DOCSLIB.ORG

TRAFFIC & TRANSPORTATION 13.1 Introduction

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
TRAFFIC & TRANSPORTATION 13.1 Introduction MP2 PROJECT DUBLIN PORT COMPANY EIAR CHAPTER 13 MATERIAL ASSETS - TRAFFIC & TRANSPORTATION 13 MATERIAL ASSETS - TRAFFIC & TRANSPORTATION 13.1 Introduction This Chapter assesses the potential impact of the MP2 Project on Traffic and Transportation, referred to as the Traffic and Transportation Assessment (TTA). The site of the MP2 Project is defined by the application boundary as illustrated on the application drawings. The application boundary, overlain on the existing Port layout is presented in Figure 13-1. The site is located at the eastern end of the Dublin Port Estate and has an area of circa 97 ha. For inspection purposes only. Consent of copyright owner required for any other use. Figure 13-1 Existing Site Location 13.1.1 Definition of Ro-Ro, Lo-Lo and Bulk Liquid MP2 Project relates to the Ro-Ro, Lo-Lo and Bulk Liquid facilities at the Port. For convenience these terms are explained as follows. Ro-Ro (Roll-on Roll-off) Ro-Ro refers to shipping services and activities where vehicles are driven on and off ferries or other specialised ships (such as car carriers). Ro-Ro freight traffic consists of freight vehicles, freight trailers, containers, coaches, passenger cars, trade vehicles and specialist trailers. Dublin Port handles some of the largest Ro-Ro vessels in the world, such as the Irish Ferries Ulysses and Stena Adventurer. Some services are freight only; others carry a combination of freight and passengers. Ro-Ro freight IBE1429/EIAR Rev F 13 -1 EPA Export 11-08-2020:04:27:20 MP2 PROJECT DUBLIN PORT COMPANY EIAR CHAPTER 13 MATERIAL ASSETS - TRAFFIC & TRANSPORTATION times and the driver accompanies the vehicle on the Ro-Ro ferry. The units drive off the vessel and leave the port immediately. to the vessel. These trailers are driven on and off ships by dock workers. Lo-Lo (Lift-On Lift-Off) Lo-Lo consists of containers carrying all types of goods. Cranes of different types are used to load and unload containers on and off the ship, and secondary handling equipment is used to transport the containers within the Lo-Lo operational area to back areas or within large stacks. Ro-Ro and Lo-Lo, combined, are jointly referred to as unitised freight. Bulk Liquid Bulk Liquid primarily comprises of petroleum imports at Dublin Port, and have minimal traffic movements assosisated with them. 13.2 Existing Environment The existing terminals, operators, berths, Port accesses and approach roads directly relevant to the transportation assessment for the MP2 Project are highlighted in Figure 13-2. Existing Terminals, Operators and Berths Irish Ferries Figure 13-2 indicates the existing location of Terminal 1 at the eastern side of the Port which currently hosts the Irish Ferries operator. Irish Ferries use an existing double ramp at Berths 49 and a single ramp at Berth 51A. For inspection purposes only. They handle Freight & Passenger Ro-RoConsent vessels of copyright and owner have required 6 vessel for any other arrivals use. and 6 vessel departures per day. They have accompanied and unaccompanied freight, tourist vehicles and foot passengers. Terminal 1 is accessed via Terminal Road located at the end of Tolka Quay Road. Stena The Stena operator is currently located in Terminal 2 and utilises Berth 51 via a double ramp. They handle Freight & Passenger Ro-Ro vessels and have 4 vessel arrivals and 4 vessel departures per day. Stena also have accompanied and unaccompanied freight, tourist vehicles and foot passengers. Terminal 2 is also accessed at the end of the existing Tolka Quay Road. P&O P&O currently occupy Terminal 3 at the western side of the Port and utilise a single ramp at Berth 21. They handle Freight & Passenger Ro-Ro vessels and have 3 vessel arrivals and 3 vessel departures per day. Stena handles accompanied and unaccompanied freight and tourist vehicles, but are weighted towards unaccompanied freight. They access directly from East Wall Road. IBE1429/EIAR Rev F 13 -2 EPA Export 11-08-2020:04:27:20 MP2 PROJECT DUBLIN PORT COMPANY EIAR CHAPTER 13 MATERIAL ASSETS - TRAFFIC & TRANSPORTATION For inspection purposes only. Consent of copyright owner required for any other use. Figure 13-2 Existing Terminals, Operators, Berths, Port Accesses and Approach Roads Most Relevant to the MP2 Project IBE1429/EIAR 13-3 Rev F EPA Export 11-08-2020:04:27:20 MP2 PROJECT DUBLIN PORT COMPANY EIAR CHAPTER 13 MATERIAL ASSETS - TRAFFIC & TRANSPORTATION Seatruck Ferries passengers. Figure 13.2 indicates that they are currently located in Terminal 5 at the eastern side of the Port, and utilise 2 single ramps at Berths 52 and 53. There were 5 vessel arrivals and 5 vessel departures at Seatruck at the time of the traffic surveys. Terminal 5 is accessed via Alexandra Road Extension located at the end of Tolka Quay Road. Dublin Ferryport Terminals (DFT) DFT is a Lo-Lo operator located as indicated in Figure 13-2. DFT has two berths, River Berth 50A and Berth 50. Berth 50 can at times accommodate 2 vessels, referred to as being berthed in 50N (for north) and 50S (for south). This report will explain that on the day of the traffic surveys DFT had 1 vessel arrival and 2 vessel departures. Lo-Lo operations by nature generate a lower number of vessels on a less regular schedule compared to Ro-Ro operations. Traffic enters DFT along Breakwater Road South. It has an exit directly onto Tolka Quay Road, and also has some exiting traffic heading north on Breakwater Road South. Oil Berth 3 and Oil Berth 4 Oil Berth 3 and Oil Berth 4 are included in Figure13-2 and they handle Bulk Liquid at the Port. They generate much less vessel and traffic movements compared to unitised freight. On the day of the traffic survey 1 vessel departed Oil Berth 3. Oil Berth 3 and Oil Berth 4 are accessible via Jetty Road, off Breakwater Road South. than the official terminal reference numbers. This is for ease of reading. Total Vessel Movements The entities identified above comprise 40 of the 50 vessel movements carried out within the Port on the day of the traffic survey, indicating the extent of influence of the MP2 Project at the Port. For inspection purposes only. Consent of copyright owner required for any other use. Existing Port Accesses Figure 13-2 shows the existing Port accesses with East Wall Road currently operational at the Port and reflected in the current existing traffic surveys: Promenade Road; Alexandra Road; Terminal 3, P&O; Access to Cruise Berth at North Wall Quay Extension. Approach Roads There are 5 main origin / destination routes associated with the Port, as highlighted in Figure13-2: The Dublin Port Tunnel; East Wall Road; Sherriff Street Upper; IBE1429/EIAR 13 -4 Rev F EPA Export 11-08-2020:04:27:20 MP2 PROJECT DUBLIN PORT COMPANY EIAR CHAPTER 13 MATERIAL ASSETS - TRAFFIC & TRANSPORTATION North Wall Quay; Tom Clarke Bridge (Previously named the Eastlink Bridge). 13.3 Dublin Port Masterplan and the Strategic Transportation Study Dublin Port Masterplan 2012 - 2040 The first Dublin Port Masterplan 2012-2040 provided a high level vision as to how Dublin Port could be developed to cater for an anticipated doubling in port volumes over the next 30 years to 60m gross tonnes by 2040, a rate of 2.5% pa, as well as working to enhance the integration of the Port with Dublin City. Dublin Port Masterplan 2040, reviewed 2018 The Dublin Port Masterplan 2040, reviewed 2018 was adopted in July 2018 and anticipates that throughput will double by 2032 and by 2040 will have grown to 77.2m gross tonnes, resulting in an Average Annual Growth Rate (AAGR) of 3.3% pa. Strategic Transportation Study A Strategic Transportation Study was prepared to inform the Strategic Environmental Assessment process associated with the review to the Masterplan. It assessed the increase in growth, proposed modifications to the road network and the suite of sustainable transport measures which were included in the Dublin Port Masterplan, reviewed 2018. The key features where the AAGR increasing from 2.5% pa to 3.3% pa, and the benefits of the provision of the Southern Port Access Route anticipated for delivery towards the last third of the lifespan of the Masterplan. The suite of documents can be found here http://www.dublinport.ie/masterplan/masterplan-documents/ and For inspection purposes only. Consent of copyright owner required for any other use. aspects from these documents have been considered in the preparation of the TTA for the MP2 Project where appropriate. IBE1429/EIAR 13 -5 Rev F EPA Export 11-08-2020:04:27:20 MP2 PROJECT DUBLIN PORT COMPANY EIAR CHAPTER 13 MATERIAL ASSETS - TRAFFIC & TRANSPORTATION Figure 13-3 Original Masterplan, Reviewed Masterplan and Strategic Transportation Study 13.4 Schemes Relevant to the TTA There are some schemes and transportation infrastructure improvements, both within the Port Estate and within its environs, which are of particular relevance to the TTA for the MP2 Project. 13.4.1 Consented Road Upgrade on the Dublin Port Estate For inspection purposes only. Consent of copyright owner required for any other use. DPC has invested significantly in improving the road network within the Dublin Port Estate to facilitate the efficient movement of goods to and from the various terminals and facilities in the Port. These improvements have been delivered to ensure that the investment in the Dublin Port Tunnel and the expansion of the capacity of the M50 are adequately utilised by freight traffic to and from the Port. In addition to reducing congestion within the Dublin Port Estate and reducing the impact of HGV traffic on the City Centre, the strategic investment in both the Dublin Port Tunnel and the upgrading of the M50 have assisted in reducing the times involved in moving goods to and from the Port.
Load more

Recommended publications
  • European Cohesion Policy in Ireland EN
    European Cohesion Policy in Ireland EN The European Union (EU) comprises 27 Member States Cohesion Policy 2007–13 forming a community and single market of 493 million citizens. However, great economic and social disparities still remain among these countries and their 271 regions. European Cohesion Policy is at the centre of the effort to improve the competitive position of the Union as a whole, and its weakest regions in particular. Through the European Regional Development Fund (ERDF) and the European Social Fund (ESF), otherwise known as the Structural Funds, as well as the Cohesion Fund, it invests in Border, Midland and Western thousands of projects across all of Europe’s regions to achieve its primary task: to promote economic and social cohesion by reducing these disparities between member countries and regions. With a budget of €347 billion for 2007–2013, Cohesion Policy represents the single largest source of financial support at EU level for investment in growth and jobs, designed to en- able all regions to compete effectively in the internal market. Southern and Eastern However, as the challenges facing Europe’s regions have changed over time, so too has the policy. Against a background of momentous change in the Union as a result of enlargement and of increasing globalisation, concerns about energy sup- boundaries the administrative for Association © EuroGeographics plies, demographic decline, climate change and more recently, world recession, the policy has evolved, in step, as a key part Competitiveness and employment objective of the response to meet these new realities. IMPACT AND RESULTS OF COHESION and Waterford, as part of 555 km of motorways constructed during POLICY IN IRELAND the 7-year period, with significant savings in travel time; Between 2000 and 2006, Gross Domestic Product (GDP) increased in size • the Dublin Port Tunnel road; by almost 50%, a growth rate of 6% per year.
    [Show full text]
  • 41 Dáil Éireann
    (Supplementary Order Paper) 41 DÁIL ÉIREANN Dé Céadaoin, 10 Bealtaine, 2017 Wednesday, 10th May, 2017 12 meán lae 12 noon GNÓ COMHALTAÍ PRÍOBHÁIDEACHA PRIVATE MEMBERS' BUSINESS Fógra i dtaobh Leasuithe ar Thairiscint : Notice of Amendments to Motion 102. “That Dáil Éireann: recognises: — that transport and travel trends within the Greater Dublin Area are unsustainable, congestion is increasing, transport emissions are growing, economic competitiveness is suffering and quality of life for commuters and inhabitants is declining; — the capacity of the Dublin region as a destination for living, visiting and for locating and doing business is being seriously undermined; — that significant actions are required to increase capacity and usability of public transport, to better manage traffic during peak periods and to reduce the private car share dependence by commuting traffic especially; — that the population in the Greater Dublin Area is expected to grow by 22 per cent to 1.8 million by 2030 and by 26 per cent to 700,000 in the Mid-East Region alone including Kildare, Meath and Wicklow and increasing investment in rail services including the Dublin Area Rapid Transport (DART) expansion, as well as vital bus services including Bus Rapid Transit, is absolutely essential; — that this Government lacks a comprehensive vision and strategic plan for how to cope with future public transport demand in the core Dublin City Area as well as the Greater Dublin Area; and — that the Capital Plan is emblematic of the lack of ambition, vision and forward planning for public transport; acknowledges: — that many of the main arterial routes into Dublin, including the M50, either have already reached operational capacity or are expected to reach capacity in the near future; — the lack of preparation and forward planning for the impact of the Luas Cross City, including the impact of its construction on city trade and mobility; P.T.O.
    [Show full text]
  • Environmental Impact Assessment Report Non-Technical Summary
    Volume 1 ENVIRONMENTAL IMPACT ASSESSMENT REPORT NON-TECHNICAL SUMMARY MP2 PROJECT DUBLIN PORT COMPANY EIAR NON-TECHNICAL SUMMARY MP2 PROJECT NON-TECHNICAL SUMMARY CONTENTS 1 INTRODUCTION .......................................................................................................................... 2 2 NEED FOR THE MP2 PROJECT ................................................................................................ 6 3 PROJECT DESCRIPTION ......................................................................................................... 26 4 ASSESSMENT OF ALTERNATIVES ........................................................................................ 60 5 PROJECT CONSULTATION & SCOPING ............................................................................... 67 6 RISK OF MAJOR ACCIDENTS & DISASTERS ....................................................................... 76 7 BIODIVERSITY, FLORA & FAUNA .......................................................................................... 78 8 SOILS, GEOLOGY AND HYDROGEOLOGY ........................................................................... 85 9 WATER QUALITY & FLOOD RISK ASSESSMENT ................................................................ 86 9.1 Water Quality .............................................................................................................................. 86 9.2 Flood Risk Assessment .............................................................................................................. 88 10 AIR QUALITY
    [Show full text]
  • Dublin's Bid to Host FIG Working Week 2019
    Dublin’s bid to host Dublin’sFIG bid Working to host Week 2019 FIG Working Week 2019 Custom House Dublin CONTENTS 2 MOTIVATION FOR THE BID 43 ACCOMMODATION 8 LETTERS OF SUPPORT 46 SUSTAINABILITY 17 LOCAL ORGANISING COMMITTEE 49 SOCIAL PROGRAMME 21 AGENCY ASSISTANCE 55 TECHNICAL TOURS 23 DUBLIN AS A CONFERENCE 58 PRE & POST CONFERENCE TOURS DESTINATION 62 DUBLIN – CITY OF LIVING CULTURE 28 ACCESS 66 GOLFING IN IRELAND 31 BUDGET 68 MAPS 34 PROPOSED VENUE: THE CONVENTION CENTRE DUBLIN 1 MOTIVATION FOR THE BID Four Courts Dublin MOTIVATION FOR THE BID The motivation for the Irish bid comes on a number of levels. The Society of Chartered Surveyors Ireland, as the national association representing members across the surveying disciplines, has in recent years developed rapidly and reorganised into a vibrant professional body, with over 5,500 members, playing an active role in national development. Ireland has a long and notable history of surveying and measurement from the carefully aligned network of hill-top monuments constructed over 5,000 years ago, to the completion of the world’s first large-scale national mapping in the mid nineteenth century and, in the last decade, the National Seabed Survey that ranks amongst the largest marine mapping programmes undertaken anywhere in the world. Meanwhile, Ireland has one of the most open economies in the world and most of the major international IT companies have established bases in Ireland. At the same time, young Irish graduates can be found bringing their skills and enthusiasm to all corners of the world and, in many cases, returning home enriched professionally and culturally by their time abroad.
    [Show full text]
  • Introduction
    Introduction The purpose of this document is to outline my vision for Ireland in 2040. I write this document in the context of lessons learned from Irish planning and transport history, specifically, the history of the M50 Dublin orbital motorway and its hinterland. Using this initial context and the lessons to be learned as a back drop I will outline my vision of Ireland in 2040 and beyond breaking it down into the following sections Planning, National Infrastructure, Regional Infrastructure and Miscellaneous I am cognisant that what I envision may seem extraordinary for today’s Ireland, however it is worth remembering that 30 short years ago, the M50 was an extraordinary project yet we didn’t envision that today over 159,000 vehicles per day would use it. Let us learn from history and plan for 2040 with these lessons to the forefront of our imagination and designs. Context M50 & Hinterland Initially conceived in 1971 as part of the Dublin Transportation Study, the M50 was intended to be an orbital bypass of the city. Construction began in 1987 with work being carried out in sections. By the time the project was completed in 2005 the M50 was already at capacity and overwhelmed by a very different requirement, namely suburban commuters. Upgrades started in 2006 to expand and relieve congestion. How could this have happened? Since the original plan was for a bypass to remove mainly HGV, regional and national traffic from Dublin city centre the expected volumes of traffic and the traffic density were not designed for. Junctions were not free flow and two lanes was considered enough to handle capacity.
    [Show full text]
  • NTA Integrated Implementation Plan 2019-2024
    Integrated Implementation Plan 2019 - 2024 December 2019 Integrated Implementation Plan 2019 - 2024 Contents 1 Introduction 1 1.1 Introduction 1 1.2 Requirement for an Integrated Implementation Plan 2 1.3 Content of an Implementation Plan 2 1.4 Plan Process 3 2 Background to the Implementation Plan 4 2.1 Congestion 4 2.2 Environment 4 2.3 Spatial Planning 7 3 Scope of the Implementation Plan 9 3.1 Approach 9 4 Overall Infrastructure Investment Programme 11 4.1 Introduction 11 4.2 Available Funding 11 4.3 Priority Investment Areas 12 4.4 Overall Programme Approach 15 4.5 Accessibility Considerations 16 4.6 Environmental Considerations 16 5 Bus Investment 23 5.1 Background 23 5.2 Objectives and Elements 24 5.3 Proposed Investment Areas 24 5.4 Core Bus Corridors – BusConnects Dublin 25 5.5 Bus Fleet 29 5.6 Bus Stops and Shelters 31 6 Light Rail Investment 34 6.1 Background 34 6.2 Objectives 34 6.3 Proposed Investment Areas 35 6.4 MetroLink 36 6.5 Fleet and Network Enhancement 37 6.6 Network Development 38 7 Heavy Rail Investment 39 7.1 Background 39 7.2 Objectives 40 7.3 Proposed Investment Areas 40 7.4 DART Expansion Programme 41 7.5 City Centre Re-signalling Project 42 7.6 National Train Control Centre (NTCC) 43 7.7 Ticketing and Revenue Systems 44 7.8 Station Improvement and Other Enhancements 45 7.9 Non-DART Fleet 45 7.10 Network Development 46 8. Integration Measures and Sustainable Transport Investment 47 8.1 Background 47 8.2 Objectives 47 8.3 Proposed Investment Areas 48 8.4 Cycling / Walking 49 8.5 Traffic Management 51 8.6 Safety
    [Show full text]
  • River Pinn to Breakspear Road
    London West Midlands HS2 Hillingdon Traffic and Construction Impacts Contents Page number 1 Executive summary ................................................................................................. 1 2 Introduction ............................................................................................................ 2 2.1 General .................................................................................................................... 2 2.2 Traffic Flows ............................................................................................................ 3 2.3 Sustainable Placement ............................................................................................ 3 3 Options to be carried forward and to be considered by the Promoter for inclusion within contractual documentation ................................................................................. 5 3.1 Re-use of excavated material from Copthall Cutting to construct Harvil Road Embankments .................................................................................................................... 5 3.2 Construction of bridge structures instead of railway embankments – River Pinn to Breakspear Road ............................................................................................................ 9 3.3 Use of excavated material for interval embankment between HS2 and Chiltern Lines 19 3.4 Commence importation of material earlier in the programme ........................... 21 3.5 Retention of Railway ‘Up-Sidings’ at
    [Show full text]
  • CIÉ Group Sustainability Strategy 2020
    CIÉ Group Sustainability Strategy 2020 June 2020 1 Contents 1 Overall Vision and Group Sustainability Purpose ................................................................................. 4 1 Sustainability Highlights ........................................................................................................................ 6 2 The SDGs and Three Pillars of Sustainability ........................................................................................ 8 The CIÉ Group Three Pillars of Sustainability ............................................................................. 8 Pillar One: Economic ................................................................................................................ 10 Pillar Two: Social ...................................................................................................................... 13 Pillar Three: Environmental ..................................................................................................... 16 3 The CIÉ Group Sustainability Targets and Ambitions ......................................................................... 19 4 Key Performance Indicators (KPIs) ...................................................................................................... 32 The CIÉ Group .......................................................................................................................... 32 Dublin Bus ...............................................................................................................................
    [Show full text]
  • Uk Debates: How Do We Build More Light Rail?
    THE INTERNATIONAL LIGHT RAIL MAGAZINE www.lrta.org www.tautonline.com SEPTEMBER 2016 NO. 945 UK DEBATES: HOW DO WE BUILD MORE LIGHT RAIL? NET Phase Two economic impacts quantied Montpellier opens city tramway ring CRRC’s home-grown o-wire tram New York appoints Streetcar ‘czar’ ISSN 1460-8324 £4.25 09 San José Besancon5 America’s low-oor A simple, quality light rail convert system on a budget 9 771460 832043 LRT MONITOR e LRT MONITOR series from Mainspring is an essential reference work for anyone who operates in the world’s light and urban rail sectors. Featuring regular updates in both digital and print form, the LRT Monitor includes an overview of every established line and network as well as details of planned schemes and those under construction. POLAND POZNAŃ Tramways play an important role in one of of the main railway station. Poland’s biggest and most historic cities, with In 2012 a line opened to the east of the city, the first horse-drawn tramline opening in 1880. with an underground section containing two An overview Electrification followed in 1898. sub-surface stations and a new depot. The The network was badly damaged during World reconstruction of Kaponiera roundabout, an A high-quality War Two, resuming operations in 1947 and then important tram junction, is set for completion in of the system’s only east of the river Warta. Service returned to 2016. When finished, it will be a three-level image for ease the western side of the city in 1952 with the junction, with a PST interchange on the lower development, opening of the Marchlewski bridge (now named level.
    [Show full text]
  • Luas Cross City (St
    DUBLIN CITY COUNCIL SUPPLEMENTARY DEVELOPMENT CONTRIBUTION SCHEME (under Section 49, Planning & Development Act, 2000 as amended) LUAS CROSS CITY (ST. STEPHEN’S GREEN TO BROOMBRIDGE LINE) 1. Definition of Project The Luas Cross City (LCC) is set out in the Government's capital framework for transport for the period 2006 to 2015 and was authorised by Railway Order of An Bord Pleanála in 2012.LCC is a 6km line extension of the Luas system to the north of the city centre, providing an interchange between the existing Red and Green Luas lines. LCC serves 13 new Luas Stops located at Dawson Street Trinity College Westmoreland Street O’Connell Street (GPO) Marlborough Street O’Connell Street (Upper) Parnell Street Dominick Street Broadstone (DIT) Grangegorman Phibsborough Cabra Broombridge LCC is a significant step in the creation of an integrated public transport system for Dublin, providing an effective link between the main city centre shopping districts at Henry Street and Grafton Street, linking the central city business precincts and providing access to the city centre for the communities of Phibsborough and Cabra as well as providing an interchange with the Irish Rail system at Broombridge. 2. Policy Framework The provision of quality public transport is central to Government policy on sustainable development as expressed in the Government document 'Sustainable Development - a Strategy for Ireland' and in the National Transport Authority’s Integrated implementation plan 2013-2018. It is the policy of Dublin City Council as set out in successive Development Plans to support the sustainability principles set out in the National Spatial Strategy, the National Transport Authority’s integrated implementation plan 2013-2018 and the Regional Planning Guidelines for the Greater Dublin Area.
    [Show full text]
  • Inspector's Report ABP300446-17
    Inspector’s Report ABP300446-17 Development Demolition of former post office garage/depot and the construction of a new office building with all ancillary works. Location Sandwith Street Upper, Dublin 2. Planning Authority Dublin City Council. Planning Authority Reg. Ref. 4177/16. Applicant Rails Investment Limited (in Trust). Type of Application Permission. Planning Authority Decision Refuse. Type of Appeal First Party -v- Refusal. Appellant Rails Investment Limited (in trust). Observers (i) Geraldine Byrne, (ii) Zonda Properties Limited, (iii) Carmel McCormack, (iv) Transport Infrastructure Ireland, (v) Irish Rail. Date of Site Inspection 6th April, 2018. Inspector Paul Caprani. ABP300446-17 Inspector’s Report Page 1 of 26 Contents 1.0 Introduction .......................................................................................................... 3 2.0 Site Location and Description .............................................................................. 3 3.0 Proposed Development ....................................................................................... 4 4.0 Planning Authority Assessment ........................................................................... 5 5.0 Additional Information Response ....................................................................... 10 6.0 Planning History ................................................................................................. 12 7.0 Grounds of Appeal ............................................................................................
    [Show full text]
  • Unit B3a Airport Business Park, Cloghran, Swords, Co
    ON THE INSTRUCTIONS OF M7 REAL ESTATE INDUSTRIAL I TO LET UNIT B3A AIRPORT BUSINESS PARK, CLOGHRAN, SWORDS, CO. DUBLIN ■ Industrial/Logistics facility of approx. 1,060 sq. m., including approx. 216 sq. m. of two-storey offices ■ Situated within a modern and well managed business park ■ Superb location that is adjacent to Dublin Airport and close to all major transport modes including the M50, M1 motorway and Dublin Port FOR FURTHER INFORMATION OR TO ARRANGE A VIEWING PLEASE CONTACT: STEPHEN MELLON PETER LEVINS SAVILLS Senior Surveyor Divisional Director 33 Molesworth Street, 00 353 1 618 1366 00 353 1 618 1739 Dublin 2 +353 1 618 1300 [email protected] [email protected] www.savills.ie Licence no. 002233 M1 Dublin Airport The Property Entrance to Dublin Airport J3 J2 M50 Green long The Property term car park Dublin Airport M1 Dublin City For identification purposes only. Not to scale. LOCATION SERVICES Airport Business Park is located on the Swords Road (R132), We understand that all mains services are provided and approx. 1.5km from the M1 motorway, 3.5km from the M50 connected to the property. motorway and approx. 15 km north of Dublin city centre. It is within 1.5 km of Dublin Airport and approx. 5.5 km from the Dublin Port Tunnel. Notable occupiers in the park SERVICE CHARGE include DHL, TUD Aviation Technology Centre, Expeditors The service charge budget for 2020 is €11,937.20 inclusive of International, Allglass, Killick Aerospace, Syncreon and VAT. Aircoach. RATES DESCRIPTION The rateable valuation of the property is €77,200.
    [Show full text]