise levels were measured as 68dB (or 53dB stating that this level is less than satisfactory. indoors) prior to switch and 54dB (39dB) afterwards. The new airport schools went from In the UK it is generally accepted that noise levels 53dB (or 38dB) to 62dB (or 47dB). These figures up to 65dB outside of the school are acceptable were 24 hour levels. Assuming fewer flights at during the construction phase of a project (see night it is certain that the daytime noise was even the Noise chapters of this EIS (Volume 2, Chapter higher. It is also of note that uninsulated schools 4)). This is because of the relatively short duration were chosen in all cases. Assuming that 45dB in of such phase, although it can persist for several the classroom is desirable this means that the years, and it allows for some simple measure, e.g. school near the old airport was greatly above the closing windows to improve attenuation. A lower desired levels before the move and dropped to well 58dB level is used during the indefinite operational within the level with significant improvement. The phase. (See the Noise chapters of this EIS (Volume school near the new airport moved from below the 2, Chapter 4)). Because schools are largely 45dB threshold to above this level. It may not be unoccupied in Ireland during the warmer summer surprising therefore that the study showed what months, windows are likely to be closed most of the it did. A further inference is that if we control the academic year. It is also assumed that these noise noise indoors to 45dB there is no evidence of a levels are applicable only during day time and when deleterious effect on education. children are in school. Equally they only apply on days when children are in school and thereby do not The finding that children’s cognitive skills can include weekends and holiday time. The modelling, be affected by very high noise levels were given explained in more detail in the Noise chapters of further credence by the RANCH (Road traffic and this EIS (Volume 2, Chapter 4) has therefore used Aircraft Noise Exposure and Children’s Cognition this 65dB level as the “Significant” level during the and Health)6. construction phase but the lower 58dB during the While showing little new it suggests a small effect operational phase. on reading comprehension in 9-10 year old primary school children across 3 countries. It also stated “Neither aircraft noise nor traffic noise affected sustained attention, self-reported health, or overall mental health.” It was surprising that the study suggested significantly improved memory function Page 115 in children exposed to high levels of traffic noise. This appears inconsistent with findings of other studies and intuitively difficult to understand. Chapter 8 Again there is little evidence railway noise, No impacts are predicted during particularly of a light railway system, would be the operational phase. as significant as aircraft noise. These studies MN107 are quoted here because they are applicable to No significant effect is predicted on any educational transport noise in general. institution in either the construction or the Impact assessment: schools operational phase. Finlaters Church MN107-C1 is used in part for educational activities and this may MN101 suffer some impact but in overall terms this is very There are no schools likely to be affected within the unlikely to have a significant effect on education. study area that can be affected. Seatown School is predicted not to be affected. 8.6.4 Sleep disturbance MN102 A number of educational facilities are located in this Sleep disturbance is considered to be a major area. These include Colaiste Choilm, St. Colmcille’s environmental noise effect. It is however Boys National School and Girl’s National School. estimated that 80-90% of the reported cases of sleep disturbance in noisy environments are for Noise modelling does not predict a significant reasons other than noise originating outdoors. impact on these schools either during the Understanding of the impact of noise exposure on construction or the operational phases. sleep stems mainly from experimental research in MN103 controlled environments. There are no schools within the study area Field studies conducted with people in their normal that are predicted to be affected living situations are scarce. However most of the MN104 more recent field research on sleep disturbance There are no schools within the study area has been conducted for aircraft noise. that are predicted to be affected Sensitive groups include the elderly, shift workers, MN105 persons especially vulnerable to physical or There are a number of educational facilities in this mental disorders and other individuals with section. These include Holy Spirit National School, sleeping difficulties. St. Joseph’s National School, Scoil an Tseachtar There is evidence that habituation to night-time Laoch, Ballymun Senior Comprehensive School, The noise events occurs, and that noise-induced Virgin Mary School, Our Lady of Victories Schools and awakening decreases with increasing number Ballymun Junior Comprehensive School and DCU. of sound exposures per night. Studies have also For the construction phase noise modelling (see the shown that the frequency of noise-induced Noise chapters of this EIS (Volume 2, Chapter 4)) awakenings decreases for at least the first eight predicts residual impacts, allowing for mitigation, consecutive nights7. at the library and schools on Ballymun Road in In simple terms people get used to the noise. For the order of 5dB. Again during the construction the proposed scheme any possible effect will be phase an impact is also predicted in the parts of during noisy work during the construction phase the Our Lady of Victories Church on Ballymun Road and during the operational hours of the proposed that are used for educational purposes of 20dB. scheme when built. However the modelling predicts the impacts are not expected to last for more than about 30 days. As stated most of the published research has Given this short duration a significant impact on been related to aircraft noise but in a recently education is very unlikely. Suggested mitigation published study8 which studied some 23,000 might include not using the worst affected rooms subjects the authors concluded that at the same for the short duration of the significant effects. average night time noise-exposure level, aircraft noise is associated with more self-reported sleep For the operational phase none of the educational disturbance than road traffic, and road traffic noise establishments are predicted to experience is associated with more sleep disturbance than significant effects. railways. In other words railway noise is the least MN106 likely to affect sleep. There are a number of educational facilities Of course people also sleep during the daytime, for in this section. example shift workers, but ambient noise levels During the construction phase a significant impact are much greater at this time anyway so it is less on the educational buildings on St. Alphonsus Road likely that an additional noise source will have a (Lower) (MN106-C12). An impact is also predicted significant effect. The assessment of impact on on St Patrick’s College MN106-C11. This would have sleep is therefore based on night time noise. The potential to interfere with education, although the Noise chapters of this EIS (Volume 2, Chapter construction phase is of limited duration. Mitigation 4) details the methodology used in modelling measures might include performing noisiest work this. That chapter also explains the choice of Page 116 in breaks such as summer holidays or even moving “significant” effects in night time noise exposure. some classes. Impact assessment: sleep disturbance An impact assessed as medium is predicted at Human Health Levels of night time noise during the construction Travel Lodge (MN102_C5). At this level an effect on phase greater than the ambient levels or greater sleep is far less likely on an ongoing basis and can than 45dB are considered significant (see the Noise be mitigated, if necessary, by measures as simple chapters of this EIS (Volume 2, Chapter 4). Obviously as closing windows. the construction period will be of limited duration. No significant effect is predicted Effects of short duration are less likely to have a from the operational phase. human health effect than ongoing noise sources. MN103 For the operational phase the operational hours A significant daytime effect is predicted at parts for Metro North are assumed to be: of the halting site on Naul Rd (MN103-C1) for 6 - From Monday to Friday, from 0500 hours to months during construction however no night time 0100, and on Saturdays from 0600 hours to effect is predicted. During the construction and 0300 hours; and on Sunday from 0700 hours operational phases no other significant impacts are to 0030 hours. predicted on night time noise levels in this section and no human health impacts will result. Levels of night-time noise during the operational phase, between 2200 to 0800, in excess 48 dB LAeq MN104 are considered significant in so far as there is a During the construction phase significant impacts potential effect on sleep (see the Noise chapters are predicted at Santry Lodge (MN104 C3) during of this EIS (Volume 2, Chapter 4)). There is obvious the actual working times and if these extend into overlap between these hours and the operational night time hours an effect on sleep is possible. This hours. As discussed above the nature of the noise is likely to be for a period of 11 months although is also relevant and with respect to transport noise the period of highest impact is considerably less. railway noise is the least obtrusive. Limiting working hours to outside night-time hours will mitigate any effect on night time sleep. Obviously when the impact on sleep is assessed, one considers an indoor environment where No significant impact on sleep is predicted people actually sleep. This will therefore include all from the operational phase. residences but also other buildings like hospitals, MN105 other residential health care facilities and prisons Concrete pours outside of core hours may be for example. required for the underground stations. It may be MN101 necessary to carry these out at night. During the construction phase significant impacts At residential locations significant noise impacts over 1 to 2 nights only are likely at Ashley Grove, are predicted at Ballymun Stop at James Connolly Seatown Walk South, Foxwood and the house Tower flats MN105 C4 and Ballymun Civic Centre east of the Tesco site. The short duration of these MN105-C5 and Ballymun Road MN105 C13,14, however minimises the potential for any health Albert College Road MN105 C15, Ballymun Road/ effect by impact on sleep. St Pappins Road MN105 C16 and Albert College During the operational phase, with mitigation Crescent MN105 C17. measures proposed in the Noise chapters (Volume 2, Baseline noise levels are relatively high at night in Chapter 4) the potential effects are less significant this area (55 to 60dB) so residual noise impacts are and will not have a human health impact. likely to be lower than would otherwise be the case. There are approximately 6 properties at Seatown The duration of these concrete pours is very Terrace (MN101-19) and 6 houses to the east of limited but is likely to have an effect on sleep in the R132/M1 junction with a “medium” impact the residents of the areas identified. The potential from airborne metro noise and associated traffic for health effects will be mitigated by performing noise respectively. At this level an effect on sleep work if at all possible during the daytime and is far less likely on an ongoing basis and can be minimising the duration of the noisiest work. At any mitigated, if necessary, by measures as simple as rate because of the very limited duration no human closing windows. health effect is predicted. MN102 During the operational phase no significant impacts During the construction phase significant impacts are predicted due to noise levels in this section. are predicted at Nevinstown Lane/Dublin Road MN102-C9 junction during construction of Fosterstown Underpass, and at Dublin Road MN102- C6 during construction of Fosterstown Stop. This is likely to take 5 months. No night work is required in this section so no impact on sleep is predicted. Page 117 Chapter 8 MN106 A German study showed an excess risk of Concrete pours outside of core hours may be hypertension and myocardial infarction related to required for the underground stations. It may be aircraft and traffic noise but railway noise was not necessary to carry these out at night. At residential studied9. It also showed higher treatment rates for locations very significant noise impacts are hypertension among residents exposed to higher predicted at The Rise MN106-C5, Griffith Avenue road noise levels. The link between road traffic MN106 C6 C7, St Josephs Ave C13 Leo Street noise and hypertension was further supported by MN106-C17, St. Alphonsus Avenue (MN106_C14), Bluhm10. In 1999, the WHO stated that the overall Mater Misericodiae Hospital (MN106_C15), Mater evidence available at the time suggested a weak Misericordiae Hospital / Leo Street (MN106_C16) association between long-term noise exposure and Mater Private Hospital (MN106-C18) . Lesser and blood pressure elevation or hypertension, and but still relevant impacts are predicted above the that cardiovascular effects are associated with criterion at Walnut Lawn/Walnut Rise MN106-C18. long-term exposure to A-weighted average sound
This activity is not likely to be standard practice pressure levels [dB(A)] (LAeq,24hr) throughout the and the assessment therefore represents a worst day/night in the range of 65–70 dB(A)11. case scenario. The HYENA (HYpertension and Exposure to Noise The duration of these concrete pours is very near Airports) study is a new study underway to limited but is likely to have an effect on sleep in the further study this question. It is the first large residents of the areas identified. The potential for multi-centre study designed to assess the effects health effects will be mitigated by performing work of exposure to aircraft and road traffic noise on if at all possible during the daytime and minimising blood pressure and cardiovascular disease, as the duration of the noisiest work. Because of this in well as possible modifying effects of exposure to all likelihood the residual impact in human health air pollution. Study airports are located in several terms is negligible. different European countries offering a wide range of noise exposure, ensuring exposure contrast and No significant impact is predicted in the cross-country variations (e.g., due to cultural and operational phase. climate differences), which will be addressed in the MN107 analysis. It is not intended to study the effects of Concrete pours outside of core hours may be railway noise. required for the underground stations. It may be Of note is that when a “pubmed” search was necessary to carry these out at night. performed, several references for cardiovascular This has the potential to affect Westmoreland effects with airport and traffic noise were found but Street MN107-C10 and the Fitzwilliam Hotel none for railway noise link. This does not completely MN107-C11. This however is not likely to have a rule out any effect but at least suggests that the human health effect. railway noise is the least likely transport noise to cause problems. Indeed by reducing traffic noise During the operational phase no significant impacts it is likely that the proposed scheme, if it is to have are predicted noise levels in this section. any effect on blood pressure and cardiovascular disease, it will be positive. 8.6.5 Cardiovascular and physiological effects It is accepted that high stress levels are related to Acute noise exposures activate the autonomic increases in blood pressure and increased risks of and hormonal systems, leading to temporary cardiovascular diseases. Being delayed in traffic changes such as increased blood pressure, is a significant source of stress. Increased waiting increased heart rate and vasoconstriction. After times are inevitable in the construction phase so prolonged exposure, susceptible individuals in it might be argued that there may be a temporary the general population may develop permanent increase in stress levels in some affected areas. effects, such as hypertension and ischaemic heart The extent of the delays will be lessened by the fact disease associated with exposures to high sound that much of the proposed scheme is away from pressure levels. Most of the studies are based on main roads or underground. The duration of any occupational studies with often very high noise disruption is also limited and anecdotal evidence levels, 90dB or greater however there have been from the construction of the Luas is that disruption some which have suggested a link to airport noise. is well accepted in the knowledge that it is of long In general these studies have not been statistically term benefit. In the operational phase there is little significant or not supported by other studies. doubt that there will be an overall beneficial effect on stress levels. In summary then for published epidemiological studies the lowest level at which noise had an effect on ischaemic heart disease was 65-70 dB for Leq, 24hr. Even at these levels the results have been equivocal. Page 118 Impact assessment: There are some publications on annoyance and Human Health cardiovascular and physiological effects railway noise. Lim13 studied community annoyance Based on the predicted results no adverse human caused by exposures to railway noise in 18 areas health effects either in the construction or along heavy railway lines in Korea. It should be operational phases of the proposed scheme noted that the noise levels associated with such are predicted. railways are much higher than those related to a light metro system such as the proposed scheme. They found some levels of annoyance in those living 8.6.6 Mental health effects very close (<50m) to railway lines and noted this and effects on performance was higher than in Europe as the residences were Environmental noise is not believed to be a direct in general much closer to the lines. This study is cause of mental illness, but it has been assumed of little relevance for the underground section of that it accelerates and intensifies the development the proposed scheme but should be considered of latent mental disorder. Again there are very few for surface sections if they are very close to studies of railways. Early studies showed a weak residential areas. association between exposure to aircraft noise In another study14 it showed that traffic rather than and psychiatric hospital admissions in the general railway noise was identified as a significant problem. population surrounding an airport. However, the studies have been criticised because of problems Another paper15 described experiments to in selecting variables and in response bias. determine the subjective equivalence of railway Hardoy12 hypothesised that there may be sustained noise and railway-induced building vibration, and autonomic arousal leading to an anxiety like state. hence the relative importance of the two stimuli. There is no evidence of an increase in psychiatric Six magnitudes of whole-body, vertical (z-axis) illness per se. It should be again stated that the vibration and six levels of noise were presented effect was small in health terms. Again there were simultaneously to each of 30 subjects in all 36 no studies found directly related to railway noise. possible paired combinations. The stimuli were reproductions of the noise and vibration recorded Impact assessment: mental health effects inside a house during the passage of a train. and effects on performance The subjects were asked to indicate, after each Based on the predicted results no adverse presentation, which of the two stimuli (noise human health effects either in the construction and vibration) they would prefer to be reduced. or operational phases of the proposed scheme Not surprisingly they concluded the greater the are predicted. volume of both vibration and noise the greater the 8.6.7 Effects of noise on residential annoyance. They came up with a formula that may behaviour and annoyance be used to determine whether a reduction of noise Noise annoyance is a global phenomenon. It is or a reduction of vibration would be more beneficial estimated that at least 20% of the population to residents near railways. The total annoyance due of the EU live in areas of significant annoyance to simultaneous noise and vibration was shown to due to noise levels. A definition of annoyance is depend on the magnitude of both stimuli. “a feeling of displeasure associated with any The noise emissions from the construction and agent or condition, known or believed by an operational phases of the proposed scheme will be individual or group to adversely affect them”. quite different. Construction, by it’s nature, will be However, apart from “annoyance”, people may time defined and may be for quite limited periods feel a variety of negative emotions when exposed for any single receptor, for example in the case of to community noise, and may report anger, tunnelling the boring machine moves daily. Higher disappointment, dissatisfaction, withdrawal, noise levels may be associated with lesser effects helplessness, depression, anxiety, distraction, if they are for relatively short periods of time. agitation, or exhaustion. For airport noise, the By contrast operational noise can be assumed most common reported effects are interference to continue indefinitely so lesser effects may still with rest, recreation and watching television. This be significant. is in contrast to road traffic noise, where sleep disturbance is by far the predominant complaint. Impact assessment: effects of noise on residential behaviour and annoyance Annoyance by it’s nature is subjective and is therefore difficult to assess objectively. It is of course related to many of the factors assessed above including effects on sleep and communication. This section on annoyance should be read as part of the overall noise assessment detailed above. Page 119 Chapter 8 Noise contours have been suggested related to 1. Vibration transmitted to the human body as a aircraft noise corresponding to high, moderate whole through the supporting surface: through and low levels of annoyance, which are 69dBLeq, the feet when standing, the buttocks when 63dBLeq and 57dBLeq respectively. However seated, or the supporting area when reclining. railway noise is in general much more readily 2. Vibrations of the building and the resulting accepted so it is inappropriate to use airport reactions of the occupants from the gross annoyance contours directly for a rail project. structure vibration (whole-structure The higher noise levels associated with deformation), floor vibration (primarily construction will undoubtedly be of some vertical motion), and wall vibrations (primarily annoyance as virtually all construction projects can horizontal motions producing secondary be. This will be of limited duration and mitigation noises or rattlings). Resulting reactions are measures suggested in the Noise chapter of this typically fear of damage to the structure or its EIS (Volume 2, Chapter 4) will reduce this. It is contents, startle, and interference with sleep, also true that people will accept higher levels of conversation, or other activities. noise when they know it has an end point that is The human health effects of vibration are normally completion of construction. Human health effects divided into: are not predicted in the construction phase. 1. Hand Arm Vibration Syndrome (HAVS); As no significant impact on communication or sleep and because the mitigation proposed in the Noise 2. Whole Body Vibration (WBV); chapter of this EIS (Volume 2, Chapter 4) will reduce 3. Other effects. significantly noise emissions significant annoyance effects are not predicted for the operational phase. From an environmental perspective hand arm vibration can be discounted. As stated for noise this may be an occupational issue for some persons 8.7 POTENTIAL HEALTH IMPACTS involved in construction but simply will not be an
OF VIBRATION (INCLUDING issue for the general public.
GROUNDBORNE NOISE) For whole body vibration recent legislation has Vibration modelling is described in the Vibration introduced action levels and limit values for chapter of this EIS (Volume 2, Chapter 5). This occupational exposure. To be vulnerable to WBV the models groundborne noise, vibration effect human has to be in contact with a vibration surface, in humans and vibration affecting sensitive most typically seated or less frequently lying down. equipment in health care facilities. Vibration Even allowing for a 24 hour 7 day a week exposure sensitive equipment is located in the Mater the possible vibrations do not approach the levels Hospital, Mater Private Hospital, Rotunda Hospital defined in the Safety Health and Welfare at Work and HARI Clinic. During the consultation process a (General Applications) Regulations 2007. Therefore meeting was held with the HARI clinic, part of the we can say that Whole Body Vibration will not an Rotunda Hospital group who expressed concerns issue for the general public. that vibration might affect some of their activities. The rest of this assessment will therefore A literature search does not suggest any effect concentrate on other potential health effects. The of vibration on human embryos but one article vibration emissions from the construction and suggested a change in hatching time in chicken operational phases of the proposed scheme will embryos deliberately exposed to vibration16. be quite different. Construction, by it’s nature, However this was not statistically significant and will be time defined and may be for quite limited the vibration used was considerably in excess of periods for any single receptor, for example in the anything that might be experienced in relation to case of tunnelling the boring machine moves daily. the proposed scheme. An effect on human embryos Higher vibration levels may be associated with at much lower levels of vibration is very unlikely. lesser effects if they are for relatively short periods Vibration in buildings can interfere with activities of time. By contrast operational vibration can be and affect human occupants in many ways. The assumed to continue indefinitely so lesser effects quality of life can be reduced as also can working may be significant. efficiency. There are many and complex factors Certain activities particularly the tunnelling phase determining human response to vibration, and of construction may be associated with significant there is also a paucity of consistent quantitative local vibration for a limited period of time. From a data concerning human perception of vibration and health perspective however it is very likely that any their reaction to it. potential effect will be mitigated by the relative short There are a wide variety of possible conditions and duration of exposure. It is for example likely that effects of human exposure to vibration. There are no single residence will be exposed to significant basically two kinds of vibration that effect people in vibration for prolonged periods as in simple terms buildings, namely: the tunnelling will move day by day. Tunnelling is predicted to advance at a rate of 75m per week. Page 120 Annoyance is probably the most likely effect. Again there are few health studies in relation to Rock breaking will be required for the construction of Human Health human health and environmental vibration exposure, Griffith Avenue Stop resulting in low impact by day, even less than for noise. A “pubmed” search revealed medium impact by night with the potential to affect no relevant articles in English although again there sleep. Given the relatively short duration of exposure are some articles on occupational exposure to a significant effect on human health is not predicted. vibration for railway workers. There is a proposed cross passage at Home Impact assessment: vibration Farm Road which could result if unmitigated in Mitigation measures have been proposed and a very high impact to Corpus Christi School and this assessment is based on the residual impact to the nearest residential buildings. Mitigation is after mitigation. suggested limiting the charge weight. Assuming this is done no significant effect is predicted. MN101, MN102, MN103, MN104 Low impact from construction vibration is predicted A proposed cross passage to the east of Ferguson in this area, (see the Vibration chapters of this EIS Road could result, if unmitigated in a very high (Volume 2, Chapter 5)). No impact on Human Health impact for people in adjacent buildings. Mitigation is therefore predicted. is suggested limiting the charge weight. Assuming this is done no significant effect on human health Modelling predicts no significant effect from the is predicted. operational phase either in terms of groundborne noise, vibration effect in humans and vibration Under the Sports Ground of St Patrick’s College there affecting sensitive equipment. Based on this no is a proposed crossover and during the passage of adverse effect on human health is predicted. the tunnel boring machine, the groundborne noise level in this area is likely to be 44dB L , medium MN105 Amax,S impact if tunnelling takes place at night, low impact There are likely to be medium vibration and if tunnelling does not occur at night. Given the groundborne noise impacts from the excavation of relatively short duration of exposure a significant the cut-and-cover tunnel during the construction effect on human health is not predicted phase in a few houses closest to the proposed scheme. These are identified in the Vibration In the area of St Patrick’s Schools in Millbourne chapters of this EIS (Volume 2, Chapter 5). However Avenue and Drumcondra Library, and to the east given the relatively short duration of the works no of Chapelgate during the passage of the tunnel significant human health impacts are predicted. boring machine, the groundborne noise level in this area is likely to be up to 49dB L . This is just Modelling predicts no significant effect from the Amax,S. around the level which would have the potential operational phase either in terms of groundborne to interfere with education, (see Section 8.6.3) but noise, vibration effect in humans and vibration given the relatively short duration a significant affecting sensitive equipment. Based on this no effect on education is not predicted. With regard adverse effect on human health is predicted. to the residential properties groundborne noise, MN106 - Construction phase high impact is predicted if tunnelling takes place The predicted vibration exposures are contained at night with the potential to affect sleep, medium in the Vibration chapter of this EIS (Volume 2, impact if tunnelling does not occur at night.
Chapter 5). Vibration is likely to be 0.1 KBFTr, causing high impact at night, very low impact by day. Given the During the construction phase at Corpus Christi relatively short duration of exposure a significant school (not occupied at night) during the passage of effect on human health is not predicted the tunnel boring machine, the groundborne noise level is likely to be 46dB LAmax,S. This is just around The proposed cross passage near Woodvale the level which would have the potential to interfere Road could result (if unmitigated) in very high with education, (see Section 8.6.3) but given the groundborne noise and vibration impacts for people relatively short duration a significant effect on in adjacent buildings. Mitigation is suggested education is not predicted. limiting the charge weight. Assuming this is done no significant effect is predicted. South of Griffith Avenue a high impact is predicted in the residential area if tunnelling takes place The proposed cross passage near Carlingford Road at night, medium impact if tunnelling does not could result (if unmitigated) in very high impacts occur at night and so not affecting sleep. However for people in adjacent buildings. Mitigation is given the relatively short duration of exposure a suggested limiting the charge weight. Assuming significant effect on human health is not predicted. this is done no significant effect is predicted. Near Bantry Road, a very high impact category is The proposed cross passage under the Royal Canal predicted for people in some buildings. Mitigation could result (if unmitigated) in very high impacts measures to limit the effect are suggested. However for people in adjacent buildings. Mitigation is given the relatively short duration of exposure a suggested limiting the charge weight. Assuming significant effect on human health is not predicted. this is done no significant effect is predicted. Page 121 Chapter 8 The proposed cross passage near Kenmare Parade However during the construction of the proposed could result (if unmitigated) in very high impacts cross-passage below O’Connell Street Upper this for people in adjacent buildings. Mitigation is limit for sensitive equipment may be exceeded. suggested limiting the charge weight. Assuming Mitigation in the form of liaison between the site this is done no significant effect is predicted. and the hospital will be required to ensure that blasts and critical use of the equipment do not Construction vibration impacts on the Mater occur simultaneously. Provided this is done no Hospital and the neighbouring Mater Private significant effect is predicted. Hospital will arise both from the construction of the Metro stop box and from the construction of From Parnell Street to O’Connell Bridge sensitive the Adult Hospital. It is predicted that the limit receptors include hotels in O’Connell Street which for sensitive equipment in the Mater and Mater could result (if unmitigated) in very high impacts Private Hospitals will be significantly exceeded for for people in adjacent buildings. Mitigation is a period of around 10 weeks. Unless alternative suggested limiting the charge weight. Assuming tunnelling methods are found to be possible for this is done no significant effect is predicted. some 400m, temporary alternative arrangements Drill and Blast techniques may be necessary for will be required for the most sensitive equipment in the construction of O’Connell Bridge Stop beneath the hospital. Unmitigated this has the potential for the River Liffey which could result (if unmitigated) a significant detrimental effect on human health. in very high impacts for people in adjacent Rock breaking may be required for the construction buildings. Mitigation is suggested limiting the of Mater Stop and this too could result in limits for charge weight. Assuming this is done no sensitive equipment being exceeded. Unmitigated significant effect is predicted. this has the potential for a significant detrimental The proposed cross passage near Princes Street effect on human health. North could result (if unmitigated) in very high Blasting for the Kenmare Parade cross-passage impacts for people in adjacent buildings. Mitigation could also interfere with the operation of sensitive is suggested limiting the charge weight. Assuming equipment at the Mater site and mitigation in the this is done no significant effect is predicted. form of liaison between the site and the hospital From O’Connell Street to St. Stephens Green there will be required to ensure that blasts and critical are residential and academic buildings (including use of the equipment do not occur simultaneously. Trinity College) which could result (if unmitigated) MN107: Construction phase in very high impacts for people in adjacent There are residential buildings immediately buildings. Mitigation is suggested limiting the above the cross-passage at St. Joseph’s Place charge weight. Assuming this is done no and tunnelling could result if unmitigated in significant effect is predicted. very high impact category for people in adjacent The passage of the tunnel boring machine in this building. Mitigation is suggested limiting the area, the groundborne noise level in the nearest charge weight. Assuming this is done no significant buildings of Trinity College is likely to be 45dB L . effect is predicted. Amax,S This is just around the level which would have the For the area south of Mater Stop including St. potential to interfere with education, (see Section Joseph’s Parade residential areas north of Parnell 8.6.3) but given the relatively short duration a the Rotunda Hospital including the HARI Clinic, significant effect on education is not predicted. Ambassador Theatre, the Temple Theatre and the The proposed cross passage near Wicklow Street Gate Theatre in Cavendish Row significant effects could result (if unmitigated) in very high impacts are predicted. For example during quiet moments for people in adjacent buildings. Mitigation is in a production in the Gate Theatre the noise from suggested limiting the charge weight. Assuming tunnelling will be clearly audible and intrusive. The this is done no significant effect is predicted. main mitigation possible is liaison with the theatre managements, with as much advance warning as During quiet moments in a production in the Gaiety practicable. However no human health impacts are Theatre the noise from tunnelling will be clearly predicted from this. audible and intrusive. The main mitigation possible is liaison with the theatre managements, with as For most of the tunnelling it is predicted that much advance warning as practicable. However no during construction vibration would be close to, but human health impacts are predicted from this. not exceed the limit advised for the operation of sensitive equipment at the Rotunda Hospital/HARI At St. Stephens Green, blasting techniques are clinic, and mitigation in the form of liaison between likely to be used for the excavation of the turnback the site and the hospital together with vibration loop which could result (if unmitigated) in very high monitoring will be required to ensure that use of impacts for people in adjacent buildings. Mitigation the equipment is not adversely affected. Provided is suggested limiting the charge weight. Assuming this is done no significant effect on human health this is done no significant effect is predicted. is predicted. Page 122 MN106 and MN107 - Operational phase Using the map produced by the RPII19 the city centre Human Health Modelling predicts no significant effect from the area is such that 1-5% of houses are predicted operational phase either in terms of groundborne to have radon levels in excess of the 200Bq/m3 noise, vibration effect in humans or vibration reference level. The remainder of the route has even affecting sensitive equipment. Based on this no lower level (<1%). adverse effect on human health is predicted. Purnell20 proposed a strategy for assessment of It is noteworthy that a specific detailed study was radon exposure for workers during tunnelling work. carried out to assess vibration sensitive equipment The RPII has issued separate guidance21 in in the Mater Misericordae Hospital, Mater Private respect underground working in this guidance Hospital, Rotunda Hospital and the HARI clinic and an occupational exposure standard of 400 Bq/ no residual effect after mitigation is predicted. m3 has been set. The guidance recommends that a programme of monitoring is undertaken during construction activities and that remedial 8.8 Potential health effects measures should be undertaken if this standard is of radon (soil and geology) exceeded, this is likely to be in the form of increased The Radiological Protection Institute of Ireland ventilation. In addition during the construction (RPII) has issued information on Radon17. phase it is also recommended that monitoring is undertaken to evaluate the actual effects of the Radon is a naturally occurring radioactive gas tunnel construction process on the migration of which originates from the decay of uranium in ground gases (including carbon dioxide, methane rocks and soils. It is colourless, odourless and and radon) which may be mobilised depending upon tasteless and can only be measured using special the tunnel construction technique or associated equipment. When radon surfaces in the open air, it dewatering activities. is quickly diluted to harmless concentrations, but when it enters an enclosed space, such as a house In the operational phase a steady state will be or other building, it can sometimes accumulate to reached, that is radon levels are unlikely to change unacceptably high concentrations. significantly thereafter. Any change in background Radon levels will have been identified in the Radon decays to form tiny radioactive particles, construction phase by monitoring and indeed it some of which remain suspended in the air. When is very likely that the construction of the tunnel inhaled into the lungs these particles give a lining itself and ventilation requirements would be radiation dose which may damage cells in the lung sufficient to mitigate any potential accumulation and eventually lead to lung cancer. of Radon or other ground gases and is more likely Radon concentration is measured in becquerels per to reduce radon levels rather than increase them. cubic metre of air (Bq/m3). The becquerel is a unit In effect the large tunnels, with significant air of radioactivity and corresponds to one radioactive movement associated with moving trains, would disintegration per second. help to disperse radon as opposed to leading to accumulation. The low background radon level and The reference level for long-term exposure to the relatively minimal disruption in geological terms radon in a house, above which the need for in building the proposed scheme means potential remedial action should be considered, is 200Bq/m3 changes in radon levels are very unlikely to be (determined in accordance with RPII’s standard of significance. protocol). Based on current knowledge it is estimated that in Ireland, for the population as Impact assessment: radon a whole, a lifetime exposure (i.e. 70 yrs) to radon The local geology makes a detrimental change in in the home at the Reference Level of 200Bq/m3 Radon levels unlikely. In the event that it would carries a risk of about 1 in 50 of contracting fatal occur it will be detected in monitoring being carried lung cancer. This is approximately twice the risk of out in the construction phase as detailed above. If death in a road accident. necessary, mitigation measures will be put in place.
An article by Schmid18 suggested radon levels could No residual negative impacts on human health be increased by the vibration associated with rail because of increase in radon exposure are and traffic induced vibration. The effect however predicted in the operational phase. appears small and largely theoretical. Radon levels within the area of the proposed scheme are not particularly high. Analysis of the underlying geology in which the tunnels will be constructed indicates that there are no significant Radon generating materials though the presence of shales and limestones at depth may allow the transmission of radon. (See the Radiation and Stray Current chapters of this EIS (Volume 2, Chapter 6)). Page 123
Chapter 8 Human health impact assessment: 8.9 Potential health effects electromagnetic interference and radiation
of electromagnetic interference Given the relatively low voltages and currents used
and radiation in the proposed scheme no detrimental effects from EMC are predicted in the construction or Electromagnetic compatibility (EMC) is the operational phases of the proposed scheme. branch of electrical sciences which studies the unintentional generation, propagation and reception of electromagnetic energy with reference 8.10 Potential human health impacts to the unwanted effects that such energy may of construction/operational dust induce. Emissions, such as Electric and Magnetic (air quality) Fields (EMF) are related to the unwanted generation of electromagnetic energy. A very significant element of the proposed scheme is underground. Construction of this will involve The World Health Organisation has issued tunnelling. There will be large amounts of material considerable guidance on EMF22. excavated. Other sections will involve cut and cover This guidance states that EMF is sometimes cited techniques and the rest will be above ground. Spoil for potential health effects. Concerns expressed in removal is necessary for all of these methods and the past include childhood leukaemia, brain tumours will generate some dust. This construction dust and other cancers. The concerns are normally by its nature is quite heavy and disperses over a related to high tension electricity transmission very confined area as it falls to ground rapidly. The cables. Laboratory experiments have provided no nature of the dust will depend on the nature of evidence that electromagnetic fields are capable the soil. As part of the soil and geology baseline of producing cancer, nor do human epidemiological assessment soil sampling was undertaken and studies suggest that they cause cancer in general. is detailed in the Soil and Geology chapter of this There is however some epidemiological evidence EIS (Volume 2, Chapter 9). This reveals no residual that prolonged exposure to higher levels of power impact from contaminants along the proposed frequency magnetic fields is associated with a small alignment. This indicates that high levels of risk of leukaemia in children. In practice, such levels pollutants such as heavy metal will not be expected of exposure are seldom encountered by the general as this soil is moved. public in Ireland. In the absence of clear evidence The majority of the long term predicted impacts of a carcinogenic effect in adults, or of a plausible result from changes in road traffic. In some areas, explanation from experiments on animals or isolated the operation of the proposed scheme will give rise cells, the epidemiological evidence is currently not to reduced traffic on the road network, where car strong enough to justify the firm conclusion that users switch from private car to rail. In other areas, such fields cause leukaemia in children. the air quality may potentially be adversely affected Some non cancerous adverse health effects are by increases in traffic flows or congestion resulting claimed to be associated with power frequency from diverting away from restrictions on roads electromagnetic fields. These include miscarriages, carrying the transit rail system. reproductive and developmental abnormalities, The majority of the road links within the study area depression and suicide, allergy and neurological are predicted to experience an insignificant change disease. However the Health Promotion Agency27 in in air quality as a result of the introduction of the the UK stated in November 2007 that “there is little proposed scheme. A minority of road links predicted scientific evidence to support these claims and to experience a more significant change, both the current body of evidence does not show that positive and negative, have been identified in the Air exposure to EMF below guideline levels presents a and Climatic Factors chapters of this EIS (Volume 2, human health hazard.” Chapter 12). Electric fields are created by differences in voltage: The proposed scheme is additionally expected to the higher the voltage, the stronger will be the reduce CO emissions from road traffic. resultant field. Magnetic fields are created when 2 electric current flows: the greater the current, Dust in a very different, and lesser sense, will the stronger the magnetic field. An electric field be associated with the operational phase in the will exist even when there is no current flowing. underground section. There have been however If current does flow, the strength of the magnetic some useful publications. Seaton et al24 concluded: field will vary with power consumption but the “Concentrations of ultrafine particles are lower electric field strength will be constant. In terms of and of coarser (PM ) particles higher underground the proposed scheme the voltages will be low in 2.5 than on the surface. The concentrations relation to transmission cables. underground are well below allowable workplace concentrations for iron oxide and unlikely to represent a significant cumulative risk to the health of workers or commuters.” Page 124 Ripanucci25 stated dust levels in the Rome Some modern systems limit public access to Human Health underground were higher than on the surface the track virtually completely, at least for the but below those normally associated with underground section. There are however other a health effect. considerations in making such decisions such as access in the case of emergency or fire. Impact assessment: construction/operational dust (air quality) It should be stated that there is no evidence that No detrimental effects are expected from the the presence of an underground or for that matter construction activities. No environmental release surface railway increases the rate of suicide but it of pollutants such as heavy metals is predicted. may affect the chosen method. With mitigation no detrimental effects from spoil Violence is always possible where groups of people removal is predicted. meet. This may be more likely late at night or in Changes in traffic have been modelled for the the presence of alcohol or drugs. The presence of construction and operational phases which overall Gardai, security staff and or the use of CCTV may suggest no significant detrimental effect in overall be expected to reduce this risk. Obviously events in air quality during the construction or operational the London Underground highlighted the potential phases. No significant effects are expected from disastrous effects of terrorist attacks and elsewhere dust underground in the operational phase. of a chemical attack in the confined space of an underground system. There is however no evidence that the presence or absence of a railway line have 8.11 Potential psychosocial health any effect on the nature or the amount of violence. effects (human beings) This is dependent on society issues. Annoyance and railway noise is discussed above. It is important to note that there are likely to be Other factors deserving consideration include the considerable psychosocial and societal benefits issues of suicide and violence. These are issues from having an effective public transport system. likely to be largely related to the operational phase These include improvements in vehicle emissions of the proposed scheme. The psychosocial impact of with potential benefits for local air quality and the construction is likely to be similar to any major global environmental concerns. There are also construction scheme. While one might argue about likely reduced stress levels in travelling by train annoyance effects if one is caught in increased rather than driving on overcrowded roads and traffic jams related to road closures to facilitate seeking parking in busy and expensive airport construction, the issue of traffic disruption is more and city car parks. properly dealt with in the Traffic chapter of this EIS Impact assessment: psychosocial health (Volume 2, Chapter 7). While suicides and attempted suicides (Parasuicide) Suicide is a problem experienced by railway is an issue for railways world wide there is no networks worldwide. O Donnell26 investigated the evidence that the presence of a railway increase the characteristic features of railway suicide, data were risk of suicide in any way. Therefore no significant gathered from 23 metro systems around the world. change in suicide rate is predicted during the The similarities in the nature of this problem across operational phase of the proposed scheme. systems were striking. Universally the victims were The overall impact of the proposed scheme in the young (aged less than 40 years); most incidents operational phase on psychosocial health is likely involved men; case fatality was generally less than to be beneficial. 60%; there was no consistent seasonal variation in incidence; the peak time of day for incidents was 10.00-12.00; proximity to psychiatric institutions 8.12 Other potential impacts was possibly a risk factor. The article stated that on human health this method of suicide may be reduced, but perhaps not the overall suicide rate, by environmental modification of the railway system such as 8.12.1 Aspergillus fumigatis preventing access to the lines. Aspergillus fumigatus is a fungus and one of many In an article by Clarke27 a number of strategies microorganisms which bring about the everyday for reducing suicide were put forward including (i) decay of leaves, wood and other organic matter reducing public access to the tracks; (ii) improving in our environment. It may be found virtually surveillance by station staff; (iii) facilitating everywhere on earth, and, although we are all emergency stops; and (iv) reducing speeds. exposed to it regularly, it does not normally cause disease. Our bodies’ immune system normally In another paper by Coats28 it was stated that the acts as if it were an innocent visitor, unless it presence of a pit in the track halved the number of invades tissues. In that event, the immune system deaths in individuals struck by a train. responses will protect us from infection, very much as it does from pathogenic bacteria or viruses. Page 125
Chapter 8 Spores (also called conidia), one of the stages of the fungus’ life cycle, are the resistant form of the 8.12.1.1 Aspergillus in immunocompromised fungus, and the form responsible for dispersal There is no doubt that the individuals most in the ambient environment. The spores are very vulnerable to Aspergillus as an infective organism light in weight and therefore are easily spread by are the immuinocompromised. These are often air currents. Also, the spores’ small size (2.0 to 3.5 but not always hospital based. It is of course true micrometers average) allows them to gain access to that as well as being vulnerable to Aspergillus the alveolar space in the lungs. they are usually vulnerable to a multitude of other In the ambient environment, Aspergillus fumigatus organisms as well. is commonly found in a great range of sites Hospital outbreaks of invasive aspergillosis and materials, including soils, mouldy grains, have become a well recognised complication of straw and hay, bark, woodchips, house dust, and construction, demolition or renovation activities sewage sludge. The spores are very common in in or near hospital wards accommodating bird droppings, and are found in dung of cattle, immunocompromised patients. horses and sheep. Inhalation of spores is the most common route of human exposure. It is a cause of severe illness and mortality in these patients. Aspergillus fumigatus is a normal and integral part of the composting process, participating with other This was one reason that National Guidelines for microbes in the final breakdown of compostable the Prevention of Nosocomial Invasive Aspergillosis materials to a finished product, stabilized compost. During Construction/Renovation Activities were The composting process is one of the most common issued in 2002 by the National Disease Surveillance sources of high levels of Aspergillus. Centre (NDSC).29
Aspergillus levels around composting centres have Amongst the recommendations in the been extensively studied. As one might expect Guidelines were: there is a significant drop in the concentration - That hospital managers ensure that hospitals of Aspergillus air levels with increasing distance have an infection control committee with from the process. It is generally accepted that responsibility for drawing up a hospital policy Aspergillus levels will be at background levels at for the prevention of invasive Aspergillosis. greater than 200 m from the composting process. - That when major construction work is Construction and renovations are associated with planned, hospital managers ensure that a dust generation. In association with this there multidisciplinary team comprising hospital can be increased Aspergillus levels in air. The administrators, infection control staff, technical amount of the increase will depend on a number services staff, designers and relevant clinicians of factors including, duration and size of works, in high risk areas is established, and that whether the activity is indoors or outdoors, with policies and procedures are put in place weather conditions and wind being additional to minimise the risk of invasive Aspergillosis factors to consider in the latter scenario. No one that clearly outline the responsibilities of all has yet demonstrated a clear dose-response personnel involved. curve, a threshold spore concentration, or duration of sensitization needed to cause any of the four - That patients are risk assessed and divided into disease entities. categories according to the degree of risk of invasive aspergillosis. While we have do not have good data on infective doses of these organisms, it is reasonable to expect It also recommended that preventive measures be that increasing the potential dose increases the divided into construction and ventilation measures, likelihood of eliciting a response, even in otherwise infection control measures and chemoprophylaxis. normal people. Therefore, in preventing or reducing It stated that construction and ventilation health risks from Aspergillus, it is considered measures should consist of: important to limit exposure to spores by utilising a - Measures to reduce dust from set of best management practices. construction areas. There are individuals who, due to special - Measures to physically protect at-risk patients circumstances, may be at higher risk of one ( for example physical barriers). of the four types of aspergillosis. For example, indoor sources of Aspergillus spp., including A. fumigatus, have been responsible for infecting high risk hospitalized patients, patients who are immunocompromised or suffer certain other serious illnesses. That being said it is impossible for any individual no matter how vulnerable to completely avoid exposure to Aspergillus. As stated
Page 126 Aspergillus is ubiquitous in the environment. Infection control measures should include: Impact assessment: Aspergillus Human Health All ground breaking construction work will have the - The education of health care workers, project potential to temporally increase the ambient air managers, contractors, design teams, health levels of Aspergillus in the immediate environs, that and safety supervisors, cleaning supervisors, is within 200m of the site. Within this 200m area patients and relatives of the patients on the however the highest level are going to be within risk of invasive aspergillosis and the steps that 50m. The proposed scheme is no different from any should be taken to reduce this risk. construction work in this respect. Other activities - Cleaning procedures directed at reducing dust such as composting and even grass cutting can in clinical areas. be associated with greater increases. For the vast majority of people this is not an issue. Some highly - The control of pedestrian, supply and immunocompromised individuals are potentially construction-related traffic. vulnerable but these are usually in highly controlled It advised that a Construction Permits should be environments in hospitals. The relevant institutions used and gives example of these permits. for this project are the Mater Misericordae and the Mater Private Hospitals. Mitigation measure With regard to environmental conditions for high proposed in National Guidelines for the Prevention risk patients the Guidelines stated: of Nosocomial Invasive Aspergillosis During Very high-risk patients (Group 4) Construction/Renovation Activities minimise Patients at very high risk (Group 4) should receive the potential for any detrimental effect. If these maximum protection irrespective of the type/ are followed there is no significant risk of a size of the building programme. All very high- detrimental effect. risk patients should be nursed in HEPA (High Efficiency Particulate Air) filtered positive pressure rooms during the neutropenic period. If they are 8.13 Leptospirosis (Weils disease) subsequently transferred to a ward the windows Leptospirosis is caused by a spirochaete bacterium should be sealed and suitable air quality provided. called Leptospira spp. that has at 5 different The vast majority of these patients are in hospital. types causing disease, the most important being For the proposed scheme the vulnerable patients icterohaemorrhagiae, the cause of Weil’s Disease. are in the Mater Misericoriae Hospital and the Mater Private Hospital. There are other healthcare Leptospirosis is transmitted by the urine of an facilities some of which treat cancer patients infected animal, and is contagious as long as it is such as the HARI clinic but none of these are likely still moist. Although rats and mice are important to be in a high degree of immunocompromrise. primary hosts, a wide range of other mammals Construction is by no means the only source including dogs, deer, rabbits, hedgehogs, cows, of Aspergillus and the hospitals need to have sheep are also able to carry and transmit the adequate HEPA filters anyway. The Mater disease as secondary hosts. The type of habitats Misericordiae have already installed these and it is most likely to carry infective bacteria are muddy the stated intention of the Mater Private to do so in riverbanks, ditches, gulleys and muddy livestock the coming months. Other health institutions such rearing areas where there is regular passage of as the Rotunda may care for immunocompromised either wild or farm mammals. There is a direct patients but on a much less frequent basis. correlation between the amount of rainfall and the incidence of leptospirosis. High-risk patients (Group 3) Patients at high risk (Group 3) should receive Humans become infected through contact with protection if the area of treatment is juxtaposed water, food, or soil containing urine from these or near the hospital construction area or if it is infected animals. This may happen by swallowing otherwise likely that Aspergillus-contaminated air contaminated food or water or through skin may enter the area. High-risk patients should be contact. The disease is not known to be spread nursed in a ward with sealed windows and suitable from person to person and cases of bacterial air quality. Again these patients are most likely to dissemination in convalescence are extremely be in the hospitals referred to above. rare in humans. Leptospirosis is common among watersport enthusiasts in specific areas as Increased-risk patients (Group 2) prolonged immersion in water is known to promote Patients at increased risk (Group 2) are usually the entry of the bacteria. This is not relevant for dispersed throughout a hospital and therefore the proposed scheme as there is no water sports physical protection may be impractical but they facility in the study area. are also less vulnerable so less in need of this. Consideration should be given to moving patients away from a construction area if it were particularly dusty and immediately adjacent (less than 50m). Page 127
Chapter 8 Prevention measures including good sanitation particularly rodent control as well as preventing 8.15 Landfill sites infected animals from urinating in waters where There are no licensed landfill sites along the humans have contact, disinfecting contaminated proposed scheme. Anecdotal evidence has work areas, providing worker education, practicing suggested that there may be unlicensed sites good personal hygiene, and using personal at some locations along the proposed scheme. protective equipment (PPE) when handling infected However when boreholes were drilled at sites where animals or tissues are important actions for these were suggested no evidence of same was prevention of the disease. Examples of PPE include identified. By their nature of being unlicensed it is gloves, face shields and rubber boots for workers impossible to predict with absolute accuracy that who wade in rodent urine-contaminated water. there will not be sites exposed during excavation Impact assessment: Leptospirosis but current evidence suggests that this is not likely. The risks are related to rodent numbers. There In the event of a significant landfill site being are rodents everywhere. Construction work will exposed it will be a matter for the Environmental result in breaking of ground and will expose some Protection Agency (EPA). Any mitigations measures rodents for a short period of time. Nothing in the required by the EPA will be instituted. construction phase however will encourage an increase in rodent numbers. There is for example no Impact assessment: landfill sites food source to encourage population growth. The Current evidence suggests that exposure of same is true for the operational phase although unlicenced landfill sites is not likely. In the event of rodent control measures will be necessary in, for it occurring necessary control measures as advised example, tunnels. Indeed with control measures by the EPA will be instituted. With this no human in place during the construction and operational health impacts are predicted. phases a reduction in rodent population is more likely. Overall because of no increase rodent population no significant impact on the incidence 8.16 References of Leptospirosis or its associated human health 1. US EPA/ONAC 550/9-74-004 impacts is predicted. 2. WHO guidelines:http://www.euro.who.int/noise/ publications/20021209 8.14 Groundwater and surface water 3. American National Standards InstituteANSI The Groundwater and Surface Water chapters of S12.60-2002 this EIS (Volume 2, Chapters 10 and 11 respectively) 4. Cohen S, Evans GW, Krantz DS, Stokols S. give a comprehensive assessment of potential Physiological, motivational and cognitive effects impacts on groundwater and surface water from of aircraft noise on children: moving from the the construction and operational phases of laboratory to the field. the proposed scheme. Predictions are for a low Am Psychol 1980;35: 231–43 significance impact on groundwater and surface water in all areas for both the construction and 5. Hygge S, Evans G, Bullinger M. A prospective operational phases. There is no significant risk of study of some effects of aircraft noise on contamination of potable water supplies which by cognitive performance in schoolchildren. and large comes from some distance away for the Psychological Science 2002 population around the proposed scheme. Vol 13. No 5 469-474
Impact assessment: Groundwater 6. RANCH (Road traffic and Aircraft Noise Based on the predictions detailed in the Exposure and Children’s Cognition and Health) Groundwater chapters of this EIS (Volume 2, Lancet 2005; 365: 1942–49 Chapter 10) no significant human health impacts 7 The Health Effects of Environmental Noise arising from changes in groundwater are predicted http://enhealth.nphp.gov.au/council/ for the operational or construction phases of the pubs/pubs.htm proposed scheme. 8. Journal Behavioral Sleep Medicine (2007, Vol. 5, No. 1, Pages 1-20) entitled: “Associations Between Self-Reported Sleep Disturbance and Environmental Noise Based on Reanalyses of Pooled Data From 24 Studies”
9. Noise Health 2006 Jan Jan-Mar;8(30):1-29 Babisch). A study by deKluizenaar J Occup Envir Med 2007 May ;49(5):484-93
10. Bluhm et Al Occup Envir Med 2007 Feb;64(2):122-6 Page 128 11. World Health Organisation Berghund et Al 1999 Human Health 12. Hardoy et Al Exposure to aircraft noise and risk of psychiatric disorders: the Elmas survey Social Psychiatry and Psychiatric Epidemiology 2005 Volume 40, Number 1 Pages: 24 – 26
13. Lim et al “The relationship between railway noise and community annoyance in Korea”.The Journal of the Acoustical Society of America -- October 2006 -- Volume 120, Issue 4
14. Nieman “LARES study (Large Analysis and Review of European housing and Health Status)” Noise Health 2006 Apr-Jun;8(31):63-69, pp. 2037-2042
15. Howarth and Griffin “The relative importance of Noise and Vibrations from railways”.Appl Ergon 1990 Jun;21(2):129-34
16. Kemps et Al Biotechnol Prog. 2003 May- Jun;19(3):1022-5 17. http://www.rpii.ie/radon/ 18. Schmid Health Phys. 1998 Feb;74(2):231-6 19. www.rpii.ie/radon/maps/dublin 20. Purnell Radiat Prot Dosimetry. 2004;108(4):353-64
21. RPII ‘Radon in Underground Workplaces - Guidance Notes for Employers’ 22. http://www.who.int/peh-emf/en/ 23. Health Promotion Agency (UK) November 2007 24. Seaton et al“The London Underground: dust and hazards to health”, Occupational and Environmental Medicine 2005;62:355-362
25. Ripanucci J Occup Environ Hyg. 2006 Jan;3(1):16-25 26. O Donnell Acta Psychiatr Scand. 1992 Jul;86(1):60-3 27. Clarke Soc Sci Med. 1994 Feb;38(3):443-6 28. Coats BMJ 1999;319:957-957 29. National Guidelines for the Prevention of Nosocomial Invasive Aspergillosis During Construction/Renovation Activities 2002 by the National Disease Surveillance Centre (NDSC) Page 129 Page 130 Difficulties Encountered Page 131
ifficulties D encountered 09
DifficultiesEncountered Page 133 Draft Whitehall Framework Development Development Framework Whitehall Draft Fingal Biodiversity Plan Fingal Biodiversity Plan Area Swords Plan (between Development City Markets Plan (on lands previously used as Port used as Port lands previously Plan (on Road Swords of Junction the at Depot Tunnel 2008. February released and Collins Avenue) Henry Street and the new urban quarter of urban quarter of and the new Henry Street 2008-07-11 February published Smithfield) Unfavourable weather conditions which conditions which weather Unfavourable availability of some planning and policy some planning and policy of availability access limitations to diverse habitat and faunal and faunal habitat diverse to access limitations access limitations to private and public property and public property private to access limitations influenced the timing of ecological surveys surveys of ecological influenced the timing - - - - documents. The following documents were documents were The following documents. reviewing: the time of at unavailable surveys at individual locations; individual locations; at surveys for groundwater sampling; groundwater for compiling the Environmental Impact Assessment (EIA). (EIA). Assessment Impact Environmental the compiling difficulties encountered by consultants when when by consultants encountered difficulties This chapter of the EIS gives an indication of any any of indication an gives EIS the of chapter This - - - - Difficulties in this regard may include technical technical include may regard Difficulties in this issues Overall of information. or lack deficiencies the EIS are of during the preparation encountered baseline and impact in the relevant in full detailed applicable. where the EIS, of assessment chapters below: detailed issued are Some general Specific data and survey assumptions are are assumptions and survey Specific data in the individual environmental addressed chapters. topic
Human Beings: Landuse
: eings
Introduction methodology Baseline categorisation Introduction Study area Baseline data criteria Baseline categorisation environment the existing of and categorisation Description environment the baseline of Description the baseline environment of Categorisation B uman anduse 10.2 10.2.1 10.2.2 10.2.3 10.2.4 10.3 10.3.1 10.3.2 H L 10.1 10
Human Beings: Landuse Page 137
(Fingal County Council, 2006); (Fingal County Council, Airport Local Area Plan Area Airport Local (Dublin City Council, 2007); (Dublin City Council, (Fingal County Council, 2005); (Fingal County Council, North Ballymun Local Area Plan (LAP) Area North Local Ballymun 2005-2011, Plan Dublin City Development (Ballymun Ballymun, the new for Masterplan Plan, Action Area Road Richmond Plan for Area Local Draft of Preparation 2004); The South Fingal Planning Study (Davis, (ERM Study, Zone Dublin Airport Safety Public (Howley Square Parnell Plan for Framework Harrington Architects in collaboration with in collaboration Architects Harrington (The Sherwood Dublin City Council and Alan 2005). Co.), Tourism Regeneration Ltd., 1998) (as amended); (as amended); 1998) Ltd., Regeneration (Dublin City Council, Phibsborough/Mountjoy 2007); March/April and the Transport Department of of on behalf and Local Heritage Department Environment, of 2005); Government, Dublin City Council (DCC);
------The results of this review are detailed in the detailed are this review of The results 1, this EIS (Volume of Context Planning and Policy by Fingal defined objectives The zoning 4). Chapter County Council and Dublin City Council within the detailed Plans are County Development respective 10.2 this chapter. of Table and 10.1 Table in
Nevinstown ST1 Local Area Plan Area Local ST1 Nevinstown Nevinstown – Residential Action Area Plan Area Action – Residential Nevinstown Preparation of Draft Swords Local Area Plan Area Local Swords Draft of Preparation Fingal County Development Plan 2005-2011, Plan 2005-2011, Fingal County Development Regional Planning Guidelines (RPGs) Regional 2002); (Fingal County Council, (Fingal County Council, 2001); (Fingal County Council, (Fingal County Council (FCC); 2007); (Fingal County Council, 2008-214 for the Greater Dublin Area, 2004 -2016 2004 -2016 Dublin Area, the Greater for and the Authority (Dublin Regional 2004); Authority, Regional Mid-East
- - - - - This chapter describes and evaluates the existing existing the describes and evaluates This chapter landuse in the area of with respect environment in the EIS topics Many scheme. the proposed of dealt with under their These are landuse. to relate Architectural, topic headings and include: specific Vibration; Noise; Heritage; and Cultural Archaeology and Agronomy. Landscape; a number of compiling this chapter, Prior to reviewed documents were planning and policy ascertain plans, to if the documents contain any The landuse. to relating policies or objectives been reviewed: documents have following 10.1 Introduction 10.1 respect of landuse. of respect been prepared in order to fulfil this requirement in requirement this fulfil to order in prepared been affected by the proposed scheme. This chapter has has chapter This scheme. proposed the by affected of the environment that are likely to be significantly significantly be to likely are that environment the of statement must contain a description of the aspects aspects the of a description contain must statement 2001 specifies that an environmental impact impact environmental an that specifies 2001 Section 39(2)(b) of the Railway Infrastructure Act, Act, Infrastructure Railway the of 39(2)(b) Section
Objective to and development residential for provide To amenity. residential improve and protect in communities residential new for provide To and plans area local with approved accordance the necessary social of the provision to subject infrastructure. and physical town improve and/or for and provide protect To facilities. centre and and enhance the special physical protect To and major suburban centres of social character facilities. urban improve and/or provide to improve and/or for provide protect, To facilities. neighbourhood centre uses and related employment facilitate To areas. in industrial industrial general opportunities for facilitate To industrial uses in new and related employment with an approved in accordance areas plan. area local science opportunities for facilitate To employment. based and technology science and opportunities for facilitate To and associated based employment, technology uses in a high quality and complementary with an approved in accordance environment plan. area local storage warehouse, distribution, for provide To good require which facilities and logistics within a good network the major road access to quality environment. operation effective and the efficient ensure To with an Airport the airport of in accordance Plan. Action development for and provide protect To amenity. and rural agriculture of villages rural of the special character protect To and facilities village improved for and provide with approved accordance housing need in local provision. plans and infrastructure area local and the character amenity residential protect To small for and provide clusters settlement of local needs. to serve infill development scale the provision and facilitate for provide To agri-business uses. of to a greenbelt for and provide protect To and provide area the urban and rural demarcate and amenity in a manner that agriculture for and visual amenity the physical protects the area. of high amenity areas. and improve protect To open space and for and provide preserve To amenities. recreational
Residential (General) (General) Residential communities) (New Residential Facilities Centre Town and Social Character Physical Suburban Centres of Facilities Neighbourhood Centre Industry General Employment Industrial General Technology Science and Technology Science and Storage Warehouse, Distribution, and Logistics Airport Plan Action Amenity and Rural Agriculture Villages Rural of Development Clusters Settlement and Infill Development Agri-business Uses Areas Greenbelt High Amenity Areas Open space and Amenities Recreational Description of zoning zoning of Description areas Industrial in New areas and LAP RS RS1 MC SC NC GI GI1 ST ST1 WD DA RU RV1 RC RB GB HA OS Table 10.1 Fingal County Council Zoning Objectives Zoning Council County Fingal 10.1 Table ref. Zoning
Chapter 10 Page 138 Human Beings: Landuse Page 139
10.2.2 Study area encompasses area The baseline landuse study 500m to extending an area the either side of the review for area The study alignment. proposed includes those planning applications granted of on or within 20m directly located applications of and areas the scheme of elements surface of the proposed cut along or retained cut and cover A, in Annex provided are Further details alignment. 2. 2 of Book 3, Volume Objective amenities. residential and improve provide protect, To residential the amenities of improve and/or protect To areas. conservation neighbourhood facilities. and improve for provide To facilities. services mixed and improve for provide To the central of the development and facilitate consolidate To its and protect strengthen reinforce, identify, and to area, and dignity. civic design character and enterprise of protection and the creation for provide To creation. employment opportunities for facilitate uses, industrial of and creation the protection for provide To creation. employment opportunities for and facilitate uses, industrial of and creation the protection for provide To creation. employment opportunities for and facilitate and civic design architectural the existing protect To consistent expansion limited for only allow to character, primarily allow To objective. with the conservation uses. and institutional office and compatible residential amenity recreational and improve provide preserve, To and open space. these lands. use of future in any protected are To consolidate and facilitate the development of inner of the development and facilitate consolidate To office, which of use development mixed for suburban sites uses. be the predominant would and residential retail amenities. and river coastal canal, and improve protect To amenities environmental the existing ensure To rejuvenation economic and physical the social, seek To an area.of development economic and physical the social, seek To which use of with mixed an area of rejuventation and/or uses. be the predominant would ‘Z6’ and residential and community uses. institutional for provide To
y y Description of Zoning Zoning of Description Residential (General) Residential Residential Areas) (Conservation Neighbourhood Centres Centres District Prime (incorporating Urban Centres) Use) (Mixed City Centre Employment/Enterprise (Light) (Heavy) Employment (Heavy Employment incinerator/ – excluding energy plant) to waste Areas Conservation Space Amenity/Open Lands Inner Suburban Use) (Mixed Housing Areas Rejuvenation Waterways Protection Waterways Land Institutional Development (Future Potential) Framework Areas Development Land (Long Institutional Use) Institutional Term categorisation aseline A field survey to identify current landuse and to identify current survey A field A desktop study of existing available data; data; available existing of study A desktop sensitive receptors. sensitive
- - 10.2.1 Introduction 10.2.1 the methodology used to presents This section The assess the baseline landuse environment. guidance EPA consideration into methodologytakes 2003). EPA, 2002; EISs (EPA, to with respect included: The baseline evaluation 10.2 B methodolog Zoning Ref. Zoning Table 10.2 Dublin City Council Zoning Objectives Zoning 10.2 Council City Dublin Table Z1 Z2 Z3 Z4 Z5 Z6 Z7 Z7A Z8 Z9 Z10 Z13 Z11 Z12 Z14 Z15
Field survey to map current landuse current map to survey Field GIS database DCC and FCC completed survey The baseline landuse field Photography Aerial undertaken in October 2006 undertaken in October the progress inform 2006 is used to October reviewed* on all applications
- - - - Data source Data Importance In the landuse is important right. in its own Every importance of the relative this chapter, of context depends on one particular another landuse over the landuse policy in achieving has each the role area. the local for objectives a major can have live people The places where of The protection life. on their quality of effect encouraging to key is therefore areas residential Health communities. and sustainable healthy important provide facilities and recreation the and help improve services/facilities/spaces Recreational individuals and communities. of lives also important landuses are and include areas ‘recreational and/ or space’ ‘open as zoned plans and includes in development areas amenity’ schools. within and used by areas recreational is important areas and is greenbelt of The role provide Greenbelts in planning policy. protected agricultural amenity, recreational, opportunities for for open countryside of and as a source resource, urban populations.
Width of study area (on both sides of the alignment) of sides both (on area study Width of 500m construction 20m temporary/permanent where areas (plus located) are sites
Location and nature of developments developments of and nature Location Within 20m the proposed line of the centre of Outside 20m the proposed line of the centre of alignment - applications relating to areas that that areas to relating alignment - applications or permanent temporary be used for to are sites construction alignment – Fingal County Council applications alignment – Fingal County Council applications January 2008 and Dublin City 2001 to Oct from 2008 January 2001 to October Council from within the study area within the study
Future landuse according to planning applications planning applications to landuse according Future Development for Permission of Grant a to relating Outline Permission: of or a Grant * Applications that are known to be currently under construction or that are already already are or that under construction be currently to known are that * Applications built are not included as these are recorded as part survey. the field of recorded are included as these not built are - - - Table 10.4 data Baseline Table required Information landuse Current Table 10.3 area Study Table Aspect Landuse survey planning permissions of Review in this section. in this section. 37 landuse has been divided into area The study to reference with defined are which (LAs), areas These LAs are area. the dominant landuse in that LA 01 to from LAs, All 10.3. described in Section on maps (Baseline Landuse) illustrated are LA 37, values Functional 2. Book 1 of 3, Volume in provided their overall indicate the LAs to to allocated are importance and sensitivity. 10.2.3 Baseline data this the baseline for compile used to The data 10.4. Table in is shown chapter applications the planning of results The complete Book 3, Volume A, included in Annex are search significant planning the more Some of 2. 2 of 10.3 this outlined in Section of are applications on maps (Baseline illustrated and are chapter 2. Book 1 of 3, Volume Landuse) included in 10.2.4 Baseline categorisation criteria 10.2.4 Baseline categorisation involves the baseline environment of Categorisation to values’ ‘functional overall of the allocation The functional area. within the study areas discreet to with reference is determined the area value of as well the area of ‘sensitivity’ and ‘importance’ the on the impact that effects’ adverse ‘existing as any in detail is explained these terms of Each area.
Chapter 10 Page 140 Educational landuses are also considered to be Some areas have capacity to accommodate Human Beings: Landuse very important as they help develop the intellectual, limited changes to landuse. These areas are social and artistic aspects of populations. often purpose-built and only occupied during Landuses such as art galleries, museums, libraries, daytime hours and/or for limited period of time. theatres, concert halls can also contribute to the Examples include commercial areas and areas of community, artistic, literary and social quality of employment. Landuses in the study area are zoned life. Churches, cemeteries, features of historic and/ for various purposes and it is the existing planning or architectural importance and places of cultural policy zoning that is considered when assessing and social significance can play a vital role in the the sensitivity of these areas. Industrial areas and development of communities within an area. They areas of existing infrastructure are considered can also serve to promote and preserve the unique important however these areas generally, have a culture of an area. capacity to accommodate changes to landuse. The Government has ratified a number of Existing adverse effects international conventions relating to the protection, The value of some landuses may be impacted conservation and management of parks and upon by various external forces which contribute heritage sites. These areas are designated for to the degradation of that landuse. These include their amenity and heritage value. While benefiting/ very high levels of noise, vibration, traffic, air improving the overall environment, these areas can pollution etc. These existing effects are addressed also help enhance the quality of life of communities in the relevant specialist chapters within the through everyday social interaction, health benefits EIS. However, very significant adverse effects are and recreation. Agricultural areas are considered recognised when assessing the functional value of important for local and regional economic, landuses. For example, residential areas located in ecological and landscape uses. town centre locations or along primary transport routes where noise is present at higher levels than Sensitivity in suburban areas. These existing adverse effects In the context of this assessment, landuse can contribute to the reduction of the functional sensitivity is defined as the extent to which a value of that landuse. landuse can accept change of a particular type and scale without unacceptable adverse effects on its Functional value functionality. Some landuses are more sensitive The functional value of the LAs of the baseline to changes than others. All permanent residential environment is evaluated by means of a number of areas are considered to be highly sensitive to specific criteria to take into account the importance change. Generally, recreational/amenity areas, and sensitivity of different features of the educational uses and residential areas have a low environment. The criteria that have been defined capacity to accommodate changes to landuse and are described in Table 10.5. therefore are considered to be very sensitive. The functionality of a landuse is also sensitive to severance. Particularly sensitive landuses include those associated with emergency services and areas frequented by large numbers of people (e.g. recreational facilities, educational facilities, employment centres). Areas that are sensitive and that attract large numbers of people are often protected through planning policy mechanisms and specific zoning designations. Issues relating to traffic management in these areas are addressed in the Traffic chapters of this EIS (Volume 2, Chapter 7). Page 141 Chapter 10
Table 10.5 Criteria for baseline categorisation Criteria Functional value Landuses that have a low capacity to accommodate the type of change envisaged: Very high (V) - Residential areas; - Healthcare facilities including hospitals, childcare facilities and residential care homes;
- Community uses such as art galleries, museums, libraries, theatres, concert halls;
- Educational facilities including schools, colleges and lecture halls; - Religious areas including churches and cemeteries; - National, regional parks and heritage sites.
Landuses that have a capacity to accommodate limited changes to landuse: High (IV) - Residential landuses with commercial, retail and/or office uses (i.e. mixed uses with a residential component); - Town/Inner city/local parks designated OS and Z9 in the Fingal County and Dublin City Development Plan respectively. These include areas used for recreational or amenity purposes;
- Designated greenbelt areas; - Recreational areas associated with landuses such as schools with sports grounds and tennis grounds within educational or community grounds.
Landuses that have a capacity to accommodate a degree Medium of the type of change envisaged: (III) - Commercial/retail uses/areas; - Office blocks/parks; - Hard landscaped areas including playgrounds, exterior areas of schools and green areas in residential areas;
- Playing pitches and sports grounds; - Purpose-built structures for recreational uses e.g. sports stadium; - Golf courses.
Landuse that have a greater capacity to accommodate changes: Low (II) - Retail warehousing and commercial storage areas; - Large retail outlet areas; - Light Industry uses; - Petrol stations, mechanic areas and/or garages; - Structures and areas associated with agricultural uses.
Landuses that have a significantly greater capacity to accommodate Very low the type of change envisaged: (I) - Dublin Airport Zone; - Dublin Airport Safety Zones - Airport Red Approach Zones; - Existing infrastructure; - Industrial areas; - Existing noise prone areas (city streets); - Brownfield sites; Page 142 - Paved areas including carparks; - Activity centres e.g. Go-karting track. Table 10.5 is a guide only. Each landuse is assessed - The planning application site of IKEA Irl. Ltd. Human Beings: Landuse on its own merits using professional judgement (planning reference number F06A/0227) and experience. The results of this assessment is located in the townlands of Balcurris, are detailed in Section 10.3 of this chapter and Ballymun and Sillogue, Ballymun, Dublin 11. illustrated on maps (Baseline Landuse) included The planning application is for the development in Volume 3, Book 1 of 2. of a large scale retail warehouse with ancillary development, restaurants and crèche facilities;
- The planning application site of Genetic 10.3 Description and categorisation Developments Ltd. (planning reference no. of the existing environment F05A/1510) is located at the junction of Ballymun Road and, Santry Avenue, Ballymun, 10.3.1 Description of the baseline environment Dublin 9. The planning application is for the A summary description and categorisation of each construction of a mixed use development on of the LAs is outlined in Section 10.3.2. The landuse a 1.3ha site, comprising of five blocks blocks, field survey was carried out between 2006 and ranging from four storeys to six storeys in 2008. Landuse has changed since that time and can height, commercial and retail gross floor area be expected to change on a continuous basis in the comprising a six screen cinema (6246.6 sq.m.), future. In order to take these changes into account a children’s activity centre, a restaurant/bar, in the baseline description and evaluation, a review eight retail units, a crèche and a health and of the planning files of FCC and DCC was carried out fitness centre, two hundred and thirty seven in January 2008. The full results of this review are apartments, five hundred and fifty three car detailed in Annex A, Volume 3, Book 2 of 2. A number parking spaces, cycle parking and refuse of the most significant applications are also storage for commercial and residential use and detailed in this section. In this context, ‘significant’ with access via the Old Ballymun Road. This applications are deemed to be those that relate general area is subject to numerous planning to a development that will cover an area of more applications for retail, office, residential and than 0.5 hectares and will result in a significant recreational developments and ancillary works. change in landuse. The area is being developed as ‘Northwood Village’ and a full list of application references Significant planning application developments are can be seen in Annex A, Volume 3, Book 2 of 2; detailed from north to south along the alignment: - The planning application site of Ballymun - The planning application site of Rohan Holdings Regeneration Ltd. (planning reference Ltd. (planning reference number F05A/0174) PL03/115) is located on the Ballymun Road, is located in Swords Business Park, within the Dublin 11. The planning application is for the townlands of Swords Demesne & Seatown development of student accommodation in East, north of Bayer Diagnostics, on the R132, seven blocks. Various planning applications Swords, Co. Dublin. The planning application is relate to the development of this area and a for the development of four warehouse units on full list of application references can be seen industrial zoned lands; in Annex A, Volume 3, Book 2 of 2; - The planning application site of Sizzles - The planning application site of Mater Campus International Limited (Swords Pavilions Hospital Development Ltd. (planning reference Shopping Centre), (planning reference number number PL4929/03, PL2563/05 etc.) is located F03A/1391) is located in the former ‘Superquinn at the Mater Misericordiae University Hospital Site’, Swords Shopping Centre, Dublin Street, complex, bounded to the north by the North Swords, Co. Dublin. The planning application Circular Road, to the west by Berkeley Road, to is for the development of mixed use retail and the south by Eccles Street and to the east by residential development consisting of eleven the rear of the terrace of the existing houses single storey plus mezzanine retail units, a fronting onto Leo Street, Dublin 7. The planning total of one hundred and twenty six apartments application is for the development, upgrade and arranged around three courtyards in two, three extension of the existing Mater Misericordiae and four storeys and ancillary works. Various University Hospital including demolition and planning applications relate to the development new build, and the relocation of the Temple of this area and a full list of application numbers Street Children’s University Hospital within can be seen in Annex A, Volume 3, Book 2 of 2; a new building in the Mater complex. The - The planning application site of Dublin Airport main works are proposed to be completed by Authority (planning reference no. F06A/1248) 2010. Various applications for medical related is located in the Dublin Airport Development facilities have been granted in this area and a Area (DAA). The planning application is for the full list of application references can bee seen development of new airport terminal east of in Annex A, Volume 3, Book 2 of 2; the existing terminal building adjoining Pier C and ancillary works. Various planning Page 143 applications relate to the development of this area and a full list of application numbers can be seen in Annex A, Volume 3, Book 2 of 2;
Chapter 10 - The planning application site of the Board of Governors of Rotunda Hospital (planning 10.3.2 Categorisation of the baseline environment reference PL2523/06) is located at the Rotunda The functional value of the LAs within the study Hospital, Parnell Square, Dublin 1. The planning area is evaluated by means of a number of application is for the development, extension specific criteria which are shown in Table 10.5. and reconfiguring of the current carpark layout The functional value that has been assigned to and associated pedestrian access routes, each LA is is described in Table 10.6 of this chapter to up-grade the existing hospital entrance, and illustrated on maps (Baseline Landuse) and a first floor extension to the existing single included in Volume 3, Book 1 of 2. The LAs are storey. All proposed works are within the described from north to south along the alignment. grounds of the Rotunda Hospital. A full list of Areas LA01-12 refers to policy/objectives from application references can be seen in Annex A, Fingal County Development Plan 2005-2011 unless Volume 3, Book 2 of 2. otherwise stated.
Table 10.6 Categorisation of the baseline environment Area MN101:
LA 01 Belinstown south to Balheary Demesne townland Functional value: (V) Location - This LA comprises the agricultural lands located in the townlands of Belinstown South, Lissenhall Little and Balheary Demesne. The LA extends as far as the southern banks of the Broad Meadow River (running west to east into Malahide Estuary).
Description - The dominant landuse within this LA is agricultural (zoned GB and GI) and used for pasture, arable and amenity uses. The greenbelt zoning serves to demarcate and contain urban development and provides for recreational amenity.
- There are a number of stand-alone residential dwellings and farm buildings in the LA. These landuses are important and sensitive to change.
- Recreational uses include the Emmaus Retreat and Conference Centre which is under the patronage of the Christian Brothers and the Sisters of the Holy Faith. The grounds include mature, tree-line pathways, landscaped gardens and a river-walk along the Broad Meadow River. Both the Ward and the Broad Meadow Rivers and Estuary are zoned as High Amenity areas (HA - Fingal County Development Plan) and parts of the Broad Meadow River are designated as a Special Area of Conservation.
- Lissenhall Bridge (bridging the Ward River) and Balheary Bridge (bridging the Broad Meadow River) are located to the east of R132.
- The LA includes the heavily trafficked R132, which runs north-south through the LA and merges with the M1 to the northeast.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1) - GB, HA, RU, GI.
Map Based local objectives (FC Development Plan, 2005): - 77: ‘To provide for the improvement and extension of the riverside walk from [a] the Ward valley to Swords estuary and from [b] the estuary westwards along the Broad Meadow river including provision of a pedestrian link’.
- 227, 228, 229, 230: ‘To protect and preserve trees, woodlands and hedgerows’ - 3621: ‘To provide a footpath along the estuary north of Seatown Lane’. The entire area is included within the ‘Study Area for Metro Terminus area’.
- 3665: ‘To provide a hotel and complementary uses to facilitate the viability of this protected structure’.
- 373: ‘Upgrade and provide for pedestrian path’ (west along Broad Meadow River). - 1898: Study Area for Turvey Avenue lands (located to the east of the M1). - Study area for Metro Terminus area. Page 144 LA 02 Industrial and Business Uses: Lissenhall Area Functional value: (II) Human Beings: Landuse Location - This LA comprises four separate areas along the R132 east and west of the alignment.
Description - This LA comprises the IDA Industrial and Swords Business Campus and a Business Centre as well as areas along the R132 that are used for light industry, distribution, warehousing and commercial business (zoned GI). Swords Waste Water Treatment Plant (zoned HA) is included in this LA.
- The LA is not considered very sensitive to change due to the presence of mainly industrial and business uses but these are considered to be important landuses. An area of currently undeveloped land (zoned GI) is located adjacent to the Swords Business Campus bordering the southern banks of the Broad Meadow River.
Existing Zoning(s) Fingal County Council zoning objectives Table 10.1): - GI, HA.
Map Based local objectives (FC Development Plan, 2005): - 207: ‘To protect and preserve trees, woodlands and hedgerows’. - The development plan refers to a 5 year cycle-way proposal within the LA.
LA 03 Lissenhall & Seatown Residential Areas Functional value: (V) Location Areas - To the west of the alignment, the LA comprises the open space areas and residential areas in Lissenhall along the Ward River as far as Estuary Roundabout. To the east of the alignment there are residential and community landuses including Castlegrange and Seatown Park residential areas
Description - This LA consists of primarily residential community and open spaces zoned RS and OS. Residential areas include: Seatown Park, Castlegrange Estate, Nethercross Court and Seatown Villas estates. All areas are interspersed with landscaped open spaces. The dwellings are predominantly two-storey, semi- detached or terraced dwellings with some detached houses also present.
- Recreational uses include: the Fingallian’s GAA sports ground and clubhouse located to the east of the R132. A large amount of zoned open space within this LA to the west of the R132 is used for recreational purposes including sports grounds, areas for walking and parts of the Ward River Valley Regional Park (discussed in greater detail under LA 06).
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - RS, OS, HA, MC.
Map based local objectives (FC Development Plan, 2005): - 238: ‘To provide for a Metro Station when required’. This objective relates to open space area west adjoining the R132.
- 2407: ‘To prepare a strategy for the Metro terminus which will provide for the optimum mix of uses’ (objective relating to lands beside Fingallian’s GAA sports grounds).
- The development plan refers to a 5 year cycle-way proposal located along Ward River transecting the R132 at Estuary Roundabout and continuing eastwards to the banks of the estuary.
- Parts of the LA are included within an area for which a Masterplan is to be developed. Page 145 Chapter 10 Scotchstone Bridge Business area LA 04 and Fingal County Council Depot Functional value: (III) Location - The LA comprises areas between 100-500m to the west of the R132 and the proposed alignment. The Fingal County Council Depot and Fire Station are located within this LA.
Description - The lands in this LA are used for light industrial, business, residential and employment generating uses (zoned GI). It is characterised by large commercial, office and warehouse units with a limited residential component (zoned MC).
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - GI, MC.
Map based local objectives (FC Development Plan, 2005): - LA included within a designated Masterplan Area.
Swords and Pavilions Shopping Centre LA 05 and Nevinstown LAP Area (2001) Functional value: (IV) Location - This LA includes areas 200m-500m west of the R132. The LA extends from North Street in Swords south to the Pavilions Shopping Centre and extends eastwards into agricultural lands (zoned MC) including the Nevinstown LAP lands (0-500m from the alignment).
Description - Commercial, residential and mixed uses are the dominant landuse in this LA zoned MC.
- The Fingal County Council headquarters office building marks the transition from old to predominantly newer and higher density town centre uses located along Main Street. The landuses are mainly commercial on the ground floor with either office or residential uses on upper floors. Residential apartment complexes are also located to the rear of the Main Street properties.
- The Pavilions Shopping Centre is a major indoor retail and mixed uses development and includes: cinema and numerous retail stores. There are substantial carparking areas (both at ground level and multi-storey) in the LA. The Pavilions is (currently undergoing redevelopment) to include residential and high density mixed uses. The centre and cinema attract large volumes of people to the area for commercial and recreational purposes.
- Fingal Community School is located off North Street and Seatown Road. Swords Castle is located off North Street. A community resource centre is located on Seatown Road and Swords Court House is located on North Street zoned MC.
- Recreational uses include Swords Castle and open spaces located along the Ward River. This area is used for local amenity purposes within Swords town centre and is zoned OS.
- Adjacent to the Pavilions Shopping Centre and the Malahide Roundabout is an area of land that is vacant and is currently zoned MC for town centre uses.
- To the east of the alignment (adjacent to the Malahide Roundabout) is agricultural land zoned MC for town centre uses. - Further east is a new residential area and agricultural lands being developed in accordance with the Nevinstown LAP 2001. The 2001 LAP specifies that the area will include: residential uses, a primary school site and various urban parks. Page 146 Swords and Pavilions Shopping Centre Human Beings: Landuse LA 05 and Nevinstown LAP Area (2001) Functional value: (IV) Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - 0S, MC, GI, ST1.
Map based local objectives (FC Development Plan, 2005): - 203, 204, 206, 213, 215 and 216: ‘To protect and preserve trees, woodlands and hedgerows’.
- 800: ‘To provide for a carpark’. - 237: ‘To promote the redevelopment of this prominent key corner site adjacent to Swords castle and County Hall, for civic uses in a manner, which will enhance the character and range of uses in the town core’.
- 83: ‘To conduct a study in conjunction with stakeholders to promote the development of a high quality street frontage along New Street, providing for a mixed use development incorporating a residential component and enhanced car parking provision at this’.
- 242: ‘To provide for a Metro Station when required’ (zoned MC, currently agricultural land).
- 254: Prepare a Local Area Plan for the integration of major town centre lands east of Swords By-Pass with the existing town centre including for transportation hub, retail and employment uses and the Swords Masterplan.
- 3669: ‘To provide for an appropriate mix of uses to be defined within a Local Area Plan/Master Plan’. Any residential component should not exceed 30% of the overall development.
LA 06 Part of the Ward River Valley Regional Park Functional value: (V) Location - Ward River and associated open space areas through Swords town 400m-500m west of the R132 and the proposed alignment. Description - The Ward River Valley Regional Park is a distinct town centre amenity area of Swords. It is a linear park on the banks of the Ward River and covers an area of 89ha (220 acres) between Swords town centre and Knocksedan Bridge. The park is accessible to the public and features of interest include some 12th century fortifications, woodland habitats, wetlands and rolling grassland. There are viewpoints, picnic sites, a public playground, sports pitches and tennis courts.
- Swords Town Park is an important regional and local amenity area and is open to the public during daytime hours.
- The entire LA is an important for its historical, cultural and recreational amenity uses. It is zoned as a ‘High Amenity Area’ and is sensitive to change.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - OS.
Map based objectives (FC Development Plan, 2005): - Part of a zone of archaeological potential is located within this area. - Long term cycle way proposal is located along Ward River. Page 147 Chapter 10 LA 07 Swords Residential areas Functional value: (V) Location - This LA comprises residential areas (zoned RS) west of Seatown Roundabout and southwards as far as Malahide Road. The eastern edge of the LA includes parts of Drynam Road (southwest of the proposed alignment and of the R132) and lands at Dublin Street as far as Pinnock Hill Roundabout to include Carlton Court residential estate.
Description - The landuses in this LA is predominantly residential and educational (zoned RS). The housing stock is well established in the area and is predominantly a mixture of two-storey detached and semi-detached houses with front and back gardens with well developed tree-lined streets interspersed with communal open spaces. These areas are highly sensitive to changes in landuse.
- Coláiste Choilm school and sports ground are located west of the proposed alignment. St. Colmcille’s Boys National School and Girls National School and associated open spaces are spread out over one area west of the alignment.
- St Colmcille’s church (zoned RS) and graveyard (zoned OS) is located along Chapel Lane, west of the proposed alignment. The burial ground area has a substantial number of mature trees. There is a specific objective within the FCC Development Plan, ‘to protect and preserve trees, woodlands and hedgerows’ within the burial ground (map based objective number 210). The same objective is given within an open space area close to Seamount View (residential area) on the eastern side of the proposed alignment.
- Educational and religious areas are important community, recreational and amenity landuse areas. The landscaped areas with the LA are also important local recreational and amenity spaces.
- Dublin Street developments have an existing exposure to adverse effects due to the street’s use as one of the main access route to Swords town centre and also the streets proximity to the R132. There is existing severance noted between residential areas, schools and shops due to the R132.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - RS, OS.
Map based local objectives (FC Development Plan, 2005): - 191, 192, 194, 195, 200, 210, 211, 212, 214: ‘To protect and preserve trees, woodlands and hedgerows’. - LA is included in a proposed Masterplan area. - There are a number of long term cycle way proposals for the area. - There are a number of road proposals - Quality bus corridor proposal Page 148 LA 08 Swords Business Park Functional value: (II) Human Beings: Landuse Location - Seatown Roundabout south to Malahide Road 0-500m east of the proposed alignment.
Description - The LA contains large purpose-built units used for business, light industry and employment generating uses.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1) - GI
Map based local objectives (FC Development Plan, 2005): - 2807: ‘To promote high standards of urban design of development on lands adjoining the M1 motorway’.
- 217: ‘To protect and preserve trees, woodlands and hedgerows’. - LA is included in a proposed Masterplan Area. - Long term cycle way proposal is designated within the LA.
Area MN102: Parts of LA05 and LA07 described in Area MN101 extend into Area MN102
Fosterstown and Nevinstown LA 09 A LAP ST1 lands Functional value: (III) Location - East of the alignment to include: Airside Business Park and Airside Retail Park (zoned GI) and Nevinstown ST1 LAP (2002) lands. Description - This LA comprises business, employment, retail/ commercial, car show rooms, light industrial and warehousing uses zoned GI and ST1. The Airside Business Park (zoned as GI) is bounded by some undeveloped land to the south. Airside Retail Park (east) is a purpose-built retail warehousing area with large retail units, office developments, and surface car-parking areas.
- The Nevinstown ST1 LAP (2002) relates to lands within this LA and includes zoning provisions for: ‘medium mixed uses’, ‘technology and logistics’, ‘science and technology’ some of which are being developed on the ground.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - GI, ST1.
Map based local objectives (FC Development Plan, 2005): - ‘To protect and preserve trees, woodlands and hedgerows’. - ‘To protect and/or provide institutional uses on open lands’. - A Quality Bus Corridor (QBC) and road is proposed along the R132.
- Indicative potential light rail corridors are shown in the maps of the area. - The development plan refers to a 5 year cycle-way proposal - east of Pinnock Hill Roundabout and east and west of Nevinstown junction. Page 149 Chapter 10 LA 09 B Fosterstown and Nevinstown residential areas Functional value: (V) Location - West of the alignment to include residential areas (zoned RS and RS1) and east of the alignment to include the Nevinstown new residential area (zoned ST1).
Description - The Fosterstown/Nevinstown area is developing as a new residential area with capacity for additional zoned development for residential purposes on existing agricultural lands.
- To the west of this LA is: existing residential development and agricultural lands zoned lands RS and RS1. Existing residential areas consist of semi-detached two-storey dwellings, with some areas currently under construction. A petrol station is located along the R132 surrounded by open lands both zoned RS.
- The Swords Veterinary Hospital is located east off Pinnock Hill Roundabout, with a residential dwelling adjoining the site zoned GI.
- To the east of this LA: Hotel along Swords Road and Lakeshore Drive zoned GI and ST1 respectively. The Tara Winthrop Private Clinic (Nursing home) recognised as a sensitive landuse and zoned ST1. There are a number of scattered single storey dwellings located within this LA. The existing agricultural lands are earmarked in planning policy for future development for residential and open space uses and are therefore included in this LA.
- Existing recreational uses in this LA include sports ground to the rear (east) of single storey residential properties on the R132.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - ST1, RS, RS1.
Map based local objectives (FC Development Plan, 2005): - A Quality Bus Corridor (QBC) and road is proposed along the R132. - Indicative potential light rail corridors. - The development plan refers to a 5 year cycle-way proposal - east of Pinnock Hill Roundabout: and, east and west of Nevinstown junction.
- Parts of the ST1 LAP (2002) lands are zoned for residential and open space uses and are included in this LA. - 3670: ‘To permit dance hall/discotheque and nightclub’ – Currently zoned ST1. Page 150 LA 10 North of Dublin Airport Zone Functional value: (IV) Human Beings: Landuse Location - This LA relates to areas within 500m east and west of the proposed alignment. This includes parts of Fosterstown South and Nevinstown East Nevinstown area to include all lands east and west of the proposed alignment extending southwards as far as Cloghran Roundabout, east and west along the Naul Road.
Description - The majority of the LA is zoned as a greenbelt area (GB) between Fosterstown/ Nevinstown and Dublin Airport Zone and is being used for agricultural purposes. - A limited number of scattered single dwellings houses are located off the R132 within the GB area. A halting site is located along the Naul Road (north side). Kilronan House and Equestrian Centre is located to the east of the proposed alignment with mature trees surrounding the residence.
- There are a number of commercial units to the east of the R132 and the National Show Centre. A commercial pre-cast concrete development is located to the west of the R132 and proposed alignment.
- The Forrest Little Golf Club is located west of the alignment and zoned OS.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - GB, GI, OS.
Map based local objectives (FC Development Plan, 2005): - Quality Bus Corridor Objective and road proposal along R132. - Long term cycle way proposal - along the Naul road. - Indicative potential light rail corridors transecting the LA. - Areas around the Naul Road are included within the Airport Safety Zone and Red Approach Zones.
Area MN103: LA 11 Dublin Airport Zone Functional value: (I) Location - Areas 0-500m east and west of the alignment from the Naul Road (in the north) extending south to unnamed road known locally as ‘Collinstown Lane/Southern Airport Perimeter Road’ that links the R132 with the R108.
Description - Landuses include: Dublin Airport core aviation development zone - ancillary aviation related development zone, runways/taxiways, apron related development and proposed new terminal areas to the west of the existing main terminal.
- Multi-storey and at-grade car parking is provided in a number of areas throughout the LA. The Irish Helicopters facility is located west of the proposed alignment.
- All of the landuses associated with Dublin Airport are not very sensitive to landuse change.
- There is a limited number of residential/hotel areas in this LA. A halting site is located to the west of the proposed alignment, south of Naul road. These landuses already experience existing high levels of noise and disturbance.
- There are large open green areas within the airport area to the east of the proposed alignment.
- The entire Dublin Airport area is an important social and economic landuse (zoned DA) and can accommodate changes to the LA. Page 151 Chapter 10 LA 11 Dublin Airport Zone Functional value: (I) Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): - DA.
Map based local objectives (FC Development Plan, 2005): - 2044: ‘To provide for Traveller Accommodation at existing Naul Road site’. - Many parts of this LA are within Airport Safety Zones and Red Approach Zones. - ‘Indicative Potential Light Rail Corridors’ transecting the area are indicated on maps - Indicative ‘Rail proposal’ extending from south and terminating at Dublin Airport terminal area. - Various road developments are proposed for this area. - A long term cycle way proposed along Naul road.
Area MN104: LA 12 North and South of the M50 Motorway Functional value: (III) Location - LA extends 0-500m east and west of the alignment from an unnamed road (known locally as ‘Collinstown Lane/Southern Airport Perimeter Road’ which links the R132 with R108).Land north of the M50 includes, the Tesco distribution centre (east of the alignment) and agricultural and industrial lands west of the alignment.
Description - Landuses to the north of the M50 are dominated by open fields and arable agricultural land and various recreational uses (zoned ST1) to include: Go-Karting track to the east of the alignment, Balcurris Sports grounds, Cumann Parnell and Páirc Ciceam Baile Munna (to the west) and the Royal College of Surgeons sports grounds and gym located in the new Santry Demesne/Geraldstown house area and Sillogue Golf Course, (zoned OS).
- Purpose-built light industrial/ warehousing buildings including a concrete recycling facility exist in the area (zoned GI). Ballymun Industrial Estate is located off St. Margaret’s Road. The Ballymun NCT test centre is located off the R108 west iof the alignment. Tesco’s Distribution Centre is zoned GI and the airport long-term at-grade car park (zoned ST) is also located to the east of the alignment.
Existing Zoning(s) Fingal County Council zoning objectives (Table 10.1): GI, ST, ST1, OS, WD.
Map based local objectives (FC Development Plan, 2005): - 122: ‘To ensure the provision of development with a high standard of landscaping and finish along this important road frontage’. - 791: ‘To provide for traveller accommodation’. - 1238: ‘Employment node’ Ballymun townland north of M50. - 3695: ‘To prepare a Local Area Plan for these lands and to ensure that no development is commenced until funding for a Metro Link from Dublin City Centre to Dublin Airport is in place and a final alignment has been determined’.
- 3696: ‘To provide for an appropriate mix of uses to be defined within a Local Area Plan/Master Plan. Any residential component should not exceed 30% of the overall development’.
- 4912: ‘To provide for a car park’. - LA within Airport Safety Zone and Red Approach Zones (FCC). - Indicative rail corridor transecting LA east-west, extending north and terminating at Dublin Airport.
Page 152 - Various ‘road proposals’ are indicated on development plan maps. - ‘Indicative potential light rail corridors’ located in LA. Source(s) - North Ballymun Local Area Plan 2005. Human Beings: Landuse
Area MN105: LA 13 Ballymun Town Centre/Main Street Functional value: (IV) Location - This LA comprises areas within 130m of the alignment to the east and within 500m of the alignment to the west. The LA extends from Santry Avenue southwards along Ballymun Road (R108) as far as the Ballymun leisure centre and swimming pool to the west and Ballymun civic centre to the east.
Description - The existing landuses comprise high density mixed uses, commercial, residential and community uses. The LA is undergoing a major regeneration which includes creating a new town centre for Ballymun. Existing major landuses in the LA include swimming pool and civic buildings, hotels, office blocks, student accommodation, bank, shopping centre (proposed to be redeveloped), civic centre/community centre, St. Pappin’s Church, youth centre and new and existing residential areas including 1970s prefabricated tower blocks.
- The regeneration plan that includes this LA is currently being implemented. The existing low-rise Ballymun Shopping Centre and the existing residential prefabricated buildings are awaiting redevelopment.
- Recreational uses include a swimming pool, youth centre, nursing home, civic office, hotels, gyms and open space/amenity areas.
- Residential areas and community uses are the most sensitive landuses in this area.
Existing Zoning(s) Dublin City Council landuse zonings objectives (Table 10.2): - Z4. - Parts of this LA are included in a designated Prime Urban Centre (‘PUC 3’). - Within the Ballymun Masterplan, 1998 (as amended), landuse zonings allow for a range of uses including: offices and related development, shopping and service centre facilities, neighbourhood facilities, open green space and recreation, new housing, new housing private developments, mixed use residential, offices, employment, retail, flexible business space and educational landuses. Page 153 Chapter 10 LA 14 Northwood area and Ballymun Residential Areas Functional value: (V) Location - This LA includes areas within 500m to the east and west of the proposed alignment. The LA extends from Balbutcher Lane and Santry Avenue southwards as far as Ballymun Junior Comprehensive School to the east of the alignment and Ballymun Senior Comprehensive School to the west of the alignment excluding the Main Street area.
Description - This LA is predominantly residential in nature with commercial, retail and educational uses also. There is a small amount of agricultural lands in the northern part of the area.
- A number of one-off residential dwellings such as Santry Lodge and St. Anne’s House (with mature woodland areas and hedgerows) are located east of the alignment zoned RT1 and NC in this area. Continuing southeast much of the area is being developed as part of a new village ’Northwood’ zoned RV1. At present there are new commercial, office and residential estate areas with neighbourhood facilities developed in part of the area. The residential units built to date comprise mainly semi-detached houses with back gardens and off-street parking. Some sites are currently under construction. All residential areas have an existing exposure to adverse effects due to close proximity to the M50.
- The LA includes residential areas to the east and west of the alignment and Ballymun Town Centre. To the west, this LA includes Poppintree, Ballcurris gardens and Sillogue residential estates. To the east, it includes Coultry Park and Shangan residential areas. The LA comprises both new and old residential estates and of note are the 1970’s prefabricated flats still in existence. Many of these flats are now either vacant/derelict, spine blocks awaiting redevelopment as part of the Ballymun Masterplan. Much of the LA has been developed as high quality, low density residential areas as part of the ongoing Ballymun Masterplan Regeneration project. These units include four to six storey residential/apartment developments, terraced and semi-detached two/three-storey dwelling/ townhouse developments. All of the residential areas are considered to be of High functional value. Many of the residential areas in this LA are located close to the R108 and have existing exposure to adverse effects.
- To the west of the proposed alignment, educational and community uses within the LA include Holy Spirit National School, Ballymun Recreation Centre, Holy Spirit Church and library, St. Joseph’s National School, St. Joseph’s Church, Scoil An tSeachtar Laoch and Ballymun Senior Comprehensive School. To the east of the proposed alignment, educational and community uses within the LA include Ballymun Community centre, the Virgin Mary School, Virgin Mary Church and Ballymun Junior Comprehensive School. All educational landuses are considered to be of Very high functional value.
- Recreational uses include a number of public parks that have been redeveloped as part of the regeneration of this LA as higher quality, more usable public amenity spaces. These include Poppintree Park, Coultry Park, Shangan Park and other smaller neighbourhood spaces. A number of neighbourhood/community centres and pitches have also been developed and these provide opportunities for important recreational uses by communities. Page 154 LA 14 Northwood area and Ballymun Residential Areas Functional value: (V) Human Beings: Landuse Existing Zoning(s) Fingal County Council landuse zoning objectives (Table 10.1): - NC, SC, RS, RV1.
Map based local objectives (FC Development Plan, 2005): - 121: ‘To provide for and permit tourism infrastructure and leisure uses’. - 124: ‘To ensure the provision of development with a high standard of design and finish along this important road frontage’.
- 131: ‘To provide for and permit tourism infrastructure and leisure uses’. - 3243: ‘To provide a grade separated interchange on Ballymun Road at the western entrance to Santry Demesne, serving also the ST1 zoned lands to the west’. - 276: ‘Development shall be in accordance with Ballymun Regeneration Ltd Masterplan as amended’. - 272: ‘To permit office campus-style development…and create a landscaping buffer zone between residential and industrial zoned lands. All development shall be subject to the requirements of the Irish Aviation Authority’.
- 139: ‘To provide for a business park type development and uses associated with this‘.
- 251: ‘To promote intensive employment uses on ‘ST’ zoned lands at Santry.
Dublin City Council landuse zoning objectives (Table 10.2): - Z4, Z6. - Parts of this area are included in a designated Prime Urban Centre (‘PUC 3’) - Indicative road scheme and bridge proposed on development plan maps transecting Ballymun Road from Balbutcher Lane to Shanagan Road. - There are a number of objectives and recommendations included within the Ballymun Masterplan 1998, 2004 (as amended) Ballymun Regeneration Ltd. DCC. Some of these objectives relate to: parks and urban design objectives, mixed uses, increasing accessibility and permeability to/from and within the areas. Ballymun Road‚ or the ‘Main Street’ in the Masterplan is described as becoming ‘radically altered into a traffic calmed shopping street’. Page 155 Chapter 10 South of Ballymun as far as Griffith Avenue: LA 15 Residential Areas Functional value: (V) Location - This LA comprises areas within 500m to the east and west of the proposed alignment. This LA extends from south of Ballymun Senior Comprehensive School and Shanliss Road southwards along Ballymun Road (excluding DCU and Albert College Park) including all residential areas to the east and west as far as Griffith Avenue.
Description - This LA is primarily an established residential area (zoned Z1) comprising of mainly two-storey detached dwellings with front and back gardens and tree-lined streets. The Church of Our Lady of Victories is located to the east of the alignment. Our Lady of Victories infant school (zoned Z15) is located to the west of the alignment. All of the residential and community uses in this LA are of Very high functional value.
- There is a petrol station (zoned Z1) to the west of the alignment along the R108 (Ballymun Road), shops and neighbourhood facilities are also present (zoned Z3). There are neighbourhood facilities located between Ballymun Road and St. Mobhi Road (zoned Z3 and Z1) which create an ‘island’ to meet Griffith Avenue.
- Recreational uses include Riverside Tennis Club, Glasnevin Lawn Tennis Club and sports grounds associated with school uses (zoned Z9 and Z15).
Existing Zoning(s) Dublin City Council zoning objectives (Table 10.2): - Z1, Z2, Z3, Z9, Z12, Z15.
Area MN106: Dublin City University (DCU), Albert College/Hamstead Park and LA 16 Elmhurst Convalescent Home Areas Functional value: (V) Location - This LA comprises areas within 500m to the east and west of the proposed alignment. Areas to the west of the proposed alignment include: DCU park/sports ground areas, St. Michael’s House Special School and St. Clare’s home. Areas to the east of the proposed alignment include: Dublin City University (DCU), Albert College Park, Hillside Farm, Elmhurst Convalescent Home and the surrounding open spaces as far south as Griffith Avenue.
Description - Educational landuses in this LA include the Dublin City University campus (zoned Z15) (lecture halls, libraries, open spaces and sports grounds) and St. Michael’s House Special School. All educational landuses are of Very high functional value.
- Health related landuses include a medical clinic, Sean Cara Community Unit, St. Clare’s Home, the HSE Northern Area facility for older persons, Hampstead Private Hospital and Elmhurst Convalescent home (zoned Z12). All health-related landuses are of Very high functional value.
- Recreational uses include open spaces and football pitches at Albert College Park and surrounding recreational areas. DCU recreational and sports ground areas, Riverdale tennis grounds (zoned Z9) and the Helix Theatre located off Collins Avenue are also recognised to be important recreational areas in this LA.
- Hillside Farm is also located in this LA (zoned Z12).
ExistingZoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z9, Z12, Z15. Page 156 LA 17 Griffith Avenue south as far as Tolka River Valley. Functional value: (V) Human Beings: Landuse Location - This LA comprises areas within 500m to the east and west of the proposed alignment. The LA extends from Griffith Avenue south as far as Tolka River Valley to the east and west of the alignment excluding St Patrick’s College.
Description - The LA comprises primarily established residential areas and includes a mixture of two-story terraced and detached dwellings (zoned Z1). Educational landuses within this LA include Scoil Caitríona (Z15), Coláiste Caoimhín (schools) and grounds (zoned Z15). The Corpus Christi Girls National School (Home Farm Road) and church (Griffith Avenue) is zoned Z15. The LA also includes Drumcondra Library and a credit union on Millbourne Avenue (Zoned Z1). All of the residential and educational landuses within this LA are of Very high functional value.
- Other landuses within the LA include the Department of Defence and a number of pubs, dentist, doctor’s surgery and various other neighbourhood facilities along Drumcondra Road Upper (zoned Z4). A dentist and doctor’s surgery is also present on Griffith Avenue.
- Recreational uses include Na Fianna GAA sports grounds (Z15), school sports grounds, tennis grounds (zoned Z9), Home Farm Football Stadium. Tolka Park Football Stadium is located east of the alignment with an open access sports ground (soccer) adjacent to aforementioned stadium (all zoned Z9). The Ierne Social Sports Club with Pitch and Putt, sports centre and clubhouse located west of the alignment (zoned Z9).
- The Richmond Road Area Action plan proposes mixed use landuse changes to the area to include the redevelopment of Tolka Park Stadium and surrounding areas.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z1, Z4, Z9, Z15. - Specific objective relates to the completion of a Masterplan for part of this area; located around Tolka Park Stadium and includes some surrounding lands that are identified in the Richmond Road Area Action Plan (Dublin City Council, 2007).
LA 18 St. Patrick’s College Functional value: (V) Location - St. Patrick’s College Campus within 350m to the east of the proposed alignment. Description - St. Patrick’s College (zoned Z15) includes educational landuses such as lecture halls, lecture theatres, various educational buildings, Drumcondra Education Centre and Educational Resource Centre. St. Patrick’s National School and Junior School are located within the boundary of the LA and are accessed from Millbourne Avenue.
- The grounds also include residential landuses (ten blocks of 4-storey on-campus student accommodation) and religious landuses (a church). All of these landuses are of Very high functional value.
- Recreational landuses within the area include sports grounds. The sports grounds are important amenities and concurrent with the college uses.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z15 Page 157 Chapter 10 LA 19 Tolka River Valley Functional value: (V) Location - The Tolka River and Griffith Park located within 500m east and west of the alignment.
Description - Griffith Park is to the west of alignment and serves as an important local amenity area.
- The river and park are included in a designated Conservation Area (DCC).
Existing Dublin City Council landuse zoning objectives (Table 10.2): Zoning(s) - Z9, Z11. - The Draft Richmond Road Area Action Plan (April 2007) proposes a number of potential river crossings (Map 13 of the Area Action Plan) over Tolka River- however this proposal is subject to specific redevelopment proposals.
LA 20 Clonliffe College Estate/Holy Cross College Functional value: (V) Location Areas 500m east of the alignment Clonliffe College Estate/Holy Cross College. Description - Holy Cross College grounds comprise extensive open grounds with mature trees and green spaces open to the public during daytime hours. - There are sports grounds, religious and educational spaces and buildings on site. - The ‘Archbishops House’ is set in mature landscape setting accessed from Drumcondra Road. The main access to the estate is from Drumcondra Road and Clonliffe Road.
- The area is highly important and sensitive due to its educational, religious and amenity uses.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z12 with provision for a linear park along the River Tolka. - The Richmond Area Action Plan (2007) identifies a development area of c.6.85 hectares for the development of a Master Plan. The Urban Design Proposal for the area indicates: potential residential and mixed use development into the future, and includes parks/plazas along Tolka River area, linked with pedestrian and cycle routes within and around the area.
Drumcondra, Phibsborough LA 21 and Mountjoy Residential areas Functional value: (V) Location - The LA comprises residential areas and community uses around Drumcondra village up to 500m east and west of the proposed alignment, Drumcondra village itself is not included.
Description - The dominant landuses in this area is residential and community uses. Some of the residential dwellings in this LA are included within the Z2 zoning designation applicable to Conservation Areas (DCC) and are of low density mainly 1 or 2-storey terraced dwellings. These residential areas are considered to be of Very high functional value.
- St. Vincent’s Centre for the Deaf is located within this LA. Pedestrian access to this centre is provided from Drumcondra Road Upper. St. Columbus National School and Church on Iona Road are both located to the west of the alignment on the edge of the study area.
- The National Council for the Blind in Ireland, a support service for people experiencing eyesight difficulties, is located on Whitworth Road.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z1, Z2, Z3, Z6, Z9. Page 158 LA 22 Drumcondra Road Lower Functional value: (IV) Human Beings: Landuse Location - Drumcondra village and Drumcondra Road within 50m east and west of the proposed alignment.
Description - This LA comprises predominantly residential, retail and commercial uses (zoned Z1, Z2 and Z4). The suburban/intercity elevated rail line transects Drumcondra Road Lower from east to west and runs over commercial and retail based landuses.
- A number of residential landuses are located within this LA. Drumcondra Road Lower (street recently redeveloped) includes neighbourhood facilities consisting of shops, cafes, restaurants and pubs with residential uses on upper floors. Drumcondra village is a heavily trafficked urban centre in Dublin City and has existing exposure to adverse effects such as noise. These areas of mixed use residential are important and sensitive areas.
- There is a small amount of vacant land adjacent to the industrial units on the southern banks of the Tolka River.
- St. Vincent’s Centre for the Deaf fronts onto Drumcondra Road and is zoned R1. This educational facility is considered to be important and sensitive.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z1, Z2, Z4.
LA 23 Royal Canal Functional value: (V) Location - Royal Canal 0-500m east and west of the proposed alignment. Description - The Royal Canal is a designated Conservation Area (DCC) and is zoned Z9. The area is a local amenity and walkway with various bridge crossings over the canal and the adjoining railway track.
- The train tracks located parallel and north of the canal are used for railway connections between Dublin and the North West of Ireland. - Binn’s Bridge crosses the canal on Drumcondra Road.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z9, Z11.
LA 24 Mountjoy Prison and environs Functional value: (IV) Location - Mountjoy Prison and environs north of North Circular Road and west of the proposed alignment.
Description - The area is used for institutional uses and comprises Mountjoy Prison and Garda Station. An Garda Síochana station and offices are accessed via North Circular Road.
- St. Patrick’s Institution for juvenile offenders is also located within this area.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z1, Z15. - Area included in the Phibsborough/Mountjoy Local Area Plan, Pre-Draft Consultation March/April 2007. Initial indication is that the site is to be redeveloped for high-density mixed uses development. Page 159 Chapter 10
Area MN107:
Phibsborough and Mountjoy residential areas, LA 25 Mater Hospital and Parnell Square Functional value: (V) Location - Areas 0-500m east and west of the proposed alignment. This LA includes Phibsborough village and residential areas, Mater Hospital and surrounding residential areas, Temple Street Children’s Hospital, Mountjoy Square and environs, Parnell Square, Rotunda Hospital and surrounding landuses.
Description - The LA is a mixed use area comprising predominantly residential and educational landuse with supporting neighbourhood and community facilities and spaces. Phibsborough village has been designated as a P.U.C. (Prime Urban Centre zoned Z1 and Z4). A Local Area Plan for the Phibsborough/Mountjoy area is currently being developed by Dublin City Council. The residential areas around Phibsborough urban centre are mainly two storey, red brick, terraced houses much of which are included in Z2 zoning for Conservation Areas. There are a number of Dublin City Council residential/flat complexes in the area (zoned Z1) namely along Dorset Street, beside Temple Street and Hardwick Place. The Dominic Street area (currently being redeveloped) was formerly council flat complexes and has a specific objective in the Development plan under Z13 that relates to housing rejuvenation areas. All residential areas within this LA are considered to be important and very sensitive.
- The Mater Hospital and ground level car-parks (zoned Z15) are also located in this LA and many of the surrounding Georgian buildings are used for health related activities (zoned Z8 and Z2). Temple Street Children’s Hospital (zoned Z15). All health facilities are considered to be important and very sensitive.
- Dublin Institute of Technology’s main building is located on Bolton Street (zoned Z15) and is a major educational landuse in the LA. There are various buildings within the area that are also used for educational purposes and many of them within close proximity to Bolton Street. Belvedere College (zoned Z8) is also located within the LA. All educational landuses are considered to be important and sensitive.
- Various neighbourhood facilities are located within the LA (zoned Z4) including: shops, pubs, restaurants, cinema facing onto Parnell Street. Mountjoy Square public park (zoned Z9) is surrounded by three and four storey Georgian buildings (with basements (zoned Z8 and Z2). Many of these buildings are used for office, commercial and residential uses
- A number of impressive Monuments and Structures are located in this LA: Georgian buildings used for residential and mixed use, the Rotunda Hospital, the Gate Theatre, the Ambassador Cinema/Theatre and the Temple Theatre (mixed/ recreational uses and zoned Z8).
- Other recreational and community uses include: Berkley Park, Broadstone Park and Royal Canal in Phibsborough, Blessington Street Reservoir and park area (zoned Z9 and Z11), Parnell Square Park/Garden of Remembrance (zoned Z9), the James Joyce Museum, the Hugh Lane Municipal Art Gallery (zoned Z8), St. Joseph’s Church and the cinema on Parnell Street (zoned Z15). Mountjoy Square public park (zoned Z9) and comprises a square shaped public park and playground with crèche facilities on site.
- Parnell Square is surrounded by Georgian style, three and four storey houses (with basements) of mixed uses to the north, east and west of the Square. To the south are the grounds of the Rotunda Hospital and the Gate Theatre both zoned Z8 and used for institutional/civic and community/recreational uses respectively. Parnell Square East is also zoned Z8 and used primarily for mixed uses to include: office with commercial and residential uses. Page 160 Phibsborough and Mountjoy residential areas, Human Beings: Landuse LA 25 Mater Hospital and Parnell Square Functional value: (V) Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z1, Z2, Z4, Z8, Z9, Z11, Z15. - Phibsborough village P.U.C current zonings is Z4 ’to provide for and improve mixed services facilities’. - A City Children’s Garden and crèche is planned to be located beside the Rotunda Hospital and Garden of Remembrance. - The Parnell Square Framework Plan sets out a number of urban design proposals. Source(s) - Dublin City Development Plan 2005, Dublin City Council. - Framework Plan for Parnell Square, Dublin City Council. - Phibsborough/Mountjoy Local Area Plan, Pre-Draft Consultation March/April 2007.
LA 26 O’Connell Street to College Street Functional value: (IV) Location - 0-100m east and west of the proposed alignment from Parnell Square in the north extending southwards over O’Connell Bridge (the River Liffey) to College Street. Description - This LA includes O’Connell Street: One of Dublin City Centre’s main thoroughfares. The Monument of Light or as it’s known locally the ‘Spire of Dublin‘ is 120 metres in height and is sited within the median reserve on O’Connell Street between the Henry/Earl Street North axis. O’Connell Street is criss-crossed from east to west by various streets. Landuses on these streets comprises a mixture of mainly retail, commercial and office uses with a limited residential component. The Luas Red Line transects the LA east-west along Abbey Street Middle and Lower with Abbey Street Luas stop also included in this LA.
- The O’Connell Bridge is a distinct period bridge, built in the late 18th century, crossing the River Liffey. It is an important crossing point for pedestrians and vehicles.
- The O’Connell Street Redevelopment Project and Integrated Area Plan has seen the recent refurbishment of the streetscape and achievement of many of its objectives such as improvements in paved areas, landscaping features and aims to improve existing buildings and landuse through redevelopment. The former Carlton cinema site (currently derelict) is awaiting redevelopment and preliminary plans suggest development of: hotel, residential, retail with emphasis on restaurants, bars and other leisure facilities and a new public square on site).
- O’Connell Street contains impressive buildings from the late 18th and 19th century. Landuse along the street include the Gresham Hotel, Carlton Cinema, Dr. Quirke’s Emporium (amusement arcade), Clery’s Department Store, Wynn’s Hotel, the G.P.O. (General Post Office) and various other commercial/office based uses. Newer buildings are also present on this street. Examples include the Dublin Bus offices, the former Eircom building and Schuh retail store (shoe shop) (zoned Z5).
- Landuses in this LA include commercial/retail uses on ground floors with office type uses on upper floors or vacant properties. - The area provides an important transport route for both pedestrian and vehicular users. Many large sites in this area are currently vacant and awaiting redevelopment.
- LA26 also includes Westmoreland Street and D’Olier Street. Both streets include a range of landuses, including commercial, retail, business, offices and hotels.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z5. Page 161 Chapter 10 LA 27 Henry Street and environs Functional value: (IV) Location - 30-500m west of the proposed alignment, from Parnell Street to the Quays of the River Liffey.
Description - This LA includes the primary retail and shopping area on the north side of Dublin City, located along and extending off Henry Street - pedestrian street. The Ilac Shopping Centre (with underground parking) is located in this LA and is currently undergoing redevelopment with mainly retail and commercial uses being constructed with some upper floors developed for residential uses.
- This LA includes Arnotts Department Store, a flagship retail store with an underground car-parking area. This site is currently awaiting a decision from An Bord Pleanála relating a planning application for the redevelopment of the existing store and the majority of the surrounding block, for mixed use development and ancillary works (planning reference-PL5170/06).
- Other retail and commercial units are on Moore Street, Abbey Street and the Quays and many other standalone retail outlets (The LA includes over the shop high density residential apartments notably along Parnell Street, off Moore Street and between Abbey Street and the Quays, these areas have an existing exposure to adverse effects mainly attributed to traffic and mixed use town centre activities in the area. A number of hotels, hostels and apartments are located within the area including Jury’s Hotel on Parnell Street.
- There are a many Georgian style buildings along the quays used for mixed uses. - Recreational uses include Wolfe Tone Memorial Park (zoned Z9).
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z5, Z9. Page 162 LA 28 Gardiner Street and Customs House environs Functional value: (IV) Human Beings: Landuse Location - 20-500m east of the proposed alignment from Parnell Street to Customs House Quay.
Description - A number of educational buildings are located on Marlborough Street including the Dublin Institute of Technology educational buildings and the Department of Education and Science headquarters (zoned Z5). Larkin College secondary school is located on Sean MacDermot Street. All educational landuses are important and very sensitive.
- Mixed use developments with a residential component are common within this LA. Much of the northern section of Gardiner Street is used for residential uses and comprises: Dublin City Council flats, new apartment developments and terraced Georgian streets. James Joyce Street runs parallel to Gardiner Street and comprises new high-density apartment and office blocks. Many developments have commercial premises on the ground floor with residential units on upper floors. All residential areas are considered to be very important and sensitive.
- The Pro-Cathedral on Marlborough Street is used for religious and community uses. The Customs House is a distinctive period building located along the northern banks of the River Liffey. This building is currently used by the Department of Environment Heritage and Local Government as offices. It is zoned Z8 with the grounds Z9. Gardiner Street and Customs House area is included in Dublin City Councils Conservation Area in recognition of their unique contribution and importance to the heritage of the city.
- Transport links within this LA include the DART line on the western edge of the LA running from Connolly Station to Tara Street and the Red Luas Line transecting the LA along Abbey Street.
- Other landuses within the area include commercial/retail and hotel/hostel uses on Gardiner Street and Sean MacDermot Street. The Irish Life Centre is located between Talbot Street and Abbey Street and houses the Irish Life Building as well as office, commercial and retail/commercial type developments. Much of the surrounding area is used for commercial/retail on ground floor with offices/ hostels/residential uses on the upper floors. The Abbey Theatre is located on the corner of Abbey Street and Marlborough Street south of the existing Luas Red Line. The theatre is surrounded by office, educational and commercial type uses.
- Recreational uses include Sean MacDermot Park and the Abbey Theatre.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z5, Z9.
LA 29 River Liffey and Quays Functional value: (V) Location - The LA comprises the River Liffey and quays, 500m east and west of the proposed alignment from Ormond Quay Upper to Customs House Quay on the north quays: and from Wellington Quay to Georges Quay on the south quays.
Description - The River Liffey and its quays is a designated Conservation Area. ‘The establishment of riverside quays with buildings facing onto the river was the single most important intervention in shaping the city’ (DCC, 2005). The period buildings overlooking the Quays are included within a designated Conservation Area in Dublin City Development Plan.
- A boardwalk on the north banks of the river has been erected in recent years and this acts as city centre recreational and leisure area as well as a pedestrian route. There is also a leisure docking area located on Bachelors Walk.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z11. - A future bridge crossing is indicated between Burgh Quay and Eden Quay. Page 163 Chapter 10 Burgh and Georges Quay LA 30 and areas south of River Liffey Functional value: (IV) Location - The LA extends from the River Liffey (to the north) to Pearse Street (to the south). The western edge of the LA is bounded by Hawkins Street and the LA extends east along the quay as far as Lombard Street.
Description - This LA includes the southern quays fronting on to the River Liffey at Burgh Quay and Georges Quay and is within a designated Conservation Area (DCC) and zoned Z5.
- Two to three storey buildings are used for mixed uses (commercial and/or residential uses).
- The LA consists primarily of ground floor commercial/retail uses with offices on upper floors. The dominant landuse in the area is multi-storey office developments.
- Pearse Street Garda Station and Fire Station are located within the LA. The DART rail line from Tara Street station southwards to Pearse Street station transects the LA north south and crosses over a number of small brownfield sites located under the line of the DART train route.
- Recreational uses include the Screen Cinema and Markievicz leisure centre that includes a public swimming pool.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z5.
LA 31 Trinity College Dublin Functional value: (V) Location Grounds of Trinity College within 500m to the east of the proposed alignment. Description - Trinity College is an important centre of education, culture and amenity use and is important and sensitive both nationally and locally.
- The dominant landuse within this area is educational. The area comprises faculty buildings, libraries (some with basement levels i.e. library spaces/lecture theatre spaces) and laboratory areas (zoned Z8).
- Trinity College Library houses the Book of Kells among other national treasures. The majority of the buildings within the grounds are a mixture of classical and modern architectural styles.
- The LA contains sports grounds and open space areas and cobbled pedestrian streets (zoned Z9). It is a busy pedestrian thoroughfare from College Green to Nassau Street and a major tourist attraction.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z8, Z9. Page 164 Human Beings: Landuse LA 32 Temple Bar and environs Functional value: (IV) Location - Up to 500m west of the proposed alignment including the Temple Bar area, Dublin Castle and surrounding landuses. Description - The landuses within this LA comprise retail, commercial (entertainment) and office uses with residential components. The area has developed as one of Dublin’s unique cultural, tourist and recreational quarters attracting large volumes of tourist to the area.
- The Temple Bar and Dame Street area is included in a designated Conservation Area. This area has a very distinctive retail/commercial and late night recreational landuse with redbrick, low-scale, buildings intimate streets and cobbled and/or pedestrian pavements.
- Residential landuses in this area is limited to primarily over the shop units/ apartment developments. There is a range of hotels and hostels in the area. The area has two pedestrian squares which act as focal points in the city’s ‘cultural quarter’.
- Dublin Castle is used for national, judicial, educational, recreational and office type uses. Within the castle walls large open space cobbled spaces exist. The neighbouring landuses include high density apartment buildings with retail/commercial units on ground floor and office blocks.
- Large parts of this LA are included in the Conservation Area in recognition of its unique contribution and importance to the heritage of the city.
- Recreational uses include: Dublin Castle, museum and open spaces, Temple Bar Square, Meeting House Square, the IFI Cinema, and various theatres, art houses and galleries.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z5.
LA 33 Grafton Street and environs Functional value: (IV) Location - South Great George’s Street extending east to Dawson Street, bounded by Dame Street to the north; and St. Stephen Green North and King Street to the south. Description - The predominant use in this LA is retail and commercial which in itself can accommodate change. Georges Street and Grafton Street areas are distinctive retail/commercial areas. Grafton Street is south Dublin City centre’s main pedestrian high-street shopping area. The area has numerous retail outlets, boutiques, restaurants, bars with mainly office uses overhead. Significant redevelopment is currently being carried out in an area near to the Gaiety Theatre where a mixed use high-rise retail and commercial development is under construction.
- The residential component in this LA is limited. It includes hotels, hostels and apartments over shops/offices.
- The entire LA is zoned Z5. - Recreational uses include the Gaiety Theatre, various shops, pubs and clubs within the area.
Existing Dublin City Council landuse zoning objectives (Table 10.2): Zoning(s) - Z5. Page 165 Chapter 10 LA 34 Leinster House Functional value: (V) Location - Kildare Street extending to Merrion Street Upper 200-500m east of the proposed alignment.
Description - The landuses and buildings within this LA are of national and local significance and importance. - The area is dominated by nationally important buildings used for civic and cultural purposes. Examples include Government buildings such as Leinster House and various offices of Government departments located on Merrion Street Upper. The Department of Agriculture, Fisheries and Food is located on Kildare Street. The National Library of Ireland, National Museum of Natural History and National Gallery of Ireland are also included with this LA.
- The LA is located within a designated Conservation Area in recognition of its unique contribution and importance to the heritage of the city.
- Other uses in the LA are primarily commercial and office, with a limited residential component.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z5, Z8, Z9.
LA 35 St. Stephen’s Green Functional value: (V) Location - St. Stephen’s Green. Description - St. Stephen’s Green is a large inner city park enclosed on all sides by railings. It is a period landscaped park with tranquil gardens, pond and walkways. It is intensively used by residents, tourists and people who work in the area as a daytime recreational amenity area and as a pedestrian thoroughfare. Access points are provided on all sides.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z9.
LA 36 St. Stephen Green West Environs Functional value: (IV) Location - Areas within 500m to the west of the alignment extending from Aungier Street east to St. Stephen’s Green.
Description - The landuses in this LA are primarily commercial, retail and neighbourhood facilities with limited upper floor residential units. The dominant streets in this LA are Aungier Street, Wexford Street and Camden Street. To the rear of these streets, landuses are primarily residential and mixed use developments. The area has examples of older housing stock built by Dublin Corporation.
- Aungier Street, Wexford Street and Camden Street are included in a Conservation Area. The former Mercer Hospital site a landmark building ending the vista of South King Street, Stephen’s Green North and Merrion Row is also located in this LA.
- The buildings fronting onto St. Stephen’s Green West are used primarily for commercial and office uses.
- The Royal College of Surgeons and the Dublin Institute of Technology are major third level education providers located in this LA.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z5, Z8.Z9 Page 166 Human Beings: Landuse LA 37 Harcourt Street and environs Functional value: (V) Location - Areas from 30m to the west of the alignment and from 500m to the east of the alignment. This LA comprises Harcourt Street, the Iveagh Gardens and the environs of St. Stephen’s Green east areas.
Description - The LA comprises mixed uses including educational, commercial, retail, office, residential and open space areas. - This area comprises primarily office and commercial uses including shops, cafes, hotels and restaurants along Harcourt Street and St. Stephen’s Green south. A large hotel is located along Earlsfort terrace zoned Z6. Period buildings along Harcourt Street and St. Stephen’s Green South (zoned Z8) enclose the Iveagh Gardens (period inner city park). The gardens have various walkways, gardens, water features and bedding areas and open spaces and serve as an important inner city amenity area. The gardens are accessed from a number of pedestrian routes: From Harcourt Street via Stable Lane; from behind the National Concert Hall; and from Hatch Street.
- The National Concert Hall (zoned Z8) is located to the east of Iveagh Gardens fronting onto Earlsfort Terrace and is an important recreational landuse. - Leeson Street and Merrion Row primarily comprise mixed use developments with mainly commercial/retail ground floor uses with offices on upper floors. The landuses along St. Stephen’s Green east are primarily office uses and are zoned Z8. This area is included within a Dublin City Council Conservation Area (DCC).
- The Luas Green Line (Sandyford to St. Stephen’s Green) is located in this LA running along Harcourt Street terminating at St, Stephen’s Green West.
Existing Zoning(s) Dublin City Council landuse zoning objectives (Table 10.2): - Z4, Z6, Z8, Z9. Page 167