Allergan Pharmaceuticals Ireland Biologics Capacity Expansion Project Environmental Impact Statement (Volume 2)
For inspection purposes only. Consent of copyright owner required for any other use.
July 2012
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Environmental Impact Statement
Allergan Pharmaceuticals Ireland
Biologics Capacity Expansion Project
DOCUMENT CONTROL SHEET
Client Allergan Pharmaceuticals Ireland
Project Title Biologics Capacity Expansion Project For inspection purposes only. Consent of copyright owner required for any other use. Document Title Environmental Impact Statement (Volume 2)
Document No. MDE1096Rp0001B
List of No. of DCS TOC Text List of Tables This Document Figures Appendices Comprises 1 1 233 1 1 -
Rev. Status Author(s) Reviewed By Approved By Office of Origin Issue Date
F01 Final Various E. Oliviera P. Chadwick West Pier 31 July 2012
EPA Export 16-12-2013:23:16:13 Allergan Pharmaceuticals Ireland Biologics Capacity Expansion Project Environmental Impact Statement
PREFACE
The structure of the Environmental Impact Statement (EIS) for the proposed Allergan Biologics Capacity Expansion Project is laid out in the preface of each volume for clarity. The EIS consists of three volumes as follows:
Volume 1 – Non-Technical Summary
A non-technical summary of information contained in Volume 2.
Volume 2 – Environmental Impact Statement
This is the main volume of the EIS. It provides information on the location and scale of the proposed development, details on design and impacts on the environment (both positive and negative) as a result of the proposed development.
Volume 3 – Technical Appendices
Specialist technical reports on which information in Volume 2 is based.
For inspection purposes only. Consent of copyright owner required for any other use.
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ACKNOWLEDGEMENTS
This EIS has been prepared by RPS Group and their specialist environmental sub-consultants.
Project Team
Planning RPS Group
Traffic RPS Group
Human Beings RPS Group
Air Quality and Climate RPS Group
Noise RPS Group
Landscape and Visual Impact RPS Group
Terrestrial Ecology RPS Group
Aquatic Ecology RPS Group
Drainage RPS Group
Soils Geology and Hydrogeology RPS Group
Property RPS Group
Material Assets RPS Group
Archaeology, Architecture and Cultural Heritage Courtney Deery Heritage Consultancy For inspection purposes only. Consent of copyright owner required for any other use.
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TABLE OF CONTENTS
PREFACE...... I ACKNOWLEDGEMENTS...... II 1 INTRODUCTION...... 1
1.1 THE APPLICANT ...... 3
1.2 NEED FOR THE SCHEME ...... 3 2 ENVIRONMENTAL IMPACT ASSESSMENT ...... 5
2.1 LEGISLATIVE PROVISIONS ...... 5
2.2 INFORMATION TO BE CONTAINED IN AN EIS ...... 6
2.3 EIS GUIDANCE ...... 7
2.4 EIA PROCESS ...... 7
2.5 IDENTIFICATION OF LIKELY SIGNIFICANT IMPACTS ...... 8
2.6 CONSULTATION...... 9 2.6.1 Planning Authority Pre Discussions ...... 9 2.6.2 EIS Scoping Consultation...... 9 2.6.3 Statutory Consultation ...... 10
2.7 EIS SCOPE ...... 11
2.8 EIS STRUCTURE AND STUDY TEAM ...... 11
2.9 DIFFICULTIES ENCOUNTERED ...... 12 3 DESCRIPTION OF THE PROJECT...... 13
3.1 INTRODUCTION ...... 13
3.2 LOCATION OF THE PROPOSED DEVELOPMENT ...... 13 For inspection purposes only. 3.3 BACKGROUND ...... Consent of copyright owner required for any...... other use...... 16
3.4 EXISTING ALLERGAN FACILITY ...... 17
3.5 PROPOSED BIOLOGICS II BUILDING...... 17
3.6 PROPOSED UTILITIES ...... 18 3.6.1 Electrical Services ...... 18 3.6.2 Mechanical Services ...... 19 3.6.3 Heating, Ventilation and Air Conditioning (HVAC) ...... 19 3.6.4 Water Supply...... 19 3.6.5 Surface Water...... 20 3.6.6 Foul Sewer ...... 20 3.6.7 Process Water...... 20 3.6.8 Lighting ...... 21 3.6.9 Fire Services...... 21
3.7 SERVICES YARD ...... 21
3.8 TRUCK LOADING DOCK ...... 22
3.9 SITE ACCESS, INTERNAL ROADS AND CAR PARKING...... 22
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3.10 LANDSCAPING...... 23
3.11 PORTWEST SITE ACCESS...... 23
3.12 CONSTRUCTION OF THE PROPSED DEVELOPMENT...... 23 4 ALTERNATIVES CONSIDERED...... 25
4.1 RATIONALE FOR SITE LOCATION ...... 25
4.2 RATIONALE FOR SITE LAYOUT ...... 25 5 PLANNING CONTEXT...... 29
5.1 INTRODUCTION ...... 29
5.2 STRATEGIC PLANNING CONTEXT ...... 29 5.2.1 National Spatial Strategy 2002-2020 ...... 29 5.2.2 Regional Planning Guidelines for the West Region 2010-2022...... 32 5.2.3 Mayo County Development Plan 2008-2014 ...... 35
5.3 STATUTORY PLANNING CONTEXT ...... 39 5.3.1 Westport Town & Environs Development Plan 2010-2016...... 39 5.3.2 Variation No 3 of the Westport Town & Environs Development Plan 2010- 2016...... 45
5.4 PLANNING HISTORY ...... 47 5.4.1 IDA Business and Technology Park and Related Applications...... 47 5.4.2 Allergan Planning Applications...... 49
5.5 OVERALL SUMMARY...... 49 5.5.1 Strategic Planning Context...... 49 5.5.2 Statutory Planning Context...... 51 5.5.3 Planning History ...... 52
5.6 MITIGATION ...... 53
5.7 RESIDUAL IMPACTS ...... For inspection purposes only...... 53 Consent of copyright owner required for any other use. 6 TRAFFIC AND TRANSPORTATION...... 54
6.1 INTRODUCTION ...... 54
6.2 METHODOLOGY ...... 54
6.3 RECEIVING ENVIRONMENT...... 55 6.3.1 Existing Road Network ...... 55 6.3.2 Data Collection ...... 58 6.3.3 Existing Traffic Flows ...... 58 6.3.4 Existing Public Transport...... 63 6.3.5 Existing Pedestrian and Cycleways ...... 64
6.4 ASSESSMENT YEARS AND GROWTH IN BACKGROUND TRAFFIC FLOW...... 64 6.4.1 Assessment Years ...... 64 6.4.2 Future Growth in Background Traffic Volumes ...... 64 6.4.3 Future Development in the Adjacent Area ...... 65
6.5 IMPACT ASSESSMENT ...... 65 6.5.1 Estimated Trip Generation Volumes during Operational Phase ...... 65
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6.5.2 Trip Distribution during Operational Phase ...... 67 6.5.3 Estimated Trip Generation Volumes during Construction Phase...... 67
6.6 PREDICTED IMPACT OF THE PROPOSED DEVELOPMENT ...... 69 6.6.2 Parking ...... 73
6.7 MITIGATION MEASURES...... 74 6.7.1 Construction Phase ...... 74 6.7.2 Operation Phase...... 74
6.8 RESIDUAL IMPACTS...... 74 7 HUMAN BEINGS ...... 75
7.1 INTRODUCTION ...... 75
7.2 METHODOLOGY ...... 75
7.3 DESCRIPTION OF EXISTING ENVIRONMENT ...... 76 7.3.1 Demography and Employment - Statistical Context...... 76 7.3.2 Population Levels ...... 77 7.3.3 Employment Status ...... 78 7.3.4 Community and Population Groupings ...... 79 7.3.5 Land Use ...... 82 7.3.6 Health and Safety Aspects ...... 83
7.4 IMPACT ASSESSMENT ...... 84 7.4.1 Construction Phase ...... 84 7.4.2 Operational Phase...... 86
7.5 MITIGATION ...... 88 7.5.1 Construction Phase ...... 88 7.5.2 Operational Phase...... 89
7.6 RESIDUAL IMPACTS ...... For inspection purposes only...... 90 Consent of copyright owner required for any other use. 7.6.1 Construction Phase ...... 90 7.6.2 Operational Phase...... 91 8 AIR QUALITY AND CLIMATE...... 93
8.1 INTRODUCTION ...... 93
8.2 METHODOLOGY ...... 93 8.2.1 General Approach ...... 93 8.2.2 Assessment Criteria ...... 93 8.2.3 Background Air Quality...... 94 8.2.4 Construction Phase ...... 95 8.2.5 Operational Phase...... 95 8.2.6 Climate Impacts...... 97
8.3 EXISTING ENVIRONMENT ...... 97 8.3.1 Receiving Environment ...... 97 8.3.2 Background Air Quality...... 98 8.3.3 Impact of the Existing Allergan facility...... 99
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8.4 IMPACT ASSESSMENT ...... 100 8.4.1 Construction Phase ...... 100 8.4.2 Operational Phase...... 101 8.4.3 Climate Impacts...... 102
8.5 MITIGATION MEASURES...... 102 8.5.1 Construction Phase ...... 102 8.5.2 Operation Phase...... 104 8.5.3 Climate Impact Mitigation ...... 104
8.6 RESIDUAL IMPACTS...... 105 9 NOISE AND VIBRATION...... 106
9.1 INTRODUCTION ...... 106
9.2 METHODOLOGY ...... 106 9.2.1 Construction Noise Assessment Criteria...... 106 9.2.2 Operational Noise Criteria ...... 107
9.3 EXISTING ENVIRONMENT ...... 108
9.4 IMPACT ASSESSMENT ...... 111 9.4.1 Construction Phase ...... 111 9.4.2 Operational Phase...... 112
9.5 MITIGATION MEASURES...... 119 9.5.1 Construction Phase ...... 119 9.5.2 Operational Phase...... 120
9.6 RESIDUAL IMPACTS...... 121 9.6.1 Construction Phase ...... 121 9.6.2 Operational Phase...... 121
9.6.3 Cumulative Impact...... For inspection purposes only...... 121 Consent of copyright owner required for any other use. 10 LANDSCAPE AND VISUAL ...... 122
10.1 INTRODUCTION ...... 122
10.2 METHODOLOGY ...... 122 10.2.1 General Approach ...... 122 10.2.2 Landscape Assessment Methodology ...... 123 10.2.3 Visual Assessment Methodology ...... 125
10.3 EXISTING ENVIRONMENT...... 127 10.3.1 General Overview...... 127 10.3.2 Landscape Character ...... 129 10.3.3 Landscape Planning Designations...... 130
10.4 POTENTIAL IMPACT OF THE PROPOSAL...... 132 10.4.1 Impacts During Construction Phase...... 132 10.4.2 Impacts During Operational Stage ...... 133
10.5 MITIGATION MEASURES...... 145
10.6 RESIDUAL IMPACTS...... 145
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11 TERRESTRIAL ECOLOGY ...... 147
11.1 INTRODUCTION ...... 147
11.2 METHODOLOGY ...... 147
11.3 DESCRIPTION OF EXISTING ENVIRONMENT ...... 147 11.3.1 General Description...... 147 11.3.2 Habitats ...... 148 11.3.3 Fauna ...... 150
11.4 IMPACT ASSESSMENT ...... 151
11.5 MITIGATION MEASURES...... 152 11.5.1 Site Specific Control Measures During Construction ...... 152 11.5.2 Site Specific Control Measures during the Operational Phase ...... 153
11.6 RESIDUAL IMPACTS...... 153 12 AQUATIC ECOLOGY ...... 154
12.1 INTRODUCTION ...... 154
12.2 METHODOLOGY ...... 154 12.2.1 Consultation...... 154 12.2.2 Classification of the Importance of Freshwaters and Significance of Impacts ...... 155 12.2.3 Habitat Assessment Methodology...... 157 12.2.4 Invertebrate Biodiversity Assessment and Biological Water Quality Assessment...... 160 12.2.5 Aquatic Plant Assessment...... 160
12.3 EXISTING ENVIRONMENT ...... 160 12.3.1 Westport Bay...... 162
12.3.2 Potential Affected For Watercourse...... inspection purposes only...... 164 Consent of copyright owner required for any other use. 12.3.3 Summary of Existing Environment ...... 169
12.4 IMPACT ASSESSMENT ...... 170 12.4.1 Construction Impacts...... 170 12.4.2 Operational Impacts ...... 170 12.4.3 Potential Impacts in the Absence of Mitigation Measures ...... 171
12.5 MITIGATION ...... 171 12.5.1 Construction Phase ...... 171 12.5.2 Operational Phase...... 174
12.6 RESIDUAL IMPACTS...... 176 13 DRAINAGE AND FLOODING ...... 177
13.1 INTRODUCTION ...... 177
13.2 METHODOLOGY ...... 177
13.3 EXISTING ENVIRONMENT ...... 178 13.3.1 Catchment Characteristics ...... 178 13.3.2 Historical Flooding...... 178
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13.3.3 Flood Flow Estimate for Stream ...... 178
13.4 IMPACT ASSESSMENT ...... 179 13.4.1 Drainage ...... 179 13.4.2 Flooding...... 180
13.5 MITIGATION MEASURES...... 180 13.5.1 Drainage (Construction Phase)...... 180 13.5.2 Drainage and Attenuation (Operation Phase) ...... 181 13.5.3 Fluvial Flooding ...... 182
13.6 RESIDUAL IMPACTS...... 183 13.6.1 Drainage ...... 183 13.6.2 Flooding...... 183 14 SOILS, GEOLOGY AND HYDROGEOLOGY ...... 184
14.1 INTRODUCTION ...... 184
14.2 METHODOLOGY ...... 184
14.3 EXISTING ENVIRONMENT ...... 185 14.3.1 Topography and Land Cover...... 185 14.3.2 Geology ...... 185 14.3.3 Hydrogeology ...... 186 14.3.4 Groundwater Quality ...... 188
14.4 IMPACT ASSESSMENT ...... 188 14.4.1 Criteria for Determination of Impacts...... 188 14.4.2 Construction Phase ...... 189 14.4.3 Operational Phase...... 191
14.5 MITIGATION MEASURES...... 193
14.5.1 Construction Phase For inspection ...... purposes only...... 193 Consent of copyright owner required for any other use. 14.5.2 Operational Phase...... 194
14.6 RESIDUAL IMPACTS...... 194 15 MATERIAL ASSETS...... 195
15.1 INTRODUCTION ...... 195
15.2 METHODOLOGY ...... 195
15.3 EXISTING ENVIRONMENT ...... 196
15.4 IMPACT ASSESSMENT ...... 196
15.5 MITIGATION MEASURES...... 197
15.6 RESIDUAL IMPACTS...... 198 16 ARCHAEOLOGY, ARCHITECTURAL HERITAGE AND CULTURAL HERITAGE ...... 199
16.1 INTRODUCTION ...... 199
16.2 METHODOLOGY ...... 199 16.2.1 Desk Study ...... 199 16.2.2 Site Inspection...... 201 16.2.3 Assessment Approach ...... 201
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16.3 EXISTING ENVIRONMENT ...... 203 16.3.1 Archaeology...... 203 16.3.2 Architectural and Cultural Heritage ...... 211 16.3.3 Field Inspection ...... 215
16.4 IMPACT ASSESSMENT ...... 215 16.4.1 Archaeological Heritage ...... 215 16.4.2 Architectural and Cultural Heritage ...... 216
16.5 MITIGATION MEASURES...... 216 16.5.1 Archaeological Heritage ...... 216 16.5.2 Architectural and Cultural Heritage ...... 217
16.6 RESIDUAL IMPACTS...... 217 17 INTERACTIONS...... 218 18 CUMULATIVE IMPACT ...... 223
18.1 INTRODUCTION ...... 223
18.2 HUMAN BEINGS ...... 223
18.3 TRAFFIC ...... 224
18.4 AIR QUALITY AND CLIMATE...... 225
18.5 NOISE AND VIBRATION ...... 225
18.6 LANDSCAPE AND VISUAL ...... 225
18.7 TERRESTRIAL ECOLOGY...... 226
18.8 AQUATIC ECOLOGY...... 226
18.9 DRAINAGE ...... 226
18.10 SOILS, GEOLOGY AND HYDROGEOLOGY...... 226
18.11 MATERIAL ASSETS...... 227
18.12 ARCHAEOLOGY, ARCHITECTURE For inspection AND purposesCULTIRAL only. HERITAGE ...... 227 Consent of copyright owner required for any other use. 19 REFERENCES ...... 228
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LIST OF FIGURES
Figure 1.1: Site Location ...... 2 Figure 3.1: Site Layout of the Proposed Biologics Capacity Expansion Project...... 14 Figure 3.2: Sections and Elevations of the Proposed Biologics II Building ...... 15 Figure 5.1: National Spatial Strategy (Map 10): The West ...... 31 Figure 5.2: Regional Planning Guidelines: Spatial Settlement in the West Region ...... 34 Figure 5.3: Mayo County Development Plan: Core Strategy: County Settlement, Strategy (Map 4) 37 Figure 5.4: Westport Town & Environs Development Plan 2010-2016 (Extract from Map 1) ...... 44 Figure 5.5: Westport Town and Environs Development Plan 2010-2016 (Extract from Map V3-02 of Variation No. 3)...... 46 Figure 6.1: Map of the Road Network and ATC Survey Locations...... 57 Figure 6.2: AADT values on the Key Roads ...... 59 Figure 6.3: AM Peak Hour Traffic Flows...... 60 Figure 6.4: PM Peak Hour Traffic Flows...... 60 Figure 8.1: Windrose for the Belmullet Met Station for 2009...... 96 Figure 9.1: Baseline Noise Monitoring Locations ...... 110 Figure 9.2: Noise Contour Map...... 118 Figure 10.1: Viewpoint Locations...... 128 Figure 10.2: Viewpoint 1: View south from Attireesh local road ...... 136 Figure 10.3: Viewpoint 2: View south from Attireesh local road ...... 138 Figure 10.4: Viewpoint 3, View southwest from Lodge Road ...... 139 Figure 10.5: Viewpoint 4, View north from Carrowbeg housing estate...... 140 For inspection purposes only. Figure 10.6: Viewpoint 5: View northwestConsent of copyrightN5 Castlebar owner required Road...... for any other...... use. . 141
Figure 10.7: Viewpoint 6: View northwest from N5 Castlebar Road...... 142 Figure 10.8: Viewpoint 7: View northwest from N5 Castlebar Road...... 144 Figure 12.1: Site Location in relation to the stream, Westport Bay and the Clew Bay Complex...... 161 Figure 12.2: Habitat Sections at the Site of the Proposed Development ...... 165 Figure 14.1: Existing Groundwater Monitoring Wells...... 187 Figure 16.1: RMP and Proposed Development Site Location ...... 207 Figure 16.2: Location of Excavated Archaeological Sites/Features ...... 209 Figure 16.3: Bald’s Map of the Maritime County of Mayo 1809/16...... 212 Figure 16.4: First edition Ordnance Survey Map, 1838...... 213 Figure 16.5: Revised c.1900, OS Map...... 214
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LIST OF TABLES
Table 2.1: Summary of Consultation ...... 10 Table 2.2: EIS Study Team...... 11 Table 3.1: Estimated Materials Balance for the Construction of the Proposed Development...... 24 Table 4.1: Alternative Assessment for Site Layout...... 28 Table 6.1: ATC Survey Locations ...... 58 Table 6.2: Existing AADT on the Key Links in the Vicinity of the Allergan facility ...... 59 Table 6.3: Results of PICADY Analysis for Existing AM and PM Peak Hours ...... 61 Table 6.4: NRA Medium Traffic Growth Factors for Region 6 (West) ...... 65 Table 6.5: Existing Traffic Flows on Allergan Road...... 66 Table 6.6: Estimated Traffic Flows on Allergan Road with the Proposed Development in Place ... 66 Table 6.7: Summary of Junction Capacity Assessments – Opening Year 2017 AM and PM ‘Do Nothing’ and ‘Do Something Scenarios’ ...... 71 Table 6.8: Summary of Junction Capacity Assessments – Design Year 2032 AM and PM ‘Do Nothing’ and ‘Do Something Scenarios’ ...... 72 Table 7.1: Population and Rates of Population Change at Local, County and State Levels for 2002, 2006 and 2011...... 77 Table 7.2: Labour Force and Unemployment Level, 2006 ...... 78 Table 7.3: Numbers of Persons by Socio-Economic Grouping, 2006 ...... 79 Table 7.4: Proportion of Population by Socio-Economic Grouping, 2006 ...... 79 Table 8.1: Limits as Specified in Air Quality Standards Regulation 2011 (S.I. 180 of 2011)...... 94
Table 8.2: Results of NOx monitoring Carried out by the EPA ...... 98
Table 8.3: Results of PM10 monitoring Carried out by the EPA...... 98 For inspection purposes only. Table 8.4: Model Input Data for CombustionConsent of copyright Emissions owner required from for any theother existinguse. Allergan facility ...... 99
Table 8.5: Results of modelling of Combustion Emissions from the existing Allergan facility...... 100 Table 8.6: Model Input Data for Combustion Emissions from the Proposed Development ...... 101 Table 8.7: Results of modelling of Combustion Emissions from the Existing Facility and Proposed Development...... 101 Table 9.1: Summary of 2011 Baseline Noise Measurements ...... 109 Table 9.2: Sample Construction Plant Machinery Sound Power Levels ...... 111 Table 9.3: Predicted Noise Levels at Potential Noise Receptor Locations ...... 112 Table 9.4: Noise Model Sound Power Data ...... 114 Table 9.5: Atmospheric Absorption Coefficients...... 115 Table 9.6: Nearest Noise Sensitive Receptors...... 116 Table 9.7: Noise Modelling Results ...... 117 Table 10.1: Significance of Landscape Impact...... 125 Table 11.1: Habitats Encountered During Site Survey...... 148 Table 11.2: SACs and SPAs Within 15km of the Proposed Development Site...... 150 Table 11.3: Bird Species Identified During Field Survey ...... 151
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Table 12.1: Examples of Valuation at Different Geographical Scales for Classification of Importance of Freshwaters ...... 155 Table 12.2: Habitat Section 1 – The stream through Proposed Development Site...... 166 Table 12.3: Habitat Section 2 – The Downstream of Proposed Development Site...... 166 Table 12.4: Habitat Section 3 – Upstream of Proposed Development Site...... 167 Table 12.5: Plant Taxa Recorded at the Stream Sampling Sites ...... 168 Table 12.6: Summary of Existing Environment ...... 169 Table 12.7: Summary of Significance of Potential Impacts in the Absence of Mitigation Measures 171 Table 13.1: Design Flow Factors (Part 1)...... 179 Table 13.2: Design Flow Factors (Part 2)...... 179 Table 13.3: IrishSuDs.com Attenuation Volume Sizing ...... 181 Table 14.1: Estimation of Importance of Sensitive Attributes...... 188 Table 14.2: Estimation of the Magnitude of a Potential Impact on an Attribute ...... 189 Table 14.3: Estimation of the Significance of Potential Impact...... 189 Table 14.4: Potential Temporary Impacts during Construction Phase ...... 190 Table 14.5: Potential Impacts during Operational Phase ...... 192 Table 15.1: Estimated Materials Balance for the Construction of the Proposed Development...... 196 Table 17.1: Interaction/Inter-Relationship Matrix - Potential Significant Interaction in the Receiving Environment...... 219 Table 17.2: Summary of Potential Interactions / Inter-relationships...... 220
For inspection purposes only. Consent of copyright owner required for any other use.
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ACRONYMS AND ABBREVIATIONS
AA Appropriate Assessment ACA Architectural Conservation Area AHU Air Handling Unit BAT Best Available Technology CDP County Development Plan CEMP Construction Environmental Management Plan CSO Central Statistics Office DAHG Department of Arts, Heritage and the Gaeltacht DECLG Department of Environment, Community and Local Government DEHLG Department of Environment, Heritage and local Government EC European Community ED Electoral Division EIA Environment Impact Assessment EIS Environmental Impact Statement EPA Environmental Protection Agency ESB Electricity Supply Board FDI Foreign Direct Investment FRA Flood Risk Assessment GDA Greater Dublin Area GFA Gross Floor Area GHG Greenhouse Gas GMP Good Manufacturing Practice For inspection purposes only. Consent of copyright owner required for any other use. HVAC Heating Ventilation and Air Conditioning IDA Industrial Development Authority IHT Institution of Highways and Transportation IPPC Integrated Pollution Prevention and Control LPG Liquid Petroleum Gas LED Light Emitting Diode NHA Natural Heritage Area NIAH National Inventory of Architectural Heritage NIS Natura Impact Assessment NPWS National Parks and Wildlife Service NRA National Roads Authority NSR Noise Sensitive Receptor NSS National Spatial Strategy OPW Office of Public Works PSCS Project Supervisor Construction Stage
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RBMP River Basin Management Plan RMP Records of Monuments and Places RPG Regional Planning Guidelines SAC Special Area of Conservation SOP Standard Operating Procedures SPA Special Protection Area SuDS Sustainable Urban Drainage System uPVC Unplasticised Polyvinyl Chloride
For inspection purposes only. Consent of copyright owner required for any other use.
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GLOSSARY
Appropriate Assessment An assessment of the effects of a plan or project on the Natura 2000 network. The Natura 2000 network comprises Special Protection Areas under the Birds Directive, Special Areas of Conservation under the Habitats Directive and Ramsar sites designated under the Ramsar Convention (collectively referred to as European sites. Baseline Environment A description of the present state of the environment of an area. Cumulative Effects: Effects on the environment that result from incremental changes caused by the strategic action together with other past, present, and reasonably foreseeable future actions. These effects can result from individually minor but collectively significant actions taking place over time or space. Habitats Directive (92/43/EEC): Council Directive of 21 May 1992 on the conservation of natural habitats and of wild flora and fauna. Mitigation Measures: Measures to avoid/prevent, minimise/reduce, or as fully as possible, offset/compensate for any significant adverse effects on the environment, as a result of implementing a project. Biologics Plant A plant engaged in the preparation of drugs, vaccines, etc. synthesized from living organisms using a biological process. Pharma Plant A plant engaged in the preparation of drugs, vaccines, etc. using chemical processes.. BOTOX A trademark for a preparation of botulinum toxin, used to treat blepharospasms, strabismus, and muscle dystonias and to smooth facial wrinkles. Compounding To produce or create by combining two or more ingredients or parts. For inspection purposes only. Filling area/ Fill room ConsentThe area of copyright of a ownerplant required used for to any fill other dosing use. vials/bottles with finished product. Unit Dose A unit dose is the amount of a medication administered to a patient in a single dose.
Lyophiliser Unit A lyophiliser is a freeze-drying process used to preserve the perishable material and make it more convenient for transport.
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1 INTRODUCTION
RPS have been commissioned by Allergan Pharmaceuticals Ireland to carry out an Environmental Impact Assessment (EIA) for a proposed Biologics Capacity Expansion Project at the Allergan facility in Westport, Co. Mayo. The main purpose of the expansion project is to increase the capacity of the Westport facility to manufacture BOTOX®.
Allergan Pharmaceuticals Ireland is a technology-driven, global health care company focused on specialty pharmaceutical products. Allergan is situated on the east of Westport town, and is a flagship manufacturing plant within the global Allergan Corporation. The original plant was built in 1977 and has been expanded a number of times since then. A $56 million extension to the Biologics plant was completed in 2007 and has since been validated. This facility came into operation in 2007, demonstrating the significant and continuing investment that Allergan is making at the Westport facility.
The existing Allergan facility is located on a 10.5 hectare site and has two manufacturing plants (a pharmaceutical plant and a biologics plant) with associated warehouse, plant, maintenance and research and development facilities.
It is proposed to accommodate the extension to the Biologics plant on a 15.89 hectare site, immediately north of the existing facility (on the former IDA lands). The site of the proposed development is located in the eastern area of Westport, on Castlebar Road (N5), approximately 1.3km east of Westport’s town centre. Westport has a population of 6,063 (CSO 2011) and is located approximately 16km west, southwest of Castlebar. The proposed development will include a new manufacturing and warehouse building (footprint approximately 8,800 m2), associated services For inspection purposes only. (boilers, chillers, etc.), an internal roadConsent network of copyright, a owner loading required bay for any and other car use. parking facilities.
This Environmental Impact Statement (EIS) addresses the proposed Biologics Capacity Expansion Project. Figure 1.1 shows the location of the proposed development relative to the existing Allergan facility. Further details of the proposed development are provided in Chapter 3 of this EIS.
This EIS provides details on the existing environment, the potential impacts that may occur as a result of the development, their likely significance and the proposed mitigation measures to prevent or minimise these impacts.
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Existing Allergan Site
Proposed Allergan Development
42.63 35.08
41.63
37.92
43.73 Client
38.81
For inspection purposes only. Project Consent of copyright owner required for any other use. EIA for Plant Extension
Title
46.43
37.87 Site Location Carrowbeg Housing Estate Figure 1.1
West Pier Business Campus, T +353 (0)1 4882900 Dun Laoghaire, F +353 (0)1 2835676 Castlebar Co. Dublin W rpsgroup.com/ireland Ireland E [email protected]
49.41 51.24 37.59 N5 Issue Details 46.76 Drawn by: S. Khan Project No. MDE1096
Checked by: P. Chadwick File Ref.
Approved by: xxxx MDE1096Mi0001D01
Scale: 1:3,500 (A4) Drawing No. Rev.
Date: 23/07/2012 Mi0001 D01
Notes 1. This drawing is the property of RPS Group Ltd. It is a confidential document and must not be copied, used, or its contents divulged without prior written consent. 2. All levels are referred to Ordnance Datum, Malin Head. 3. Ordnance Survey Ireland Licence EN 0005012 ©Copyright Government of Ireland.
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1.1 THE APPLICANT
Allergan is a global, technology-driven multi-specialty health care company pursuing therapeutic advances. Allergan’s corporate headquarters are located in Irvine, California, USA and the company has a global presence with approximately 10,000 employees in more than 100 countries. The company was originally founded in 1948 in California USA.
The Allergan facility in Westport was established in 1977 and has expanded a number of times in this period. In the past five years Allergan have invested over €4 million at the Westport facility which is regarded as one of the flagship operations in Allergan’s global network.
Currently the activities at the existing Allergan facility comprise of aseptic manufacture (formulation) of all classes of ophthalmic preparations, including prescription drugs, optic muscle relaxants and ophthalmic surgery solutions. In addition, the existing biologics facility produces injections of BOTOX® which is used the treatment of migraines, upper limb spasticity, eye muscle problems and for cosmetics purposes.
BOTOX® is a registered brand name that is owned by Allergan and the existing biologics facility produces injections of BOTOX® as lyophilised product in glass vials. The Westport facility is the only Allergan facility that manufactures BOTOX®.
The existing Allergan facility operates under an IPPC licence (Register No P0126-02) from the Environmental Protection Agency (EPA). The facility operates under the following IPPC classes:
For inspection purposes only. Consent of copyright owner required for any other use. • Activity 5.16 – the use of a chemical or biological process for the production of basic pharmaceutical products.
• Activity 11.1 - - the recovery or disposal of a waste in a facility, within the meaning of the Act of 1996 (i.e. the BOTOX® process water treatment).
As of June 2012, Allergan employs approximately 893 personnel at the Westport facility.
1.2 NEED FOR THE SCHEME
BOTOX® is a prescription-only medication that contains tiny amounts of highly purified botulinum toxin protein refined from the bacterium, Clostridium botulinum. BOTOX® is approved for the treatment of adult patients with blepharospasm (uncontrolled blinking of the eyelids), hemifacial spasm (unpredictable and involuntary twitching of facial muscles on one side of the face), cervical dystonia (a
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BOTOX® is also approved for the treatment of glabellar lines (frown lines) for cosmetic purposes.
In recent years the global demand for both the cosmetic and medicinal BOTOX® products has increased dramatically. Estimated demand for the BOTOX® products is projected to continue to increase significantly with a projected doubling of global demand in the next decade.
While the existing Westport operation can meet the current demand, the facility needs to expand to meet the significant increases projected in global demand. Allergan have assessed options such as increasing the numbers of production shifts at the existing plant, but these measures will only keep pace with global demand in the short term (circa 2-3 years). Following a rigorous assessment of alternatives, the option to construct a new biologics facility at the Allergan Westport facility was chosen to meet the demand. Further information on the alternatives proposed is presented in Chapter 4.
The proposed Biologics Capacity Expansion Project addressed in this EIS will increase the plant capacity for BOTOX® production by approximately 160% and will allow Allergan to meet the projected global demand in the long term.
For inspection purposes only. Consent of copyright owner required for any other use.
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2 ENVIRONMENTAL IMPACT ASSESSMENT
Environmental Impact Assessment (EIA) can be described as the following:-
“An EIA is a systematic process for anticipating the effects on the environment that a development may cause, in advance.” (Glasson, J, Therivel, R and Chadwick, A 2005).
An Environmental Impact Statement (EIS) is the document produced as a result of that EIA process. Its purpose is to identify the environmental effects of the development and examine how these impacts can be avoided or reduced during the design process, construction and operational stages of the proposed development.
2.1 LEGISLATIVE PROVISIONS
This Environmental Impact Statement (EIS) has been prepared in accordance with the requirements of the European Communities (Environmental Impact Assessment) Regulations, 1989 to 2006, the Planning and Development Act, 2000 to 2010 and the Planning and Development Regulations 2001. This legislation requires the assessment of the effects of certain public and private projects on the environment.
The Planning and Development Regulations 2001 (S.I No 600 of 2001) as amended, provides for the carrying out of an EIA for any development of a class specified under Article 24 of S.I 93/99. Article 93 of the Planning and Development Regulations, 2001 states that the prescribed classes of development For inspection purposes only. for the purposes of Section 176 of theConsent Act of arecopyright set owner out requiredin Schedule for any other 5. use.
This proposed development falls within the class of development types requiring an EIA under Article 24, First Schedule, Part I, Section 6:
“Integrated chemical installations, i.e. those installations for the manufacture on an industrial scale of substances using chemical conversion process, in which several units are juxtaposed and are functionally linked to one another and which are -
e) for the production of basic pharmaceutical products using a chemical or biological process.”
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2.2 INFORMATION TO BE CONTAINED IN AN EIS
Schedule 6 of the Planning and Development Regulations 2001 specifies the information to be contained within an EIS and this includes:
“1 (a) A description of the proposed development comprising information on the site, design and size of the proposed development.
(b) A description of the measures envisaged in order to avoid, reduce and, if possible, remedy significant adverse effects.
(c) The data required to identify and assess the main effects which the proposed development is likely to have on the environment.
(d) An outline of the main alternatives studied by the developer and an indication of the main reasons for his or her choice, taking into account the effects on the environment.
2 Further information, by way of explanation or amplification of the information referred to in paragraph 1, on the following matters:
(a) (i) a description of the physical characteristics of the whole proposed development and the land-use requirements during the construction and operational phases.
(ii) a description of the main characteristics of the production processes, for instance, nature and quantity of the materials used.
For inspection purposes only. (iii) an estimate, by type andConsent quantity, of copyright of owner expecte required dfor residuesany other use. and emissions (including water,
air and soil pollution, noise, vibration, light, heat and radiation) resulting from the operation of the proposed development.
(b) a description of the aspects of the environment likely to be significantly affected by the proposed development, including in particular:
- human beings, fauna and flora.
- soil, water, air, climate factors and the landscape.
- material assets, including the architectural and archaeological heritage, and the cultural heritage.
- the inter-relationship between the above factors.
(c) a description of the likely significant effects (including direct, indirect, secondary, cumulative, short, medium and long-term, permanent and temporary, positive and negative) of the proposed development on the environment resulting from:
- the existence of the proposed development,
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- the use of natural resources,
- the emission of pollutants, the creation of nuisances and the elimination of waste, and
- a description of the forecasting methods used to assess the effects on the environment;
(d) an indication of any difficulties (technical deficiencies or lack of know-how) encountered by the developer in compiling the required information.
(e) a summary in non-technical language of the above information.”
2.3 EIS GUIDANCE
The following guidance documents were consulted in the preparation of this EIS:
• Guidelines on the Information to be contained in Environmental Impact Statements (EPA 2002); • Advice Notes on Current Practice (in the Preparation of Environmental Impact Statements) (EPA 2003);
Specific guidance, legislation and standards relevant to each environmental topic area are recorded in the relevant environmental chapters of this EIS, Chapters 6 to 18.
2.4 EIA PROCESS
The main purpose of the EIA process is to identify the likely significant impacts on the human For inspection purposes only. Consent of copyright owner required for any other use. environment, the natural environment and on cultural heritage associated with the proposed development and to determine how to eliminate or minimise these impacts. The EIS summarises the environmental information collected during the impact assessment of the proposed development.
Several interacting steps typify the early stages of the EIA process and include:
• Screening; • Scoping; • Assessing Alternatives; and • Assessing and Evaluating.
Screening: This stage establishes if an EIS is required for a proposed development. The Planning and Development Regulations 2001 (Statutory Instrument 600 of 2001) as amended, sets out those projects that will require an EIS to accompany a planning application. As outlined in Section 2.1 of this document, an EIS is required as the proposed development falls within the requirements of the Planning and Development Regulations 2001, Article 24, First Schedule, Part I, Section 6 (integrated
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Scoping: This stage firstly identifies the extent of the proposed project and associated site which will be assessed as part of the EIA process and secondly it identifies the environmental issues likely to be important during the course of completing the EIA process through consultation with statutory and non statutory stakeholders. Scoping request letters were issued to a range of stakeholders at the commencement of this EIA process and responses received were considered as part of the process. Table 2.1 provides details on the responses received.
Assessing Alternatives: This stage outlines the possible alternative approaches to the Biologics Capacity Expansion Project. Consideration of alternative sites, and layouts within the final chosen site are set out in Chapter 4 of this EIS.
Assessing and Evaluating: The central steps of the EIA process include baseline assessment (desk study and field surveys) to determine the status of the existing environment, impact prediction and evaluation, and determining appropriate mitigation measures where necessary. This stage of the EIS is presented in Chapters 6 to 18.
2.5 IDENTIFICATION OF LIKELY SIGNIFICANT IMPACTS
The EPA Guidelines on the Information to be Contained in Environmental Impact Statements (2002) define an impact as ‘the degree of change in an environment resulting from a development’ and goes on to elaborate on impacts in terms For inspection of quality purposes (pos only.itive, neutral or negative), significance Consent of copyright owner required for any other use. (imperceptible, slight, moderate, significant or profound), duration (temporary, permanent, short-term, medium-term or long-term) and type (cumulative, 'do nothing', indeterminable, irreversible, residual, synergistic or 'worst case'). These impact parameters have been taken into account throughout this EIA.
The following factors were considered when determining the significance of the impacts, both positive and negative, of the proposed development on the various aspects of the receiving environment:
• The quality and sensitivity of the existing/baseline-receiving environment; • The relative importance of the environment in terms of national, regional, or local importance; • The degree to which the quality of the environment is enhanced or impaired; • The scale of change in terms of land area, number of people affected and number and population of species affected, including the scale of change resulting from all types of impacts. This was determined based on: o The consequence of that impact/change occurring; o The certainty/risk of the impact/change occurring;
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o Whether the impact is temporary or permanent; and o The degree of mitigation that can be achieved. The methodologies used to determine the magnitude of the impacts outlined in the following chapters take into account the guidelines given by the EPA in their publications (2002 and 2003).
Where mitigation measures in the form of design measures have been suggested during the EIA process, these have been incorporated into the proposed development design, where feasible from an engineering perspective.
2.6 CONSULTATION
In accordance with Section 4 of the ‘Advice Notes on Current Practice, in the Preparation of Environmental Impact Assessments’ (EPA, 2003), the consultation process consisted of consultation with statutory bodies, competent bodies and interested parties.
2.6.1 Planning Authority Pre Discussions
On the 4th of April 2012, the project design team provided details of the project to the Planning Department of Mayo County Council at the council offices in Castlebar. An overview of the proposed development were presented to the Planning Department who were invited to advise of any particular concerns in relation to the development and the key issues for the EIA. A number of follow up meetings have also been undertaken to consult with the Council on the key issues.
For inspection purposes only. Consent of copyright owner required for any other use. 2.6.2 EIS Scoping Consultation
RPS undertook written consultation with stakeholders during the EIS Scoping Stage, to advise them of the proposed development. The consultation letters were sent out on the 4th of May 2012. Table 2.1 sets out the list of stakeholders contacted and the responses received to date.
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Table 2.1: Summary of Consultation
Consultees Response West Regional Authority No response received An Taisce Request for integrated transport initiatives to achieve “smarter travel” in the development Geological Survey Ireland No response received Inland Fisheries Ireland No written response received. Department of Arts, Heritage and the Gaeltacht No response received Department of the Environment, Community and No response received Local Government Health and Safety Authority No response received Birdwatch Ireland No response received Mayo Fire Brigade No response received Mayo County Council (Planning) Response indicated No specific comments at consultation Stage Mayo County Council (Environment) Response required that the EIA is carried out in accordance with EPA Guidelines 2002 and 2003. Westport Town Council (Planning) No response received Westport Town Council (Environment) No response received Enterprise Ireland No response received IBEC No response received Mayo County Enterprise Board No response received Bat Conservation Ireland No response received
For inspection purposes only. 2.6.3 Statutory ConsultationConsent of copyright owner required for any other use.
In accordance with Article 107 of the Planning and Development Regulations 2001 (Notice of EIS), as amended by the Planning and Development (Amendment) (No.3) Regulations 2011, on receipt of the EIS, Mayo County Council will make available the EIS for inspection and / or purchase at their offices. The EIS may be inspected, or purchased at a fee not exceeding the reasonable cost of making a copy, at the offices of the Planning Authority during its opening hours. A submission or observation in relation to the application may be made in writing to the Planning Authority on payment of the prescribed fee, within the period of five weeks beginning on the date of receipt by the Authority of the application, and such submission or observations will be considered by the Planning Authority in making a decision on the application. In addition, Mayo County Council is required to send a copy of the EIS to any party it is required to notify under Article 28 of the Planning and Development Regulations 2001, as amended by the Planning and Development Regulations 2006.
All relevant submissions made by listed bodies and the general public in relation to the EIS must be made in this five week timeframe.
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2.7 EIS SCOPE
This EIS has considered:
• Construction, commissioning and operation of the proposed Biologics Capacity Expansion Project.
• Temporary works (e.g. compounds and access roads) required for the construction of these facilities.
2.8 EIS STRUCTURE AND STUDY TEAM
This EIS has been prepared by RPS on behalf of Allergan. Input was obtained from suitably qualified specialists who contributed to the EIS. Specialists who contributed to the EIS are outlined in Table 2.2 which also presents the structure of this EIS.
Table 2.2: EIS Study Team
Chapter Topic: Specialists:
Chapter 2 Environmental Impact Assessment RPS
Chapter 3 Project Description RPS compiled chapter based on information provided from Allergan and Taylor Architects
Chapter 4 Alternatives RPS compiled chapter based on information provided from Allergan and Taylor Architects For inspection purposes only. Consent of copyright owner required for any other use. Chapter 5 Planning Context RPS
Chapter 6 Traffic RPS
Chapter 7 Human Beings RPS
Chapter 8 Air Quality and Climate RPS
Chapter 9 Noise and Vibration RPS
Chapter 10 Landscape and Visual Assessment RPS
Chapter 11 Terrestrial Ecology RPS
Chapter 12 Aquatic Ecology RPS
Chapter 13 Drainage and Flooding RPS
Chapter 14 Soils, Geology and Hydrogeology RPS
Chapter 15 Material Assets RPS
Chapter 16 Archaeology, Architectural & Courtney Deery Heritage Consultancy
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Chapter Topic: Specialists:
Cultural Heritage
Chapter 17 Interactions RPS
Chapter 18 Cumulative Impacts RPS
Chapter 19 Bibliography RPS
A Natura Impact Statement (NIS), which is a report to inform the Appropriate Assessment with respect to the potential impact of the proposed development on the Natura 2000 site(s) was also prepared by relevant specialists from RPS. The NIS has been submitted as a separate document as part of this planning application.
A Flood Risk Assessment (FRA) has also been prepared by RPS in tandem with the Drainage and Flooding Section of the EIS. The FRA has also been submitted as a separate document as part of this planning application.
2.9 DIFFICULTIES ENCOUNTERED
No specific constraints have limited the assessment of likely significant impacts detailed in the EIS.
For inspection purposes only. Consent of copyright owner required for any other use.
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3 DESCRIPTION OF THE PROJECT
3.1 INTRODUCTION
The following elements are included in the proposed Allergan Pharmaceuticals Ireland Biologics Capacity Expansion Project, as shown in the proposed site layout presented in Figure 3.1:
• Proposed Biologics II Building (sections and elevations of the building are presented in Figure 3.2);
• Services Area (mechanical, electrical and water services);
• Services Yard (pallet store and polystyrene store);
• Truck Loading Dock;
• A series of internal access roads, links and bridges for pedestrian and vehicular movement between the existing and proposed buildings;
• Car parking spaces for staff/visitors; and
• Landscaping.
For inspection purposes only. Consent of copyright owner required for any other use. Each of these elements are described in greater detail in this section of the EIS and the impacts of the construction and operation of the elements are assessment throughout this document.
3.2 LOCATION OF THE PROPOSED DEVELOPMENT
The proposed development is located in the townland of Carrowbeg, to the east of Westport town in County Mayo. The proposed development is located immediately north of the existing Allergan facility which has been located at this site since 1977. The location of the proposed development is presented in Figure 1.1 in Chapter 1 of this EIS.
Land use to the south of the proposed development is the existing Allergan facility and land use to the immediate east, north and west is agricultural. The Upper and Lower Carrowbeg Housing Estates are the nearest residential areas and are located to the southwest of the site. A number of commercial operations are located to the south east of the site, including the Portwest operation.
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Proposed Allergan Development
NewNew PortwestPortwest AccessAccess
ExistingExisting AllerganAllergan InnovationInnovationInnovation CentreCentreCentre (Operational)(Operational)(Operational) ServicesServices AreaArea
TruckTruck LoadingLoading DockDock
BiologicsBiologics IIII BuildingBuilding
EntranceEntrance PlazaPlaza CarCar ParkPark Client
BicycleBicycle ParkPark
For inspection purposes only. Project Consent of copyright owner required for any other use. EIA for Plant Extension
NewNew PedestrianPedestrian AccessAccess Title NewNew VehicularVehicular AccessAccess Site Layout of the Proposed Biologics Capacity Expansion Figure 3.1 Project
West Pier Business Campus, T +353 (0)1 4882900 Dun Laoghaire, F +353 (0)1 2835676 Co. Dublin W rpsgroup.com/ireland Ireland E [email protected]
Issue Details Drawn by: S. Khan Project No. MDE1096 ExistingExisting StreamStream Checked by: P. Chadwick File Ref. Approved by: xxxx MDE1096Mi0002D01
Scale: 1:1,500 (A4) Drawing No. Rev.
Date: 23/07/2012 Mi0002 D01
Notes 1. This drawing is the property of RPS Group Ltd. It is a confidential document and must not be copied, used, or its contents divulged without prior written consent. 2. All levels are referred to Ordnance Datum, Malin Head. 3. Ordnance Survey Ireland Licence EN 0005012 ©Copyright Government of Ireland.
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NOTE: The map is adopted from the drawing number L(--)04 - Bio - General Arrangement - Sections 01
Client
For inspection purposes only. Project Consent of copyright owner required for any other use. EIA for Plant Extension
Title
Sections and Elevations
Figure 3.2
West Pier Business Campus, T +353 (0)1 4882900 Dun Laoghaire, F +353 (0)1 2835676 Co. Dublin W rpsgroup.com/ireland Ireland E [email protected]
Issue Details Drawn by: S. Khan Project No. MDE1096
Checked by: P. Chadwick File Ref.
Approved by: xxxx MDE1096Mi0008D01
Scale: NTS Drawing No. Rev.
Date: 30/07/2012 Mi0008 D01
Notes 1. This drawing is the property of RPS Group Ltd. It is a confidential document and must not be copied, used, or its contents divulged without prior written consent. 2. All levels are referred to Ordnance Datum, Malin Head. 3. Ordnance Survey Ireland Licence EN 0005012 ©Copyright Government of Ireland.
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Current access to the existing facility is via a third class road from the N5 Castlebar to Westport road which is located approximately 400m to the south of the existing facility. This third class road currently serves traffic accessing the Carrowbeg Housing Estate and the existing Allergan facility from the N5.
3.3 BACKGROUND
In the Westport Town and Environs Development Plan 2010-2016 the site of the proposed development was originally zoned for industrial use (Zone E) north and south of a corridor zoned for the proposed N5 Westport to Turlough Road Project. In 2002, IDA Ireland submitted planning documentation and an EIS to develop these industrial zoned lands into the Westport Business and Industrial Park, over three phases. On granting of permission for this development some site infrastructure (utilities,. road network, etc.) was put in place at the park and to date only one facility has been constructed, the Allergan Innovation Centre as shown in Figure 3.1. The Allergan Innovation Centre building will be incorporated into the proposed development.
On the 9th July 2012, a proposed variation to the Westport Town and Environs Development Plan 2010-2016 (Variation No. 3) was adopted to rezone the entire site of the proposed development for industrial use. In addition, the proposed corridor for the N5 road development was aligned further north of the site of the proposed development. Further details of the zoning and planning context of the site are provided in Chapter 5 of this EIS.
In relation to topography, the site falls from the north to the south towards the valley created by the stream which runs in an east west direction between the existing and proposed Allergan facility. The lands had been developed as part of the For IDA inspection develop purposesment only. to the extent that the main underground Consent of copyright owner required for any other use. services infrastructure and distributor roads have been constructed. The proposed development site identified for the Biologics Facility will straddle the main distributor (N5) road thereby necessitating the removal of the bulk of the existing road structure.
A significant amount of spoil has been deposited on the southern section of the proposed development site over the last number of years and this has altered the original ground levels. This spoil has originated from the site infrastructure development works carried out for the IDA Business Park. The fill has been deposited on top of the original ground with no effort made to segregate different materials. Also located on the proposed development site is a constructed drainage attenuation pond to the west and a stream running along the southern perimeter of the site. This stream flows east to west and eventually drains to Clew Bay.
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3.4 EXISTING ALLERGAN FACILITY
The existing Allergan facility is located on 10.5 hectares and has two manufacturing spaces a Pharma Plant and a Biologics Plant. The facility also includes associated warehouse, laboratories, office areas and maintenance facilities. The Pharma Plant consists of the plastics manufacturing area, multi-dose and unit dose compounding, filling areas and packaging halls. The Biologics Plant, which has undergone expansion in the past decade, is smaller and contains compounding, filling and packaging production areas with facilities and warehouse space.
The Allergan facility manufactures pharmaceutical products including ophthalmic products, muscular disorder therapy products, and ophthalmic surgical products for world markets. The types of product units range from 5ml to 15ml bottles, 0.4ml and 15ml single dose vials. Raw materials are compounded, mixed, blended and filled with the final product packaged and distributed to customers worldwide. The plastic container bottles, tips and caps are also manufactured at the Westport site.
In the Biologics Plant, the main manufacturing activity is the filling and freeze drying of botulinum toxin with other excipients followed by the packaging and labelling of BOTOX® vials. In addition, activities at the Biologics Plant include the manufacture of neurotherapy products which are used the treatment of migraines, upper limb spasticity, eye muscle problems and for cosmetics purposes.
The transport of the botulinum toxin to the Allergan facility is a highly controlled operation carried out using standard procedures. The material is in a liquid suspension and is contained in leak proof containers with secure secondary containment. The material is transported via air from the United States to Ireland under constant supervision and remains in a secure containment system. From the airport, the material is transported via road For inspection in a securepurposes only. vehicle to the Allergan facility in Westport. Consent of copyright owner required for any other use.
Deliveries are relatively infrequent with only 1 -2 deliveries per annum. All requirements of the European Communities (Carriage of Dangerous Goods by Road and Use of Transportable Pressure Equipment) Regulations (S.I. No. 349 of 2011) are fully complied with in this transport.
The company operates a 3 shift system, so that certain parts of the process are operating 24 hours per day, seven days per week, however, most departments operate 24 hours per day, 5 days per week.
3.5 PROPOSED BIOLOGICS II BUILDING
The proposed Biologics II Building is a single structure with a footprint of approximately 8,800m2 and a maximum height of approximately 16.40m consisting of production, warehousing and administrative areas. The building will consist of four floors as follows:
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• Basement – used to house the base of the two lyophiliser units (with capacity for one additional unit) and ancillary plant only. A lyophiliser is a freeze-drying process used to preserve the perishable material and make it more convenient for transport. The proposed production process requires a basement technical space in order to achieve a gravity process flow within the lyophiliser area.
• Ground Floor – office/administration areas, gowning/changing areas, production areas, cold storage areas, fill room, inspection, packaging, warehousing, maintenance and plant area. The warehouse will be a single open area covering the ground to second floors.
• First Floor – also known as Technical floor and contains office/administration areas, air handling units and ancillary plant items.
• Second Floor - office/administration areas.
The proposed facilities, equipment and systems will be designed to conform to all relevant GMP (Good Manufacturing Practice) requirements including the EU GMP Volume 4 ‘EU Guidelines to Good Manufacturing Practice’ Annex 1 ‘Manufacture of Sterile Medicinal Products’ and the US FDA Guidance for Industry ‘Sterile Drug Products Produced by Aseptic Processing - Current Good Manufacturing Practice 2004’.
The proposed operation in the Biologics II Building will be similar to that in the existing Allergan facility and will include compounding, filling and packaging production areas. Raw materials will be compounded, mixed, blended and filled with the final product packaged, and distributed to customers worldwide. The transport of the botulinum For toxin inspection to purposesthe proposed only. development will follow the standard Consent of copyright owner required for any other use. procedures currently in place for the existing Allergan facility and the frequency of transport will not change when the proposed development becomes operational. The plant will operate a three shift system as per the existing facilities operation. It is expected that the proposed development will generate approximately 200 employment positions in the operation phase.
3.6 PROPOSED UTILITIES
3.6.1 Electrical Services
A medium voltage supply shall be taken from the existing 20kV ring main. It will be necessary to divert existing ESB cables to facilitate the construction of the proposed development as existing services are running parallel to the existing road, built for the IDA lands which runs through the footprint of the proposed development.
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3.6.2 Mechanical Services
A new natural gas supply is required for the proposed development. This connection shall be taken from the existing Bord Gais gas main located on Carrowbeg Estate road. A new gas supply shall be routed underground to serve the new Bord Gais skid located adjacent to the proposed boiler house within the proposed development.
It is proposed to install a new liquid petroleum gas (LPG) tank in order to provide a back gas supply to the proposed development in the event of a natural gas supply failure. The tanks shall have the capacity to store sufficient fuel for two weeks of operation of the facility. The proposed tank shall be installed on a concrete plinth located north of the proposed Biologics II Building and shall be conveyed to the facility via an overground pipe bridge.
3.6.3 Heating, Ventilation and Air Conditioning (HVAC)
Eleven new air handling units (AHUs) are proposed to be installed in the production building of the proposed development to maintain the various process areas in accordance with the regulatory guidelines for the classification of ventilation rates in production areas. All air handling units will be located within the technical floor space of the production building, located on the first floor of the proposed Biologics II Building.
Plant Steam will be generated by two steam boilers located in the new boiler room. The boilers will be fired by natural gas with LPG as a back up fuel. Steam is distributed throughout the proposed facility to serve HVAC and process equipment. Condensate is returned to the boiler feed tank using pumped For inspection purposes only. and gravity systems. Consent of copyright owner required for any other use.
Three air cooled liquid chiller system shall be installed to serve the HVAC system air handling requirements and shall also cater for the process load requirements. The system design flow and return temperatures shall be 6°C flow and 12°C return. The chillers shall be located in an external service area with a design external capability of -18°C.
3.6.4 Water Supply
The proposed underground water mains connection will be fed/diverted off the existing water mains, located north of the existing Allergan facility, within the site boundary. This new water mains connection will serve the proposed development for the following purposes:
• Drinking water;
• Cold water storage;
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• Low pressure hot water system and the chilled water system pressurisation units; and
• Treated water for process use (purified water system and water for injection).
A cold water storage tank shall be installed to service the domestic water requirements of the proposed development and shall include a booster pump set to ensure adequate pressure is maintained in the system. The cold water storage tank shall be located on the technical floor space, located on the first floor of the proposed Biologics II Building.
3.6.5 Surface Water
A surface water drainage network will be provided to discharge by gravity to the steam that runs between the existing Allergan facility and proposed development. The internal drainage network proposed for the development will consist of uPVC pipe-work of sizes ranging from 150mm to 450mm diameter. Two surface water attenuation tanks will be located underground, to the east and west of the site with capacity to store a total of 2,080 m3 (620m3 in Chamber A to the west of the site and 1,460m3 in Chamber B to the east of the site). For large paved areas a pervious pavement drainage solution will be incorporated in the design and all surface water from the loading bay and car park areas shall pass through one of two approved Class 1 full retention separators. All surface water will be held in a monitoring chamber before being discharged to the surface water system with automatic shut off valves connected to the monitoring system to prevent discharges of potentially contaminated surface water.
3.6.6 Foul Sewer For inspection purposes only. Consent of copyright owner required for any other use.
It is proposed to collect all foul water generated on the site of the proposed development by means of a separate foul sewer drainage system of uPVC pipe-work of 225mm diameter and subsequently discharge to the existing Local Authority foul sewer network. The proposed internal foul sewers will be a designed gravity system . Adequately sized and sited grease, oil and fat interceptors will be installed on all commercial kitchen waste drainage lines prior to connection to main lines. The proposed foul sewer line will connect to the Local Authority foul sewer network adjacent to the existing roundabout immediately west of the site of the proposed development. The Local Authority foul sewer network is treated at the Westport Wastewater Treatment Plant before discharging to Clew Bay.
3.6.7 Process Water
Process water generated at the proposed development will consist of make up water, excess water from the filling process, filter flushing and reject product waste waters. It is proposed to collect all
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3.6.8 Lighting
External lighting will be designed to provide a safe and adequate lighting scheme appropriate to a production plant while protecting the adjoining lands from light pollution and overspill. The lighting scheme shall be designed in accordance with best modern practice according to BSEN 12461-1 and shall meet the unique requirements of each area. For the external areas the system will be designed to achieve 20-50 lux. All luminaires will be equipped with high efficiency light sources with improved colour rendering to provide good environmental conditions. High frequency ballasts with T5 lamps and LED light sources will be utilised.
3.6.9 Fire Services For inspection purposes only. Consent of copyright owner required for any other use.
The production building within the proposed development will be equipped with an analogue addressable fully intelligent fire alarm system complying with IS3218 Level L1. The Fire Alarm System will be required to interface with the existing Allergan facility fire alarm system and therefore the design of the system and all equipment shall be fully compatible and integrated into this existing system. The automatic sprinkler system shall be connected to the existing Allergan facility site sprinkler system running underground around the existing pharma building. Some modifications shall be carried out to the existing sprinkler system in the existing pharma building. This will involve the upgrade of existing fire water storage and existing pumps.
3.7 SERVICES YARD
A services yard will be located at the eastern façade of the proposed Biologics II Building between the Truck Loading Dock and the Services Area. This area will be used to store pallets, polystyrene and
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3.8 TRUCK LOADING DOCK
The Truck Loading Dock will be located at the eastern façade of the proposed Biologics II Building and will include space for five bays for trucks to load/unload materials and products direct to the warehousing area. Truck access to the loading bays will be via the site entrance to the existing Allergan facility and a newly constructed internal road along the eastern perimeter of the proposed development site. A new single span road bridge will be constructed over the stream that currently passes to the north of the existing plant.
3.9 SITE ACCESS, INTERNAL ROADS AND CAR PARKING
Traffic will access the proposed development via the N5 national primary route and the third class road that serves the existing Allergan facility. The proposed development will be accessed via the site entrance to the existing Allergan facility and a newly constructed internal access road along the eastern perimeter of the site.
Staff car parking (circa 75 spaces) will be provided adjacent to the proposed Biologics II Building. Vehicular traffic accessing this car park will be via the new access road linking the facilities. A dedicated and secure bicycle storage area will be located adjacent to the Biologics II Building.
For inspection purposes only. Consent of copyright owner required for any other use. Further visitor (circa 16 spaces) and disabled (circa 10 spaces) parking spaces are provided at the western façade of the proposed Biologics II Building adjacent to the Entrance Plaza. These spaces are accessed via the new access road linking the plants and a vehicular link to the Entrance Plaza.
The internal road layout will also include a fire truck access route which will run from the Entrance Plaza to the Loading Bay providing a complete loop of the proposed Biologics II Building.
The speed restriction proposed within the proposed development will be set at 15 km/h. All internal roads within the proposed development will consist of a 6.00m wide carriageway.
Designated pedestrian walkways are provided between the car parking areas, the production buildings and between the proposed and existing facilities. A new single span pedestrian bridge, parallel to the existing single span road bridge, will be constructed over the stream that currently passes to the north of the existing plant.
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3.10 LANDSCAPING
Landscape design strategies are intended to establish consistency and continuity within the project, ensuring that open spaces are attractive, functional and sustainable, responding to location, climate, local conditions and user needs. An overview of the proposed landscaping is included in Chapter 10, Landscape and Visual.
3.11 PORTWEST SITE ACCESS
A new access road is required to serve the Portwest site to the east of the proposed development. To achieve this, a new road will be built from the northwest corner of the Portwest site and will run to meet the existing high level business park road located to the north of the Biologics Capacity Expansion facility. The road will be constructed as a 6.00m wide carriageway catering for two lanes of traffic with a footpath to one side. The gradient of the road will not be less that 1/20. The road will be provided with drainage and lighting.
3.12 CONSTRUCTION OF THE PROPSED DEVELOPMENT
It is proposed to commence construction of the proposed development in 2013. It is anticipated that construction will take two years and will be completed in 2015 with a view to commencing production in 2017, following a two year commissioning period.
It is predicted that up to 300 construction Forpersonn inspectionel purposes will be only. employed at the site during the peak stages Consent of copyright owner required for any other use. of construction.
The following are the main elements in the construction phase of the project:
• The proposed works will require a large contractor’s compound, fabrication area and a contractors car park. Facilities in the form of drainage, power and telecoms will be required for the construction works and staff facilities within the construction area.
• Construction access to the site is from the N5 along the Carrowbeg Road via a roundabout onto the site. The access capacity is sufficient for the anticipated construction traffic.
• Remove existing roads, walls, and general underground infrastructure and reroute existing electricity cable that runs across the proposed development site. Remove all excess materials from the proposed development site that cannot be used as fill or landscaping material.
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• Reduce the level of the existing spoil heaps by approximately 1.50m – 2.00m, depending on the variability of the materials found. Remove all fill material to the north, east and west sides of the proposed development site and backfill these areas with engineered fill in order to form a stable sub-base for roads and underground services.
• Compact the existing fill to form a sound working platform and lay a stone mat across the entire site to form a clean working platform.
• With remediation or removal of the soft elements in the site preparation stage, the ground under the proposed Biologics II Building will be adequate to carry slab and traffic loads. The internal ground floor slab will be cast as a ground bearing reinforced concrete slab.
• The super-structure proposed is a steel frame supported on reinforced concrete pad foundations.
• The two stream crossings (one vehicular and one pedestrian) will be constructed as single span structures with suitable setback distances from the stream. Due to the presence of the weak ground in the form of peat in these areas it is proposed to use a piled load transfer platform arrangement to support the crossings.
The estimated materials balance volumes associated with construction of the proposed development are presented in Table 3.1. It should be noted that these estimated volumes will be refined at detailed design stage. It is anticipated that useable aggregates and fill material encountered in excavations on the proposed development site will be reused in construction and landscaping, where feasible, with a For inspection purposes only. view to reducing removal of spoilConsent from of copyright the proposedowner required for development any other use. site. As such, the volumes presented in Table 3.1 are worst case and assume no material may be reused.
Table 3.1: Estimated Materials Balance for the Construction of the Proposed Development
Process Estimated Volume (m3) Total Excavations from the site 80,000 Fill material required on site 62,000
All constructions works will be managed through a Construction Environmental Management Plan (CEMP) which will be prepared in advance of the construction to identify key risks and constraints and to mitigate and manage the potential issues. The CEMP will include as a minimum a Traffic Management Plan, a Dust Minimisation Plan and a Noise Mitigation Plan. Further details of these plans and mitigation measures are presented in Chapters 6, 8 and 9 of this EIS.
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4 ALTERNATIVES CONSIDERED
The purpose of this chapter is to review the alternatives considered as part of the proposal for the proposed development. In the context of the development this relates primarily to the issues of the site location and the site layout.
4.1 RATIONALE FOR SITE LOCATION
Allergan’s corporate headquarters are located in Irvine, California, USA and the company has a global presence with approximately 10,000 employees in more than 100 countries.
At a corporate level Allergan Corporation has committed to investing at the Westport facility for the biologics expansion for a number of reasons. The Allergan facility in Westport is the only facility that currently manufactures the BOTOX® (Onabotulinumtoxin A) product globally. The key technology, procedures and expertise have developed at the Westport facility only, resulting in the decision that this was the only commercially viable location globally to expand the BOTOX® manufacturing operation.
Consequently, no further assessment of the alternatives for location of the proposed Biologics Capacity Expansion Project was undertaken.
4.2 RATIONALE FOR SITE LAYOUT For inspection purposes only. Consent of copyright owner required for any other use.
The proposed site layout designs have evolved over a period of several years and include a detailed review process conducted by a multi-disciplinary team of technical and economic specialists. A number of operational scenarios have been reviewed to determine the potential for achieving the increased capacity at the plant across a matrix of technical criteria including economic, environmental and engineering requirements. The scenarios assessed include a number involving increased operation at the existing infrastructure (Scenario 0 A-C) as well as options for construction of new plant (Scenarios 1 – 4). The following scenarios were assessed:
• Scenario 0A: Current Operations (5 days at 2 shifts per day)
• Scenario 0B: Increased Operations (5 days at 3 shifts per day)
• Scenario 0C: Maximum Existing Capacity (7 days at 3 shifts per day)
• Scenario 1: Retrofit of the Core 1 Production Area (retrofit 1 vial processing line and 2 lyophilisers)
• Scenario 2: Existing Biologics Plant Add-On (add 1 lyophiliser to existing Core 3 unit)
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• Scenario 3: Biologics New Build (build a new Core 4 unit adjacent to existing Core 3 unit)
• Scenario 4: Biologics New Build (build a new plant remote from the existing Core 3 unit)
Each of the above scenarios was assessed through a review of various technical criteria as follows:
Meet capacity projections – will the proposed scenario generate a plant capacity that will meet the predicted global BOTOX® demand. This is a pass/fail criterion and scenarios that do not meet the future scenario are discounted as unfeasible regales of the other criteria.
Environmental impact – potential for the proposed scenario to have a significant impact on the receiving environment. All aspects of the operational plant under all scenarios will be regulated through the modified IPPC licence from the EPA.
Impact on existing operations – potential for the scenario to disrupt the manufacturing operation at the existing Allergan facility.
Construction time and cost – summary of the financial and engineering impacts associated with the construction of each scenario.
A review of the alternative scenarios against the criteria listed above is presented in Table 4.1.
Based on an initial review of the plant capacity, Scenarios 0 (A-C), 1 and 2 have been ruled out as these are not deemed feasible to meet the production needs of Allergan Corporate. Each of these scenarios provides some increased capacity to the existing Allergan facility but this capacity is For inspection purposes only. insufficient to meet demand in the Consentmedium of copyright to long owner term required and for anyhence other use.further works would be required in the short term.
Scenarios 3 and 4 are both considered to meet the future capacity demands of Allergan and are considered further in this assessment. Both options require construction of new buildings and will have some environmental impact during the construction phase but these impacts may be mitigated as part of implementing the requirements of the EIS along with implementation of the CEMP. The operational environmental impacts will typically be air, noise, surface water discharge and process water discharge and these will be regulated by the IPPC licence so impacts are considered low in both cases.
The construction timeframe and budget for both Scenarios 3 and 4 are similar (albeit Scenario 4 has a slightly higher budget), however, there is a greater potential for disruption to the existing Allergan facility’s operation under Scenario 3. Scenario 4 is remote from the existing operation and can be constructed without any disruption to the existing plant, whereas Scenario 3 is direct expansion of the
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Given, that Scenarios 3 and 4 are largely similar across the criteria, but Scenario 4 scores better in terms of disruption to the existing Allergan facility, Scenario 4 was considered the most appropriate alternative for consideration.
The content of this EIS assesses the construction and operational impacts of Scenario 4, involving the construction of a new facility (Biologics II Building) immediately north of the existing Allergan facility but remote from existing operations.
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Table 4.1: Alternative Assessment for Site Layout
Scenario Meets Capacity Projections Environmental Impact Impact on Existing Operations Construction Time and Cost
No – demand exceeds capacity within Negligible – No changes to site Scenario 0A None None 12 months. infrastructure
No – demand exceeds capacity within Negligible – No changes to site Scenario 0B None None 2 years. infrastructure
No – demand exceeds capacity within Negligible – No changes to site Scenario 0C None None 3 years. infrastructure
No – demand exceeds capacity within Low – some construction works High – no separation between this Moderate – 2-3 year construction Scenario 1 5 years. required on existing site footprint. extension and existing operations. period.
No – demand exceeds capacity within Low – some construction works High – shut down of Core 3 for up Low – 2 year construction period Scenario 2 5 years. required on existing site footprint. to 6 months but lowest cost option.
Low – some construction works Minimal – limited interruption to Moderate – 3 year design and Scenario 3 Yes required on existing site footprint. existing operations. construction period.
Low – requires acquisition of IDA Moderate -3 year design and lands (zoned for industrial) for None – complete separation from Scenario 4 Yes construction period. Highest cost construction. Area is low the existing operations. For inspection purposes only. option. environmentalConsent of copyright sensitivity. owner required for any other use.
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5 PLANNING CONTEXT
5.1 INTRODUCTION
For the purposes of this EIS, a review of the relevant planning policy documents and planning applications has been undertaken to provide a planning context for the proposed development. Strategic policy documents provide detail on the role of Westport nationally, regionally and county wide and set the policy background for economic development such as that proposed. The statutory planning review focuses on the relevant development plan, which provides local planning policies and objectives for the site of the proposed development. Planning history is sourced from the planning registers of Mayo County Council and Westport Town Council and provides a context for the proposed development in its immediate setting.
5.2 STRATEGIC PLANNING CONTEXT
The following documents set the proposed development in its strategic planning policy context:
• National Spatial Strategy 2002-2020;
• Regional Planning Guidelines for the West Regions 2010-2022;
• Mayo County Development Plan 2008-2014
The planning application site is located For inspection in purposes the fun only.ctional area of Mayo County Council. The Consent of copyright owner required for any other use.
Westport Town & Environs Development Plan 2010-2016 covers this area, therefore the relevance of the Mayo County Development Plan 2008-2014 is at a strategic level. Land use zoning and development management are discussed under the Westport Town & Environs Development Plan and relevant variation (see Section 5.3).
5.2.1 National Spatial Strategy 2002-2020
The National Spatial Strategy (NSS) is a longterm planning framework, which seeks to achieve a better balance of development and population growth between regions. The NSS aims to sustain an improved quality of life, an improved economic position and a high quality environment throughout Ireland through closer matching of where people live with where they work. The Strategy acknowledges that more balanced regional development can assist in reducing long commutes and seeks to focus development within existing settlements, taking care to use urban land efficiently and sensitively.
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One of the key aims of the Strategy is to address economic disparities between different parts of the country, with particular reference to rebalancing trends that have seen a concentration of investment and population in the Greater Dublin Area (GDA) and the eastern part of Ireland generally. The concentration of major economic development in the GDA has meant that the “potential of other areas is systematically under-realised” according to the NSS. The Strategy aims to achieve greater balanced regional development through targeted assembly of critical success factors at strategic locations, spread in a more balanced manner nationally, in order to generate indigenous investment and win internationally mobile investment. The NSS designates certain settlements as gateways and hubs to act as engines of growth for the regions in which they are located. Growth can then be supported by urban structures of appropriate scale and strength. In the West, Sligo and Galway are the Gateway settlements and Ballina-Castlebar is designated as a Linked Hub, as indicated in Figure 5.1.
Westport is identified as a town of 1,500-5,000 population, located in a ‘Diversifying Area’ with ‘Emerging Management Issues’. It is in close proximity to the Linked Hub (Ballina-Castlebar) and the strategic transport corridors accessible from Castlebar. The NSS acknowledges the role of Westport in supporting the revitalisation of the West, noting its relative success for its size, which is largely due to its attractiveness and setting. The town has a growing tourism sector, a lively environment and spin-off employment creation in other enterprises and local services. The NSS seeks:
“To protect the economic vitality of such towns into the future, to their own benefit and to the wider areas around them, it will be essential to sensitively balance future development options against the need to maintain those attributes that made these towns attractive in this first place.”
For inspection purposes only. Consent of copyright owner required for any other use. To facilitate the participation of each region in the Strategy one of the four main messages enshrined in the NSS is the placement of a renewed emphasis on the potential role of the small town and village structure. This is to be facilitated through investment in essential services and tackling blockages in development land supply.
Specifically in the West, the NSS advises that towns such as Westport present opportunities for development and expansion in association with larger towns such as hubs. Westport is highlighted as it has used its attractiveness and heritage conservation as a selling point and ensured that key infrastructure is in place, particularly in terms of water services and communications.
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Figure 5.1: National Spatial Strategy (Map 10): The West
Map 10 West Region Map 7 West Region
Rural Areas with Strong Potential for Diversification
Urban Strengthening Opportunity
Diversifying Areas —— Emerging Management Issues
Village Strengthening and Rural Area Opportunities
Strategic Rural Assets within a Metropolitan Hinterland
Belmullet to Enniskillen and Belfast Killala Sligo
Ballina
Crossmolina
Keel Foxford Charlestown Carrick-on-Shannon
Swinford Boyle Newport to Dublin and Dundalk
Ballaghadereen Kiltamagh
Knock Castlebar Elphin Westport Ballyhaunis Castlerea
Strokestown
Claremorris Roscommon to Dublin
Ballinrobe
Ballygar
Mount Bellew Clifden Tuam For inspection purposes only. Consent of copyright owner required for any other use. Oughterard
Moycullen Athlone Galway Carraroe to Dublin Gateway Rossaveel Ballinasloe Athenry and South East Hub
County Town Loughrea <5,000 Town
1,500 - 5,000 Town Gort Portumna
Urban Centres (circa 1,000)
Centres in Weak Urban Structure Areas
National Transport Corridor to Limerick / Shannon and Airport Cork 0 30km
Transit Port Approx. Scale
Major Fishing Port
Access to Peripheral Area
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The NSS contains substantial detail on economic development, enterprise creation and the conditions required to attract and retain investment in the context of balanced regional development. The role of the development agencies is discussed, with reference to IDA, Ireland’s targeting of towns and cities that have the potential to develop their advantages in terms of their existing enterprise base or economic, innovation or social infrastructure. The development agencies are to support the NSS in ensuring that the potential of smaller towns in the regions is realised. The NSS states that strategic reserves of land for enterprise development should be developed in the context of high quality location and setting, easy access to key infrastructure and good integration with adjoining urban areas. Industry Parks are considered a suitable level of enterprise provision for towns on the scale of Westport.
5.2.2 Regional Planning Guidelines for the West Region 2010-2022
The Regional Planning Guidelines for the West Region (hereafter described as the RPG) provide a framework for long term strategic development in the West Region for the period 2010 – 2022, to ensure the successful implementation of the NSS at the regional, county and local level. A key aspect of the RPG is to integrate sustainable economic development with the protection and enhancement of its environment.
The Strategic Vision for the West is as follows:
By 2022 the West Region will be an innovative and highly competitive region with sustainable settlements located in an outstanding environment with excellent opportunities and quality of life for its citizens.
For inspection purposes only. Consent of copyright owner required for any other use. The Strategic Goal for Economic Development states:
SG4: “To generate conditions that create good service infrastructure, access and innovation promoting the ethos of advanced education and life-long learning which combined, enhances the regions competitiveness in order to attract Foreign Direct Investment and promote and sustain local indigenous based industry. Such development and opportunities should be encouraged in appropriate locations and minimise the dependency on private modes of transport.”
In setting a context for the development strategy, the RPG note that while employment in the West grew up to 2008, the general economic downturn that followed reduced employment levels, particularly in the construction sector. Concerns are raised regarding an over-reliance on the construction industry. Although industrial employment is remaining strong, the West Regional Authority advises of the increasing difficulty in attracting Foreign Direct Investment (FDI). Agricultural employment declined steadily until 2008 but is stabilising and the tourism sector is experiencing a slow down despite some major successes. The largest employer in the West is the public sector. Manufacturing employs over 25,000 workers.
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Economic strengths of the West outlined in the RPG include the existing base of multi-national companies, the network of thriving towns and villages, the unique landscape and high quality of life. The development of multi-national clusters and spin off enterprises and an increased level of FDI are listed among the opportunities for the region.
It is noted that towns throughout the region play an important role in tourism development through their attractive settings and strong cultural and natural heritage. Westport House and Demesne is referenced as an iconic attraction in the area.
The RPG provide a Settlement Strategy for the region, illustrated in Figure 5.2.
Westport is identified as a ‘Key Town’, located in an area with major economic activity and a diversifying rural area. The RPG acknowledge that the Linked Hub (Ballina-Castlebar) is closely associated with Westport, which is considered a local extension to same.
The preferred development strategy for the west includes for the following:
“The development of the Gateway, Hub, Linked-Hub, Key towns, smaller settlements and rural areas would aid the development of the Atlantic Gateways Initiative ‘economic corridor’ to enhance the competitiveness of the West Region.”
“….landscape and water resources would need to be protected from inappropriate development.”
“…It would be necessary to have clear urban settlement and rural area delineation to prevent For inspection purposes only. sprawl into the surrounding areas.Consent Targets of copyright for owner grow requiredth forwould any other be use. set and local area plans would set out appropriate zonings which would sustainably develop these areas.”
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Figure 5.2: Regional Planning Guidelines: Spatial Settlement in the West Region
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Overall strategic settlement goals of relevance are as follows:
SPG3: “To develop the strategic roles for the Key Towns and support sustainable towns through County Development Plans and Local Area Plans which take account of employment, community, infrastructure and environmental requirements in serving the urban and rural hinterland areas. This will be achieved through proper planning and sustainable development, ensuring minimal environmental impact and taking full account of the presence of the Natura 2000 sites that are situated in the vicinity of most of the Key Towns and the requirement to protect these by subjecting all plans and projects to Habitats Directive Assessment and/or other relevant environmental assessment.”
SPG11: “New development should be located on land which will make the best use of existing and planned resources, with housing located close to existing or planned public transport locations with emphasis on supporting Transport 21 projects in the short and medium term and Transport 21 successor in the long term. The development of any elements of the Western Rail Corridor and new commuter services, together with significant road network improvement will have a major impact on development and settlement patterns. The sustainable development of new growth shall be coordinated within the existing urban centres along the transportation and strategic links through the Region with particular emphasis on those along the Western Rail Corridor. This will foster sustainable development and travel patterns and optimise public and private investment in existing linkages.”
The construction of the N5 Westport to Bohola road project is listed as one of the infrastructural priorities for the West.
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5.2.3 Mayo County Development Plan 2008-2014
The current Mayo County Development Plan (CDP) sets out a framework for the development of the county until 2014 and a review of the Plan commenced in 2012.
Westport is identified as a Key Town (Natural Extension of the Linked Hub of Castlebar-Ballina). The Overall Strategy seeks:
“To develop the Linked Hub of Castlebar/Ballina and Westport as its natural extension, as the spine around which the sustainable development of County Mayo will be structured, and to promote this extended Hub in the future development of spatial policy, both regionally and nationally.”
“To support the implementation of the Hub status of Castlebar/Ballina and Westport as its natural extension, and to strengthen and enhance the County’s urban structure, in particular the targeted
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In discussing Economic Development, the CDP confirms that a small number of larger manufacturing establishments in the County provide most of the employment in this sector, but goes on to advise that Mayo has less “large” establishments and foreign-owned plants than would be expected for its population base, due to its peripherality and lack of a large-scale urban centre. It envisages that the most likely location for future FDI investment would be in or close to the gateways, hubs and Linked Hubs.
Economic development aims relevant to Westport are to:
“Facilitate and support the development of Castlebar/Ballina as a linked development hub and Westport as its natural extension, as the key drivers of economic growth within the County as set out in the NSS and Regional Guidelines.”
“Promote and support economic development and the provision of industry and enterprise in Westport as an extension of the hub and the other Key Towns of Ballinrobe, Ballyhaunis, Béal an Mhuirthead (Belmullet), Claremorris, Swinford, Charlestown, Killala, Kiltimagh, Knock, Louisburgh and Newport.”
The County Settlement Strategy supports the growth of key towns and employment creation within these towns. Westport, as a ‘Key Town, extension of a Linked Hub’ is located on the second tier of the settlement strategy, below the Linked Hub. The CDP aims to promote and develop the strategic role of key towns and develop strong For transport inspection purposes links only.between Westport and the linked hub. For key Consent of copyright owner required for any other use. towns in general, the CDP strategy is to:
“Develop strategic role and support development: enable towns to act as significant providers of services in their own areas and generate spill-over effects.”
The ‘Core Strategy: County Settlement Strategy’ is illustrated in the CDP as shown in Figure 5.3.
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Figure 5.3: Mayo County Development Plan: Core Strategy: County Settlement, Strategy (Map 4)
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The CDP aims to increase the population share of Key Towns from 15% in 2006 to 18% in 2022.
Section 2.3.1 of the CDP deals directly with the Linked Hub and Westport as its natural extension, making reference to the particular success of Westport town and the acknowledgement of same at national and regional level. The CDP states that “to protect the economic vitality of Westport in its strategic complimentary role as a driver of development at the County level, it will be essential to sensitively balance future development options against the need to maintain the very attributes that make it attractive in the first place”. Population targets to assist in realizing the town’s strategic role as an extension of the Linked Hub have been set at 7,359 by 2016 and 8,111 by 2022. Key requirements for Ballina, Castlebar and Westport include:
“Compact sustainable urban development through strong land-use zoning policies to counter current patterns of suburban sprawl and ribbon development, (in line with the Guidelines on Sustainable Urban Residential Development 2009); and promotion of development within the built- up areas of the towns. Ultimately these towns will need to be attractive to both inward investments from national and international sources and to future employees and their families.”
Physical and social infrastructure necessary to assist in the role of these three towns includes improvements to the road network into and out of the towns, additional rail links, improved public transport connections, improvement and development of Ireland West Airport Knock, improvements to the telecommunication/broadband network, improvements to the energy distribution system including a constant high voltage energy supply, gas supply and measures to jointly promote Ballina/Castlebar in its role as a linked hub and Westport as its natural extension.
Relevant specific policies include: For inspection purposes only. Consent of copyright owner required for any other use.
Policy P/CSS-2: “To promote and facilitate the special economic and social development role of Westport as an extension of the linked hub, due it size and strong tourism function throughout the Region, towards achieving a population of 7,359 in 2016 and 8,111 in 2022; with the objective of having the town designated as part of an expanded Ballina/Castlebar linked development hub in the next review of the NSS and the Regional Guidelines. The Council will advance the achievement of these policies by:”
“Co-operating closely with the Town Councils in promoting the sub-regional role of the linked hub and Westport as its natural extension”;
“Strengthening the urban function of each of the three towns of Ballina, Castlebar and Westport individually by developing compact urban forms”;
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“Prioritising transport, energy, and major public infrastructure projects to promote development of Ballina/Castlebar as a development hub and Westport as its natural extension, and strengthening their links with Ireland West Airport Knock and the Key Towns…”
P/ED-IE 1: “It is the policy of the Council to work with the County Development Board, IDA, Enterprise Ireland, Udarás na Gaeltachta and other relevant agencies to promote industry and enterprise at appropriate locations in accordance with the County Settlement Strategy…”
Infrastructure Objectives in relation to National Primary Routes include for the completion of improvements to three roads; works to the N5 will include Westport–Castlebar. Objectives NP2 N5 and NP5 N5 are to “Commence land acquisition and construction of Westport–Castlebar section” and “Commence design and land acquisition for Westport Northern Relief Road” respectively.
5.3 STATUTORY PLANNING CONTEXT
The proposed development is located in the town of Westport, Co. Mayo; the relevant statutory planning context is provided in the Westport Town & Environs Development Plan 2010-2016. This Plan has been varied on three occasions. Variation No. 3 of the Westport Town & Environs Development Plan 2010-2016 is directly relevant as it resulted in zoning changes on the proposed development site and in its immediate vicinity.
5.3.1 Westport Town & Environs Development Plan 2010-2016
For inspection purposes only. th The Westport Town & EnvironsConsent Development of copyright owner Plan required 2010- for any2016 other use.was adopted on January 28 2010.
The Plan has since been varied on three occasions. Variation No. 1 included Area Plans for Westport House and Colonel’s Wood, the omission of the Core Strategy to allow for a revised version based on a revised zoning map and text amendments to update the Plan regarding new legislation, guidance documents and population figures; Variation No. 2 included the Core Strategy, based on a revised zoning map with a reduced amount of zoned land. Variation No. 3 is discussed in detail in Section 5.3.2 as it pertains to the rerouting of a proposed road corridor from the proposed development site to a realigned route further north and the rezoning of lands associated with that change.
The principle objectives of the Plan include:
“To reinforce the existing strong urban structure and to consolidate and extend the urban core whilst permitting a small area of urban expansion to the urban core through a ‘sequential approach’ and protecting the unique drumlin topography of the town.”
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“To clearly indicate the overall development strategy for the plan area including areas capable of accommodating built development, the conservation of certain areas and the provision of passive and active amenity and recreation spaces.”
“To provide for a mix of uses within the plan area which will increase the viability and the sustainability of residential areas and which will allow for the efficient provision of social and community infrastructure as well as the efficient use of existing services and utilities infrastructure.”
“To provide design guidelines for new development in the plan area…”
“To identify the requirement for new roads and other infrastructure and to indicate the routing and/or land requirements for such proposals.”
“To identify lands for employment and enterprise uses.”
“To provide for the protection of areas of high amenity and strategic views.”
The Development Strategy for Westport aims to strengthen its function as a ‘key town’, being a natural extension to the Castlebar-Ballina Linked Hub, and retain and advance tourism in the town. The town centre should be consolidated to facilitate this, and the town is to expand in accordance with the zoning map.
The Plan discusses available infrastructure. Transport links include a national bus service, the Dublin-Westport rail line and four primary/regional roads (N5, N59, R330 and R335). Northern and For inspection purposes only. southern relief roads are proposedConsent offor copyright the town.owner required A permitted for any other 110/38kVuse. electricity substation near the IDA Industrial Estate at Carrowbeg is specifically mentioned along with other upgrades, which will give greater security of supply and an injection of supply to the northern side of the town. A gas connection to Westport has been provided from the Corrib Gas Field. A new wastewater treatment plant for the town (15,000p.e.) was opened in May 2004; water supply was being augmented at the time of Plan publication.
The planned townscape and landscape setting of Westport are discussed in the context of a rich environment and heritage; one of the factors that contributes to the town’s success as an attractive place to live and visit.
Relevant policies and objectives set out in the Plan include:
Regional Role
RP-01: “It is the policy of the Council to support Westport as a ‘Key Town’ (natural extension of Linked Hub Castlebar-Ballina) and to encourage the development of the town’s employment,
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Town Function
TFP-01: “It is the policy of the Council to encourage the development of Westport as a centre of economic, social and cultural activity for the benefit of the population of both the town and its hinterland.”
TFO-02: “It is the policy of the Council to encourage the sustainable development of industrial and services activity which is compatible with the urban form of Westport.”
Employment and Industry
EP-01: “It is the policy of the Council to seek through active co-operation with the relevant agencies…..to support suitable industrial and other job creation within Westport.”
EO-01: “It is an objective of the Council that the existing serviced sites for industry be promoted.”
EO-02: “It is an objective of the Council to encourage any new industrial development to locate to existing serviced sites at the IDA site at Gortaroe and to the northwest of the town at the Newport Road Industrial Park or adjacent to such sites if additional lands are required.”
Roads and Parking
For inspection purposes only. Policy IP-01 seeks a high qualityConsent road of copyright network owner to required cater for for any the other economicuse. and social development of the town. A relevant objective is as follows:
IO-02: “It is an objective of the Council to reserve lands for the provision of a southern and northern relief road over the medium to long term. The lines shown on Map 1 (refer Figure 5.4) are indicative only and subject the modification or alternative lines. Each proposed project/planning application within the Constraints Study Area will be considered individually in the context of the above by the National Roads Design Office.”
Objectives IO-11, IO-13, IO-12, IO-13 and IO-15 refer to the provision and improvement of pedestrian links to the town centre, provision of car parking in according with specified standards, the provision of cycle lanes as indicated in Map 2 of the Plan, and the provision of Traffic and Transportation Assessments and Road Safety Audits as per requirements.
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A proposed cycle lane/pedestrian walkway is indicated traversing the subject site. Objective OO-12 (re Open Space and Recreational Facilities) elaborates, requiring that any new development along the proposed routes should provide links to these paths.
Townscape and Conservation of the Built Environment
Nineteen objectives are set out in relation to the townscape of Westport – overall it is clear that the Council seek development that respects the existing character and visual amenity of the town centre (TO-01 refers).
Landscapes and Natural Environment
Policy LP-01 seeks to protect sensitive landscapes, including elevated lands, from development. Significant development proposals are to be accompanied by a visual impact assessment demonstrating the anticipation and avoidance of landscape impacts (Objective LO-02). Designated views and prospects are also to be protected from any development that would interfere with same (LO-01). View V4 South from Attireesh is to the north of the proposed development according to the Plan. The water quality and amenity of the Carrowbeg River is to be protected as is the Clew Bay Complex SAC to be protected (LO-10 and LO-11).
Water Quality
More detailed objectives on the protection of surface and groundwater are contained here; those of most relevance being the management of surface waters in a sustainable manner (WO-04) and ensuring that development and construction are undertaken in a manner that protects surface and water quality (WO-06 and 07).
For inspection purposes only. Consent of copyright owner required for any other use. Energy Conservation
Energy consideration measures and renewable energy systems are promoted in new developments (ECO-01).
Land Use Zoning:
Figure 5.4 is an extract from the relevant zoning map. The site is zoned for Industrial development:
“The objective of the industrial land use is to provide for high quality industrial development.Modern, high quality design, business and technology park type development, research and design enterprises, incubation centres and development deemed ancillary to these uses shall be permitted along with developments carrying out any industrial process.”
Chapter 7 of this EIS, which assesses impacts on human beings, describes existing land uses in the area in detail. The immediate land use to the south of the proposed development comprises the
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There are residential and proposed residential areas to the west and south west of the site, as well as to the south east beyond the existing Allergan facility. Other uses in the area include a primary school (with associated outdoor play areas), a veterinary practice and Knockranny House Hotel. Lands in those areas are zoned for the following development types: Residential, Open Space, Community Facilities and Industrial/Commercial.
Land to the west is currently in agricultural use but carries residential zoning; land to the north includes some of the area of serviced land for the permitted IDA Business and Technology Park and also agricultural land. The zoning map provides for Industrial, Agriculture/High Amenity and Proposed Road Corridor uses. The proposed upgraded N5 runs from east to west north of the site in accordance with Variation No. 3, which is further discussed in Section 5.3.2.
Key Development Management Standards:
Relevant standards include requirements for:
• Road Safety Audit where more than 40 traffic movements per day would be generated,
• Traffic Impact Assessment where traffic generated by the development exceeds 10% of the existing traffic levels on the road, or 5% where the road is already congested (cumulative For inspection purposes only. impact must be taken intoConsent consideration); of copyright owner required and for any other use.
• Noise mitigation where a new development is within the zone of influence of an existing or planned national road.
The plan applies specific requirements regarding site access, parking design, building lines, emergency services, surface water management and flood prevention:
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Figure 5.4: Westport Town & Environs Development Plan 2010-2016 (Extract from Map 1)
LEGEND
Westport Town Council Boundary
Plan Boundary
A1 Residential High Density Up to 35 units/hectare (14 units/acre)
A2 Residential Medium Density Up to 20 units/hectare (8 units/acre)
A3 Residential Low Density Up to 10 units/hectare (4 units/acre)
A4 Rural Residential 5 units/hectare (2 units/acre)
B Town Centre
C Extension to Town Centre
N5N5N5N5N5N5 D Residential/Commercial
E Industry
E1 Industrial/Commercial
F Institutional/Community Facilities/Offices
G Mixed Use
H Community Facilities
J Open Space
K Woodland
L Wesport House & Demesne For inspection purposes only. Masterplan Consent of copyright owner required for any other use. Level Crossing M Marine Related Tourism
KI LLAG HOOR
nd & i ngle
Coo loughra Br id ge
BA LLYDO NNE LLAN Bal lynacar r ick Lough N Agriculture/HighAmenity
KN OCK FEL I M
d O Utilities CO OLLO UGHRA Ca s t le (Site of)
BallAlley Pol lgarve Proposed Road Corridor
Bel c lar e Bri dge
SH ANAG H Zoning to be read in conjunction with MOYH ASTI N
DE RRY GAR VE Section 5 Land Use Zoning ( ED Aghago werNo rth) Objectives of the plan.
MOUN TBRO W N Map 1
Wooll en Mil l
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GARROW CR OWHILL KI L L EE NCO FF DEVELOPMENT PLAN
BO FARA Let tereen Loug h 2010-2016 © Ordnance Survey Ireland. All rights reserved. Licence No. 2010/17CCMA / Mayo County Council
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Car parking standards are one space per 50m2 GFA manufacturing and industrial development, respectively one space per 65m2 GFA warehouse development. 90m2 of service and delivery area need to be provided for every 2000m2 GFA manufacturing, industrial and warehouse development. One bicycle parking space is required for 250m2 GFA industrial development and for 300m2 GFA warehouse development.
Any structural development including hard landscaping, adjacent to watercourses requires a setback of 5.00-10.00m depending on the width of the watercourse.
Industrial developments should seek a good quality appearance through effective landscaping, careful siting of advertising, screening of open storage areas and unobtrusive loading and parking areas. Adequate space for loading and unloading is required, as is a high quality design and finish. The is also the need to comply with air, water and waste legislation.
5.3.2 Variation No 3 of the Westport Town & Environs Development Plan 2010-2016
Variation No. 3 to the Westport Town & Environs Development Plan 2010-2016 was adopted in July 2012. This variation amends Map 1 and Map 2 of the Westport Town & Environs Development Plan to reroute the proposed road corridor north of the town (N5 Westport to Turlough Road Project) at seven townlands (Attireesh, Carrowbeg, Deerpark East, Drummindoo, Gortaroe, Knockranny and Monamore). Land use zoning has also been amended accordingly to facilitate this rerouting.
Maps V3-01 and V3-02 as published with the variation show the existing and proposed amended road corridors and the zoning changes necessary to facilitate the amended road corridor For inspection purposes only. respectively. Figure 5.5 illustratesConsent the of copyright changes owner outlined required for inany V3-02.other use.
In the vicinity of the proposed development, this moves the proposed road corridor further north from the IDA lands, thus facilitating the positioning of the proposed Biologics II building north of the existing Allergan facility. The proposed road corridor and associated works will no longer encompass the area of the existing Allergan site access, however the roundabout at the entrance to the IDA lands, just west of the site is still contained within the proposed route corridor.
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Figure 5.5: Westport Town and Environs Development Plan 2010-2016 (Extract from Map V3-02 of Variation No. 3)
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Resulting land zoning changes include the rezoning of lands currently zoned as ‘Proposed Road Corridor, to ‘Industrial’. These pockets of land, identified as D and D1 on Map V3-02, affect the general area of the proposed development subject to this planning application (including part of the proposed Biologics II building, car parking area and internal access roads) and a smaller area that includes part of the existing Allergan facility (parts of the north west corner of site car park, site access and boundary specifically) respectively. This rezoning consolidates the plot of industrially zoned land where the proposed development is sited.
A parcel of land identified as H on Map V3-02 has been rezoned from Proposed Road Corridors to Industrial/Commercial. Other pockets of land rezoned in the vicinity of the site are now zoned for agriculture/high amenity and residential, while changes in zoning from agriculture/high amenity, residential and industrial/commercial to proposed road corridors to facilitate the new N5 upgrade alignment.
5.4 PLANNING HISTORY
5.4.1 IDA Business and Technology Park and Related Applications
The site of the proposed development to the Allergan manufacturing facility lies to the north of the existing facility on lands for which planning permission has been granted to the IDA for a business park. Site development works for the permitted business park have been undertaken on the site of the proposed development.
For inspection purposes only. The relevant planning permissionConsent from of copyright Mayo owner County required C forouncil any other is use.as follows:
P02/2104: IDA Ireland were granted conditional permission on March 25th 2003 for change of use from agricultural to business and technology park and for site development works incorporating roads, services and landscaping at Gortaroe.
The planning permission has a fifteen year duration and was accompanied by an EIS. 44 conditions were attached of which the following are of particular note:
• Condition 3 limits the use of the permitted units to offices (including Information Technology) and light industry (as per Article 5 of the Planning and Development Regulations 2001).
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• Condition 5 specified the road line eastwards from the roundabout to be in a particular location to protect future road corridors. Other conditions are also attached to facilitate future road provision.
• Condition 15 required a bus stop at chainage 250m on the main distributor road.
• Condition 19 requires construction traffic to enter and exit the site via a temporary access road running from the Lodge Road.
• Condition 32 places restrictions on the amount of dust to be generated during construction.
• Conditions 36 and 39 relate to landscaping and tree retention in accordance with a detailed landscaping plan.
• Condition 44 requires all signage details to be agreed with the local authority.
The extent of land which was permitted and developed / serviced as an IDA Business Park extends to the north and north east of the proposed Biologics II building. It comprises a substantially larger site than that proposed to be developed by Allergan herein. The Allergan proposed development is located on the south west part of the overall business park .
One access to the proposed development site will be via a roundabout which will remain as per that indicated on the arrangements for the permitted IDA Business and Technology Park, taking due cognisance of the proposed N5 upgrade. A through road that was indicated on P02/2104 will no For inspection purposes only. longer be provided, however theConsent road of copyright extending owner requiredfrom forthe any northern other use. arm of the roundabout will now serve the eastern part of the Business Park.
Three subsequent planning applications on the IDA lands were also granted permission:
P07/3326: Investment and Development Agency (IDA) Ireland were granted conditional permission on April 1st 2008 for a commercial unit with two-storey amenity block at Site No. 3, Westport Business and Technology Park. Four conditions were attached. These relate to compliance with plans and particulars lodged, landscaping, development contributions and the need to comply with relevant conditions of P02/2104. This building has not been constructed.
P10/409: Westport Multi Agency Enterprise Ltd. were granted conditional permission on August 3rd 2010 to construct a new single storey multi tenant business enterprise centre of 510sqm, new site car parking and all associated site works at Gortaroe. Five conditions are attached to this grant of permission. These relate to compliance with the site layout plan, landscaping, archaeological testing, development contributions and the need to comply with relevant conditions of P02/2104.
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This building has been constructed and now operates as the Allergan Innovation Centre to the north of the proposed development, as shown in Figure 3.1.
5.4.2 Allergan Planning Applications
The applicant has applied for an extensive number of planning permissions on their existing Allergan facility, just south of the proposed development site. These applications have been made to Westport Town Council as those lands lie within the boundary for that local authority. The most recent applications are as follows:
• 12/8: Decision to grant permission taken on June 22nd 2012 for the removal of existing contractor’s compound and landscaping and installation of 79 no. car park spaces;
• 12/6: Conditional permission granted May 31st 2012 for new facility extension (256m2) total floor area and 18 car parking spaces; and
• 12/2: Conditional permission granted on April 7th 2012 for the construction of a 2.4m high palisade fence to the site perimeter, 16 no. additional car parking spaces and the relocation of existing traffic control barrier. Fence is to be dark green.
The proposed Biologics II building will be connected to and accessible from the existing Allergan complex via one new pedestrian bridge and one new vehicular bridge. Access to the proposed development will be via the entrance to the existing Allergan facility.
For inspection purposes only. Consent of copyright owner required for any other use.
5.5 OVERALL SUMMARY
5.5.1 Strategic Planning Context
The proposed development has a favourable strategic planning context. Key objectives at national and regional level include the aim of more balanced regional development across regions and the provision of an appropriate level of economic development in all regions. Economic development should be directed towards existing settlements in a manner consistent with settlement hierarchies as set out in national and regional level. The proposed development is consistent with these objectives.
The expansion of industrial activities at Allergan will provide additional employment in Westport, benefiting both the town and its wider hinterland. The permission of the proposed development would support aims such as the retention and attraction of FDI, the location of FDI in or close to the
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Westport is specifically cited in national planning policy as an example of a successful settlement for a town of its size. This is particularly noteworthy given the town’s relatively peripheral location. Towns such as Westport can have a strong role in seeking more balanced regional development and in supporting their rural hinterlands. Additional economic activity generated by the proposed development will assist in this role.
Westport is identified as a Key Town in County Mayo by the RPG. The town’s proximity to Castlebar has led to its distinction from other Key Towns by Mayo County Council; Westport is the only settlement with a designation as a Key Town (Natural extension to the Castlebar-Ballina Linked Hub). On reviewing relevant strategic policy, it is clear that Westport has sufficient population and social infrastructure to maintain a level of industrial development and an attractive environment that helps to facilitate a high quality of life for its residents and employees of the proposed development.
The town is also served by the appropriate infrastructure to facilitate the proposed development. Of note are its rail and bus services and its proximity to an airport at Knock, with Galway and Shannon airports also accessible to the town. Its improvements in water services, communications infrastructure and electricity supply are For inspectionalso disc purposesussed only. in strategic planning policy documents. The Consent of copyright owner required for any other use. IDA has acknowledged the potential of Westport as is evidential in its decision to site a Business and Technology Park at Gortaroe which is located approximately 40km from the proposed development. Future access to this site and the remaining IDA lands adjacent will be improved by the N5 upgrade works proposed.
The proposed development is located sufficiently close to existing (and proposed) residential development to allow workers to locate close to their employment, thus minimising the journey to work.
Given the town’s notable tourism industry and attractive setting, it is important that the proposed development is well integrated through appropriate landscaping and design. The setting of the town is key to its success and vibrancy.
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5.5.2 Statutory Planning Context
The proposed development is located within the development boundary of Westport Town and conforms to policies promoting a sequential approach to development. The site will be located adjacent existing built up areas and will utilise lands on which the IDA has already received permission for employment uses and which are appropriately serviced.
The proposed development is suitably zoned for the proposed land use, i.e. industrial development. Furthermore, current planning policy seeks to direct industrial uses to specified lands as a priority and the serviced IDA site at Gortaroe is one of two such sites named in the Westport Town and Environs Development Plan. No additional land take, beyond existing, appropriately zoned lands, is required to facilitate the proposed development.
On reviewing the zoning map for Westport town and taking into account Chapter 7 of this EIS, which assesses impacts on human beings and in doing so provides a detailed description of existing surrounding land uses, it is concluded that the proposed use is appropriate for its land use context. The proposed development is part of a land block designated for industrial purposes and the proposed layout takes the route of the proposed N5 upgrade into account. Proposed residential uses, while close to the proposed development, will benefit from mitigation of any significant negative impacts in the same manner as existing residential developments and other sensitive uses nearby, through mitigation measures outlined in Chapters 6, 8 and 9 in particular, which deal with traffic impacts, air quality and noise. It is considered however, that any impacts will be slight given that the proposed development is to be contained within a campus with compatible uses and with its own road network. The proximity of zoned residential lands to the proposed development can be viewed as a positive impact in that any future employees that might relocate to Westport may For inspection purposes only. Consent of copyright owner required for any other use. find suitable accommodation with a minimal journey to work.
Detail on infrastructural provision in Westport confirms that the lands are appropriately serviced and that future developments will further improve services such as electrical supply and road access to the town, and specifically, to this area of Westport.
The development as proposed can be accommodated within the route corridor for the N5 upgrade to the north of Westport town, as Map V3-02 attached to Variation No. 3 of the Westport Town and Environs Development Plan confirms. The road corridor has been relocated further north than its initial proposed position through the development site, thus creating the space for the proposed expansion of industrial operations at Allergan, while allowing the proposed road N5 upgrade works to proceed in line with planning policy objectives.
Any impacts on visual amenities that could arise from the proposed development of an industrial building on a relatively elevated, sloping site are addressed in Chapter 10 Landscape and Visual
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Impact. However it must be noted that the proposed development is located on an appropriately zoned area of land, where employment uses have already been permitted and industrial buildings of this nature and scale are considered appropriate for the site.
Other issues arising from a review of the development management standards and detailed plan policies and objectives include:
• visual impact in the context of protected views;
• the protection of the watercourse running through the site, compliance with setback from watercourses and surface water management;
• traffic impact and management;
• road safety;
• noise mitigation;
• industrial development standards regarding parking, site layout and general appearance; and
• the incorporation of a cycle lane/pedestrian walkway within the site.
For inspection purposes only. 5.5.3 Planning History Consent of copyright owner required for any other use.
The proposed development will comprise an extension of an established industry in an established industrial area. It will be located on a site where employment uses, in the form of an IDA Business and Technology Park, have already been permitted. The proposed development will take access from the existing Allergan facility via its established entrance.
The proposed layout takes account of the permitted enterprise centre to the north of the site, which will now function as the Allergan Innovation Centre.
The IDA Business and Technology Park lands available for office and light industrial units as part of a campus style development will been reduced, however sufficient land will remain available for new users to develop at the site and access to the remainder of the site, while modified, will not be obstructed.
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Conditions were attached to P02/2104 specifying road location east of the roundabout among other requirements to protect future road corridors, however the road corridor location has now moved as a result of Variation 3 of the Westport Town & Environs Development Plan and this application takes due cognisance of that change.
The proposed development complies with Condition 3 of P02/2104 in that the proposed use comprises light industry and furthermore complies with the zoning objective for the site of the proposed development. It comprises an extension to an existing industrial operation.
The proposed development will not affect existing permitted development at the Allergan facility to the south and any changes to that site have been addressed in the application detail.
5.6 MITIGATION
Conditions may be required to regulate the implementation of the permission to ensure its integration with the permitted IDA Business and Technology Park and to ensure satisfactory operation in accordance with the proper planning and sustainable development of the area. Such conditions might require compliance with the relevant conditions of P02/2104, specifications for appropriate signage, noise limitations, the protection of the watercourse on site, adherence to a landscaping plan and the control of dust during construction.
No other mitigation other than as provided in Chapters 6 - 16 is recommended. Mitigation measures as set out in these chapters should protect against significant negative impacts on existing and future residential developments For inspection to purposes the west only. of the site and on any other sensitive future Consent of copyright owner required for any other use. use.
5.7 RESIDUAL IMPACTS
The proposed development complies with strategic and statutory planning policy. No likely significant adverse impacts are predicted at construction or operational stage.
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6 TRAFFIC AND TRANSPORTATION
6.1 INTRODUCTION
This chapter assesses the potential traffic impact of the proposed development on the surrounding road network and outlines the measures that will be implemented in order to ensure that the increase in traffic will not generate unacceptable levels of congestion.
A key aspect of this assessment is to analyse the traffic generated by the existing facility (during shift changes) at the junction with the N5 and to identify the spare capacity at the junction. The volumes of traffic generated by the existing Allergan facility would give sufficient baseline information to establish future traffic volumes for the proposed development.
Future background traffic flows were established for the surrounding road network for the opening year and design year. The estimated additional traffic generated by the proposed development was distributed and assigned to the future background traffic flow in order to generate a traffic flow matrix for the adjacent road network.
A capacity analysis was undertaken at key links and junctions to ensure that the proposed future traffic demand will not cause a significant impact on the local road network. In addition a review of the existing and proposed road geometry was undertaken to ensure that Heavy Commercial Vehicles (HCV) and construction vehicles can manoeuvre safely during construction and operational phases and will not generate a safety hazard for the local community. For inspection purposes only. Consent of copyright owner required for any other use.
6.2 METHODOLOGY
A summary of the methodology employed in the preparation of the transport assessment is as follows:
• Pre-planning consultations with Mayo County Council;
• Appraisal of the receiving environment, outlining details of the baseline data collection surveys, an appraisal of the existing road network, junction capacity, traffic flows and an appraisal of the existing public transport, walking and cycling provision;
• Establish assessment years and future background traffic flows;
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• Establish the potential impact of the proposed development when in full operation based on a first principle trip generation calculations and network assignment;
• High level assessment of the potential impact during construction phase and an assessment of the predicted impact on the local road network;
• Assessment of the predicted operational traffic impact on the key links and junctions in the opening year and a design year;
• Assessment of the existing and proposed parking levels;
• Provide recommendations on mitigation measures to ensure that the new traffic volumes will not generate unacceptable levels of traffic congestion.
This transport assessment was undertaken in accordance with the Planning and Development Regulations 2001, Schedule 6 (DEHLG 2001), Guidelines on the information to be contained in Environmental Impact Statements (EPA 2002), Traffic and Transport Impact Assessment Guidelines (NRA 2007) and Guidelines for Traffic Impact Assessment (IHT 1994).
6.3 RECEIVING ENVIRONMENT
6.3.1 Existing Road Network
For inspection purposes only. Consent of copyright owner required for any other use. The Allergan Ireland campus (here forth referred to as Allergan facility) is located adjacent to the N5 National Primary Road. Current access to the site is via a third class road from the N5 (Castlebar to Westport) road which is located approximately 400 metres to the south of the site. This third class road (here forth referred to as Allergan Road) currently serves traffic accessing the Carrowbeg Housing Estate and the existing Allergan facility from the N5. A drawing showing the main road infrastructure around the site is presented in Figure 6.1.
The N5 is a two-way single-lane carriageway road, with a carriageway width of approximately 8.5m adjacent to Allergan Road. There are footways along both sides of the N5 from Allergan Road in towards the town centre. The footway along the southern side is a wide (1.9m-2.3m) footway with a narrow 1.5m footway along the northern side of the road. The N5 links Westport to Dublin and travels east to Longford Town where it meets the N4.
Allergan Road is a two-way single-lane carriageway with a carriageway width of approximately 7.0m. There are footways along both sides of the Allergan Road. The footway on the residential
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Other roads in the vicinity of the campus include the N59 National Secondary Road which runs from Sligo to Galway, linking Ballina, Bangor, Westport and Clifden; and the R330 which links Westport to the N84 at Partry, also in Co. Mayo.
The N5 / Allergan Road junction is a priority controlled t-junction and the main access point to the existing Allergan facility from the national road.
There are number of access junctions to the Allergan facility from Allergan Road but three of them are minor security control junctions which are used for key deliveries to the facility. The principal access is to the car park at the rear of the facility. This car park serves staff and visitors and it currently has a capacity of 300 spaces.
The N5 intersects both the R330 and the N59 in the centre of Westport Town, approximately 750m west of the campus.
For inspection purposes only. Consent of copyright owner required for any other use.
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Existing Allergan Site
48.21 RouteRoute ofof VehicularVehicular AccessAccess Proposed Allergan Development
42.63 35.08
41.63
LodgeLodge RoadRoad
37.92 ExistingExisting SiteSite EnteraceEnterace
43.73
38.81 "Allergan"Allergan Road"Road"
Client
46.43
37.87 Carrowbeg For inspection purposes only. Project Housing Estate Consent of copyright owner required for any other use. EIA for Plant Extension !! ACTACT 22!! Title Castlebar !! !! 49.41 ACTACT 33 51.24 37.59 N5 ACTACT 33 Traffic Layout 46.76
Figure 6.1
West Pier Business Campus, T +353 (0)1 4882900 Dun Laoghaire, F +353 (0)1 2835676 Co. Dublin W rpsgroup.com/ireland N5/"AllerganN5/"Allergan Road"Road" JunctionJunction Ireland E [email protected] Issue Details Drawn by: S. Khan Project No. MDE1096 !! Checked by: P. Chadwick File Ref. ACTACT 11!! Approved by: xxxx MDE1096Mi0009D01
Scale: 1:4,000 (A4) Drawing No. Rev.
Date: 30/07/2012 Mi0009 D01
Notes 1. This drawing is the property of RPS Group Ltd. It is a confidential document and must not be copied, used, or its contents divulged without prior written consent. 2. All levels are referred to Ordnance Datum, Malin Head. 3. Ordnance Survey Ireland Licence EN 0005012 ©Copyright Government of Ireland.
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6.3.2 Data Collection
Automatic traffic counters (ATC’s) were installed for a period of one week, from Monday 21st May to Sunday 27th May 2012 to record traffic flows for daily and peak periods. The ATC’s were positioned on key roads in the vicinity of the Allergan facility to quantify the daily traffic profiles on these links. The ATC surveys were undertaken at a total of 3 locations. The locations of the ATC counters are shown in Figure 6.1 and described in Table 6.1 below.
Table 6.1: ATC Survey Locations
Site Location
1 N5 – West of junction with junction with Carrowbeg Estate Road 2 Allergan Road – North of junction with N5 N5 – East of junction with junction with Carrowbeg Estate Road, west of junction with Lodge 3 Road
The counters at each location recorded 24- hour traffic flow profile for a 7-day period. The data was also used to examine existing traffic patterns and characteristics, which provided a basis for predicting future traffic volumes.
A Junction Turning Counts (JTC) was carried out at the N5 / Allergan Road junction on Tuesday 22nd May 2012 for a twelve-hour period (7:00am-7:00pm). The JTC established the turning movements at the junction.
For inspection purposes only. Consent of copyright owner required for any other use.
6.3.3 Existing Traffic Flows
6.3.3.1 Existing Daily Flows
Annual Average Daily Traffic (AADT) refers to 24-hour two-way flows on an average day. The AADT is estimated by applying an expansion factor to short term survey counts.
The AADTs on the road network were estimated using link flow data extracted from the ATC’s positioned on the N5 and Allergan Road. The link flow data was converted to AADT using the appropriate expansion factors from Expansion Factors for Short Period Traffic Counts (Delvin, 1978). Figure 6.2 and Table 6.2 show the existing AADT on the adjacent N5 and on Allergan Road.
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Table 6.2: Existing AADT on the Key Links in the Vicinity of the Allergan facility
Road Network AADT Allergan Road 1,666 N5 Southwest of junction 13,783 N5 Northeast of junction 12,200
Figure 6.2: AADT values on the Key Roads
1,666
12,200
For inspection purposes only. Consent of copyright owner required for any other use. 13,783
6.3.3.2 Existing Peak Hour Traffic Flows
The JTC at N5/Allergan Road junction was undertaken for a 12-hour period (7:00am-7:00pm) where the volume and category of vehicle undertaking each turning movement was recorded. A review of the turning movements showed that the peak traffic movements on the N5 occur between 8:00am-9:00am in the AM period and 5.00pm-6.00pm in the PM period. The AM and PM peak hour traffic flows are shown in Figure 6.3 and Figure 6.4.
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Figure 6.3: AM Peak Hour Traffic Flows
AM Peak Hour: 08.00 - 09.00 Allergan Road
0.00% 16.67% %HGV 0 3 HGV 62 15 Car 62 18 Total %HGV HGV Car Total 3.66% 3 79 82 5.21% 24 437 461 N5 Northeast N5 Southwest 32 30 2 6.25% 397 373 24 6.05% Total Car HGV %HGV
Figure 6.4: PM Peak Hour Traffic Flows
PM Peak Hour: 17.00 - 18.00 Allergan Road
0.00% 0.00% %HGV 0 0 HGV 99 53 Car For inspection purposes99 only. 53 Total Consent of copyright owner required for any other use. %HGV HGV Car Total 0.00% 0 22 22 3.29% 17 499 516 N5 Northeast N5 Southwest 11 11 0 0.00% 502 492 10 1.99% Total Car HGV %HGV
6.3.3.3 Link Capacity
The NRA document TA79/99 (Section 5 Volume 1 Part 3) refers the UK DMRB Traffic Capacity of Urban Roads. Table 2 of this document provides capacities for urban roads based on peak hour traffic flows.
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Based on the criteria outlined in the NRA table, the N5, which has a 50kph speed limit at the junction with Allergan Road, would be categorised as an Urban All-Purpose (UAP) Road 3. A UAP3 Road is ‘Variable standard road carrying mixed traffic with frontage access, side roads, bus stops and at-grade pedestrian crossings’. The N5 at this location would have a typical carriageway width of approximately 8.5m. Therefore according to the NRA table TA79/99, the N5 as a UAP3 has a total indicative two-way capacity flow of approximately 2,200 vehicles per hour.
A review of the existing peak hour traffic flows on the N5 shown in Figures 6.3 and 6.4 outline that the N5 has sufficient link capacity to cater for current demand with sufficient scope to allow for additional traffic flow.
Allergan Road would also be categorised as UAP3 but would have a reduced carriageway width of approximately 7.0m. Therefore according to Table 2 of TA79/99, Allergan Road has a total indicative two-way capacity flow of approximately 1,850 vehicles per hour which is sufficient link capacity to cater for current demand with sufficient scope to allow for additional traffic flow.
6.3.3.4 Existing Capacity of the N5/ Allergan Road Junction
A capacity assessment of the N5/ Allergan Road junction during the existing AM and PM peak hour was undertaken using PICADY junction modelling software. The objective of the assessment is to show how the priority controlled junction is performing based on existing demand and the geometric parameters of the junction. The PICADY junction modelling software provides a performance indicator value for each approach arm known as the Ratio of Flow to Capacity (RFC) value which indicatively shows if the junction handle the scale of traffic volumes. The analysis also provides For inspection purposes only. Consent of copyright owner required for any other use. indicative queue lengths predictions for the priority controlled junction. The results of the capacity assessment are outlined in Table 6.3.
Table 6.3: Results of PICADY Analysis for Existing AM and PM Peak Hours
AM Peak Hour PM Peak Hour Arm (8:00am – 9:00am) (5:00pm – 6:00pm) Max RFC Max Q Max RFC Max Q N5 Southwest* - - - - Allergan Road 0.355 0.5 0.408 0.7 N5 Northeast 0.085 0.1 0.029 0.0 * There is no RFC or Queue Length Values on the N5 Southwest arm as all movement from this arm is free flowing (vehicles travelling straight along the N5 or turning left onto Allergan Road).
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The results of the capacity assessment show that the existing junction has sufficient capacity to cater for the current traffic flows during existing peak periods on the N5. In theory the junction has ample reserve capacity to accommodate additional traffic flow generated by future development.
6.3.3.5 Impact of the Existing Allergan facility on Traffic Flows
Although the existing AM and PM peak periods on the N5 are between 8:00am-9:00am and 5:00pm-6:00pm hours, the shift patterns of Allergan which accounts for the vast majority of its traffic movement occur during different time periods. The existing Allergan facility currently operates on a 24-hour basis through a three shift pattern. The current working shifts are as follows with the first two working shifts being the main daily working shifts.
• 8:00am – 4:30pm
• 4:30pm – 12:00am
• 12:00am – 8:00am
Therefore, based on the above shift pattern times, the existing traffic generated by the existing Allergan facility would only partially coincide with the existing AM peak period on the N5 due to staff leaving the night shift (i.e. finishing work at 8.00am).
Since the existing Allergan facility is the primary generator of traffic on the local road is it expected that shift changes at the facility would For cause inspection diff purposeserent only. daily peak periods on Allergan Road than the Consent of copyright owner required for any other use. peak periods on the N5. Therefore to provide a complete robust baseline assessment a review of the link capacity of the Allergan Road and the capacity at the N5 was undertaken for the period before and after the two main shift changes. The hourly periods selected for analysis was assumed to be 30 minutes before and 30 minutes after the two main shift changes.
For the 8:00am shift change the JTC survey on a typical workday (Tuesday 22nd May 2012) the total hourly traffic flow (7.30am-8.30am) on the Allergan Road was 406 vehicles, which is below the indicative link capacity of 1,850 vehicles per hour.
For the 4:30pm shift change the JTC survey on a typical workday (Tuesday 22nd May 2012) the total hourly traffic flow (4pm-5pm) on the Allergan Road was 251 vehicles, which is below the indicative link capacity of 1,850 vehicles per hour.
An assessment of junction capacity at the N5 / Allergan Road junction during the 8:00am and 4:30pm shift changes showed the junction has sufficient capacity over the full hour periods (half an
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6.3.4 Existing Public Transport
6.3.4.1 Rail
The existing Allergan facility is located approximately 1.5km (walking distance) from Westport train station. Westport Station is the terminal of the Dublin Heuston to Westport line.
Iarnród Éireann provides 4 services per day from Dublin Heuston to Westport, Monday to Sunday. There are 4 services per day from Westport / Ballina to Dublin Heuston, Monday to Friday, 3 services on Saturday and 4 services on Sunday.
6.3.4.2 Bus
Westport is well served by bus, with Bus Éireann operating a number of Expressway and Rural Services through and to / from the town. The Bus Eireann bus stop is located on Mill Street, approximately 1.4km from the campus. For inspection purposes only. Consent of copyright owner required for any other use.
The following Bus Éireann routes serve Westport:
• Expressway Services – Route 21 (Dublin – Athlone – Ireland West Airport Knock – Westport)); Route 52 (Galway – Castlebar – Westport); and 57 (Ballina – Westport – Castlebar – Galway – Limerick – Cork)
• Rural Services: Route 66 (Westport – Ballina – Sligo Enniskillen – Belfast); Route 439 (Ballina – Castlebar - Westport); Route 440 (Ireland West Airport Knock – Castlebar – Westport – Achill Island); Route 442 (Swinford – Charlestown – Kiltimagh – Castlebar – Westport); 454 (Ballina – Crossmolina – Lahardane – Castlebar – Westport); 456 (Galway – Ballinrobe – Westport – Castlebar – Ballina)
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6.3.5 Existing Pedestrian and Cycleways
The N5 has footways along both sides of the carriageway at the junction with Allergan Road and retains a footway at minimum along one side of the carriageway up as far as the town centre. There are footways along both sides of the Allergan Road. There are no designated cycleways on the N5 or Allergan Road (between the site and the N5).
6.4 ASSESSMENT YEARS AND GROWTH IN BACKGROUND TRAFFIC FLOW
6.4.1 Assessment Years
Subject to planning permission, it is envisaged that the extension to the Allergan facility would be complete and in operation by the year 2017. The National Roads Authority (NRA) Traffic and Transport Assessment Guidelines – September 2007 recommends that assessment be undertaken for the opening year, and opening year +15 years in order to assess the traffic impact of the proposed development on the receiving road network. Accordingly the assessment years are 2017 (Opening Year) and 2032 (Design Year) are considered.
6.4.2 Future Growth in Background Traffic Volumes
The NRA’s Project Appraisal Guidelines (PAG), Unit 5.5 outlines a series of regional traffic growth For inspection purposes only. factors for the period 2006-2040.Consent The of copyrightgrowth owner factor requireds are for anystated other use. for car/LGV and HCV type vehicles for seven different regions and for three different scenarios: Low Growth, Medium Growth and High Growth.
It is considered that the NRA PAG Unit 5.5 were the most appropriate percentages to apply to the existing background flows on the surrounding road network to account for future growth on the adjacent N5 in the opening year 2017 and design year 2032.
For this assessment, it was assumed that medium growth factors were appropriate. The proposed medium growth factors for Region 6 (West, including Mayo) for the periods 2012-2017 and 2012- 2032 are shown in Table 6.4. It is considered appropriate to apply the growth factors to the background traffic flows for the 2017 and 2032 assessment years.
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Table 6.4: NRA Medium Traffic Growth Factors for Region 6 (West)
Growth Period Type of Vehicle NRA Growth Factor 2012-2017 Car/LGV 1.061 HGV 1.035 2012-2032 Car/LGV 1.252 HGV 1.103
6.4.3 Future Development in the Adjacent Area
The area directly to the north of the proposed development has been designated as a proposed road corridor in the Westport Town & Environs Development Plan 2010 – 2016 to facilitate the proposed upgrade to the N5 (Westport to Turlough Road Project). In July 2012, Mayo County Council varied the County Development Plan to rezone the site of the proposed development to industrial use. In addition, the proposed corridor for the N5 road development was aligned further north of the proposed development site. While this will not affect the opening year assessment, it is considered that the realigned and upgraded N5 will be open and be in operation by the design year 2032.
6.5 IMPACT ASSESSMENT
6.5.1 Estimated Trip Generation Volumes during Operational Phase
For inspection purposes only. Consent of copyright owner required for any other use. The Allergan facility currently employs approximately 870 staff. The extension to the facility will provide employment for approximately additional 200 staff during operational phase, which equates to an approximate 25% increase in staff levels. Therefore for the purpose of assessing the potential traffic impact generated by the expansion of the facility a first principle assumption is made that a 25% increase in staff numbers will equate to a 25% increase in traffic volumes generated by the Allergan facility during shift changes.
A review of the existing traffic flows on Allergan Road during the main shift patterns shows the following traffic flows on the local road. This volume of vehicles will include a percentage of vehicles accessing the neighbouring residential developments. However for the purpose of this assessment it is conservatively assumed that all the recorded traffic flow is related to the existing Allergan facility:
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Table 6.5: Existing Traffic Flows on Allergan Road
Main Work Shift Patterns Development PeakTraffic Flow InboundTraffic Flow OutboundTotal Traffic Flow Hour*
8:00am-4:30pm 7:30am-8:30pm 333 73 406
4:30pm-12:00am 4:00pm-5:00pm 71 180 251
* The development peak was assumed to be 30 minutes before the new shift starts for staff arriving to work and 30 minutes after the previous shift ends for staff to leave work.
Table 6.5 shows that the traffic levels heading inbound on the Allergan Road in the morning period (7:30am-8:30am) were significantly higher than the proportional of vehicles that were travelling outbound at the end of the 8:00am-4:30pm work shift. Allergan confirmed that the number of employees arriving between 7:30am-8:30am is significant higher due to both shift workers and administration staff arriving during this period. Although the shift workers will depart at 4:30pm (end of work shift) the administration staff work more standard hours and leave work over an extended period as opposed to a set time. Therefore there are reduced numbers of vehicles departing the Allergan facility between 4:00pm-5:00pm.
Based on the assumption that the proposed development will increase staff levels by 25%, it is estimated that the traffic levels on Allergan Road would rise to the levels shown in Table 6.6.
Table 6.6: Estimated Traffic Flows on Allergan Road with the Proposed Development in Place
Main Work Shift Development Peak ForEstimated inspection purposes Traffic only. FlowEstimated Traffic FlowEstimated Total Traffic Consent of copyright owner required for any other use. Patterns Hour* Inbound Outbound Flow
8:00am-4:30pm 7:30am-8:30am 416 91 507
4:30pm-12:00am 4:00pm-5:00pm 89 225 314
In order to undertake a robust assessment of the potential traffic impact of the proposed deveolopment it is considered that a link and junction capacity analysis should be undertaken for both the primary development peak period of 7:30am-8:30am and the period of 4:00pm-5:00pm where the second daily shift starts at the Allergan facility.
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6.5.2 Trip Distribution during Operational Phase
For both the opening year and design year assessments, the new traffic volumes generated by the Allergan facility will be assigned onto the local road network based on the recorded percentage assignment at the existing N5/ Allergan Road junction.
6.5.3 Estimated Trip Generation Volumes during Construction Phase
It is anticipated, subject to planning permission, that construction will take two years and will be completed in 2015 with a view to commencing production in 2017. It is predicted that at peak construction period (i.e. during fabrication and super structure works) approximately 300 personnel will be employed at the site.
6.5.3.1 Material Balance
The existing topography will require significant cut and fill works in order to form the development areas. The estimated cut and fill volumes associated with the earthworks stage are 80,000m3 cut and 62,000m3 fill. It should be noted that these estimated volumes will be refined at detailed design stage. It is anticipated that useable aggregates and fill material will be encountered in excavations on the site that will be reused in construction and landscaping, with a view to reducing the removal of spoil from the site. From preliminary ground investigation works it is estimated that up to 25-40% of excavated soil could be reused but this scale of reuse will be examined further during detail design stage and as construction commences. For inspection purposes only. Consent of copyright owner required for any other use.
Based on the assumption that each HCV will transport 10m3 of material and a conservative estimated that 25% of the excavated soil will be reused on site it is assumed that 6,000 HCV movements in each direction would be generated by removing cut material, with a further 4,650 HCV movements in each direction generated by the importation of fill material. This equates to total HCV movement of approximately 21,300 HCV movements during the earthworks stage of the construction programme.
It is envisaged that the earthworks stage for a proposed development of this scale would take approximately six months to complete. Assuming a standard working period of 120 days for the six months, this equates to a total of 180 HCV movements per day. Assuming an even distribution across a standard 10-hour construction working day (8:00am – 6.00pm), it is predicted that an average of 18 HCV movements per hour will be generated during the earthworks stage.
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It is considered that the average HCV daily movement during the earthworks stage would have a less impact in terms of volumes of vehicles compared to the estimated daily traffic flow generated during the operational stage. However due to the type of vehicles travelling on Allergan Road and the fact that HCV movement will occur adjacent to residential areas a construction traffic management plan should be developed and this will be discussed further in the mitigation measures section of this assessment.
It is noted that all construction trip generation volumes are based on preliminary figures at planning stage which could later change depending on the construction methodology proposed by the appointed contractor and the suitability of site-won material for reuse. In addition, it is expected that a percentage of the HCV importing fill material will also be used to export cut material which would further reduce HCV trips during the earthworks stage.
In terms of the construction programme the peak construction personnel movements during fabrication and structure works stage will not coincide with the peak HCV movements during earthworks stage.
6.5.3.2 Haulage Route for Construction Vehicles
Construction vehicles will use the N5 and the existing Allergan Road to access the development site. As the proposed site entrance is only located approx 400m from the N5 and this road is a National Primary Road, it is considered that the proposed haul route will have sufficient capacity, strength and carriageway width to accommodate the transportation of all materials and building structures. For inspection purposes only. Consent of copyright owner required for any other use.
6.5.3.3 Working Hours
It is considered that the peak movement for construction employees would be between 7:30am and 8:00am in the morning and 6:00pm and 6:30pm in the evening. Construction working hours are proposed between 8:00am-6:00pm on weekdays and potentially 8:00am-1:00pm on Saturdays.
During the fabrication and superstructure works it is considered that construction employee numbers could reach 300 which could lead to a concreted flow of vehicle movement arriving at the N5/Allergan Road junction when the daily work shifts end. Assuming all construction employees finish at the same time, it is anticipated that this level of concentrated traffic flow would generate short term queuing at the N5/Allergan Road junction but like the existing scenario it will fully dissipate within a 15-20 minute period. The peak construction personnel traffic movement will also occur outside the recognised AM and PM peak hours of the existing traffic flows on the N5 local
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As part of the construction traffic management plan the contractor should examine the feasibility of adopting staggered working hours which would reduce the concentrated movement associated with all construction personnel finishing at the same time.
6.6 PREDICTED IMPACT OF THE PROPOSED DEVELOPMENT
Due to the nature of the employment and operational hours at the Allergan facility a significant proportion of the development generated traffic occurs at shift changes with the traffic impact almost negligible in the remaining hours. Therefore since the development peak traffic volumes do not fully coincide with the background peak traffic volumes on the adjacent N5 it is considered that an analysis of the development peak periods would be an appropriate assessment of the traffic impact of the proposed extension to the Allergan facility.
The link and junction assessment will focus on the AM development peak period of 7:30am – 8:30am where shift workers arrive/leave and administration staff arrive at the facility. In addition an assessment of the PM development peak period of 4:00pm- 5:00pm where another shift change occurs will also be undertaken.
6.6.1.1 Link Capacity Analysis
A high level link capacity analysis was undertaken on the N5 and Allergan Road to ensure that the For inspection purposes only. additional traffic generated by Consentthe extension of copyright ownerto th requirede Allergan for any other facility use. will not have an adverse impact on the operation of these roads.
It is estimated from NRA TA79/99 and UK DMRB Traffic Capacity of Urban Roads document that the N5 has a total indicative two-way capacity flow of approximately 2,200 vehicles per hour. It is estimated that the total traffic flow on the N5 during the opening year 2017 would be 995 vehicles between 7:30am-8:30am and 1,192 vehicles between 4:00pm-5:00pm. For the design year 2032, it is estimated that the total traffic flow on the N5 would be 1,097 vehicles between 7:30am-8:30am and 1,480 vehicles between 4:00pm-5:00pm. Therefore, the N5 would have sufficient link capacity to cater for the demand generated by the extension to the Allergan facility during the opening and design years.
It is estimated from NRA TA79/99 and UK DMRB Traffic Capacity of Urban Roads document that Allergan Road has a total indicative two-way capacity flow of approximately 1,850 vehicles per hour. It is estimated that the total traffic flow on Allergan Road would be 507 vehicles between 7:30am-8:30am and 314 vehicles between 4:00pm-5:00pm. (As the estimated traffic flow on this
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6.6.1.2 Junction Capacity Analysis
The junction that will be directly impacted by the proposed extension of the Allergan facility is the N5 / Allergan Road junction. The impact on the capacity of this junction was assessed for the following scenarios:
• 2017 Opening Year without the extension in place (‘Do Nothing’ scenario)
• 2017 Opening Year with the extension in place (‘Do Something’ scenario)
• 2032 Design Year without the extension in place (‘Do Nothing’ scenario)
• 2032 Design Year with the extension in place (‘Do Something’ scenario)
For each scenario the junction was assessed for the one hour period 7:30am – 8:30am where shift workers arrive/leave and administration staff arrive at the facility and for the one hour period 4:00pm – 5:00pm where there is another change in the work shift.
The priority controlled N5 / Allergan Road junction was analysed using the junction capacity model, PICADY (Priority Intersection Capacity and Delay) version 5.0. The junction models are based on a performance indictor value known as the Ratio of Flow to Capacity (RFC), which is the output figure of each junction arm. If the RFC value For inspection exceeds purposes 0.85 only., then the junction is considered to start to Consent of copyright owner required for any other use. operate unsatisfactorily and begin to experience queuing and delays.
Opening Year 2017 - ‘Do Nothing’ and ‘Do Something’ Scenarios
Table 6.7 presents a summary of the results of the N5 / Allergan Road junction capacity assessment for the Opening Year (2017) ‘Do Nothing’ and ‘Do Something’ Scenarios.
The predicted traffic flows at the N5 / Allergan Road junction for the 2017 ‘Do Nothing’ scenarios are presented in Appendix A, Volume 3. The predicted traffic flows at the N5 / Allergan Road junction for the 2017 ‘Do Something’ AM and PM Peak Hour ‘Do Something’ scenarios are also presented Appendix A, Volume 3.
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Table 6.7: Summary of Junction Capacity Assessments – Opening Year 2017 AM and PM ‘Do Nothing’ and ‘Do Something Scenarios’
Do Nothing Do Something Do Nothing Do Something
7:30am- 8:30am 7:30am- 8:30am 4:00pm- 5:00pm 4:00pm- 5:00pm Junction Arm Queue Queue Ratio of FlowQueue Queue Ratio of Flow to Ratio of Flow to Ratio of Flow to Lengths Lengths to Capacity Lengths Lengths Capacity (RFC) Capacity (RFC) Capacity (RFC) (RFC)
N5 Southwest ------
Allergan Road 0.367 0.6 0.467 0.8 0.674 1.9 0.874 4.5
N5 Northeast 0.296 0.5 0.407 0.8 0.100 0.1 0.125 0.2
The results of the capacity analysis in Table 6.7 outline that the existing N5 / Allergan Road junction has sufficient capacity over the full AM Development Peak hour (7:30am-8:30am) to cater for the predicted increase in traffic associated with the proposed development during the Opening Year 2017.
However, the results of the analysis predict that the junction will operate above practical capacity for a 15 minute period (4:30pm – 4:45pm) during the PM Development peak hour, with the proposed extension in place. These results are consistent with the current short period (15-20mins) localised queuing observed on Allergan Road, which occurs at the shift change time (4:30pm). Therefore, the short period queuing on Allergan Road is not directly caused by the building of the new extension. The Opening Year ‘Do Something’ junction analysis indicates that, as with the observed current scenario, this localised For inspection queuing purposes fully only. dissipates within a 15-20 minute pattern with Consent of copyright owner required for any other use. the junction operating within capacity before 5:00pm.
Design Year 2032 - ‘Do Nothing’ and ‘Do Something’ Scenarios
Table 6.8 presents a summary of the results of the N5 / Allergan Road junction capacity assessment for the Design Year (2032) ‘Do Nothing’ and ‘Do Something’ Scenarios.
The predicted traffic flows at the N5 / Allergan Road junction for the 2032 ‘Do Nothing’ scenarios are presented in Appendix A, Volume 3. The predicted traffic flows at the N5 / Allergan Road junction for the 2032 ‘Do Something’ AM and PM Peak Hour ‘Do Something’ scenarios are presented in Appendix A, Volume 3.
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Table 6.8: Summary of Junction Capacity Assessments – Design Year 2032 AM and PM ‘Do Nothing’ and ‘Do Something Scenarios’
Do Nothing Do Something Do Nothing Do Something
7:30am- 8:30am 7:30am- 8:30am 4:00pm- 5:00pm 4:00pm- 5:00pm Junction Arm Queue Queue Ratio of FlowQueue Queue Ratio of Flow to Ratio of Flow to Ratio of Flow to Lengths Lengths to Capacity Lengths Lengths Capacity (RFC) Capacity (RFC) Capacity (RFC) (RFC)
N5 Southwest ------
Allergan Road 0.389 0.6 0.496 0.9 0.766 2.7 1.007 8.2
N5 Northeast 0.310 0.5 0.427 1.0 0.105 0.1 0.131 0.2
During the 7:30am – 8:30am peak hour, the junction is predicted to operate well below practical capacity, with no queuing or delays on Allergan Road or the N5. The results of the capacity analysis show that the proposed development of the extension (i.e. difference between ‘Do Nothing’ and ‘Do Something’) causes the RFC performance indictor value to exceed capacity during the period 4:00pm-5:00pm as shift workers are leaving the proposed facility.
However, similar to the opening year, these results are consistent with the current short period (15- 20mins) localised queuing observed on Allergan Road, which occurs after the shift change time (4:30pm). Therefore, it is once again considered that the short period queuing on Allergan Road is not directly attributable to the building of the new extension and the Design Year ‘Do Something’ junction analysis indicates that this localised queuing fully dissipates within a 15-20 minute period. In addition, by the year 2032, it is expected For inspection that purposes the N5 only. would be upgraded and realigned which will Consent of copyright owner required for any other use. reduce through traffic flow on the current N5 and result in a second access junction to Allergan facility which will have a positive impact on the capacity of the existing junction.
Potential Impact of Re-Aligned and Upgraded N5 (Westport to Turlough)
As outlined in Section 6.4.3, the area directly to the north of the proposed development has been designated as a road corridor in the Westport Town & Environs Development Plan 2010 – 2016 to facilitate the proposed upgrade and realignment of the N5 (Westport to Turlough Road Project). This will result in the new N5 running north of the proposed development site and it is expected that the current Allergan Road will be extended to intersect the new N5 alignment which will result in a new access junction and an alternative access arrangement to the proposed Allergan facility.
It is likely that the upgrade and re-alignment of the N5 will have a positive effect on the operation of the existing N5 / Allergan Road junction since:
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• Traffic going to / from the Allergan facility will have direct access on to the re-aligned N5, taking some of the traffic away from the existing junction which will reduce the RFC performance indictor value in the design year 2032.
• Traffic going from the N5 to the N59, will no longer have to pass through Westport Town Centre and, by extension, the existing N5 / Allergan Road junction. Therefore the through traffic at the existing junction will reduce the RFC value will reduce in the design year 2032.
Overall it envisaged that when the N5 is upgraded and realigned the existing N5 / Allergan Road junction will have sufficient capacity to cater for the predicted 2032 ‘Do Something’ design year traffic levels.
6.6.1.3 Access Arrangements & Internal Roads
Traffic will access the proposed development via the N5 and Allergan Road. The proposed extension to the Allergan facility will be accessed via the existing car park entrance and a newly constructed internal access road and bridge along the eastern perimeter of the site. The internal road layout will also include a fire truck access route which will run from the Entrance Plaza to the Loading Bay providing a complete loop of the building.
The speed restriction proposed within the development will be set at 15 km/hr. All internal roads within the development will consist of a 6 metre wide carriageway. Designated pedestrian walkways are provided between car parking areas, the production buildings and between the two plants. A new pedestrian bridge will For be inspection constructe purposes donly. over the stream that currently passes to the Consent of copyright owner required for any other use. north of the existing plant.
6.6.2 Parking
It is proposed to provide circa 75 new car parking spaces for employees as part of the expansion of the facility. Vehicular traffic will access this car park via the new access road from the existing car park.
A comparison of the existing and estimated traffic volumes for the Allergan facility, outlined in Tables 6.5 and 6.6, indicates that the proposed development will result in an additional 83 vehicles entering the facility during the AM development peak hour (7:30am – 8:30am). However, during this same period, an additional 18 vehicles will leave the facility. The net impact of the expansion will therefore be an additional 65 vehicles on site during the day shift (8:00am – 4:30pm). These additional vehicles can be accommodated by the proposed 75 additional parking spaces.
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Furthermore, a dedicated and secure bicycle storage area will be set out within the car parking area. Further visitor (circa 16 spaces) and disabled (circa 10 spaces) parking spaces will be provided at the western façade of the Biologics II building adjacent to the Entrance Plaza. These spaces will be accessed via the new access road linking the plants and a vehicular link to the Entrance Plaza.
6.7 MITIGATION MEASURES
6.7.1 Construction Phase
It is recommended that as part of the CEMP, a construction traffic management plan will be prepared for the construction phase. This plan will outline the methodology for managing HCV movement along Allergan Road and on the N5 (especially in the vicinity of sensitive locations such as the entrance to residential estates). In addition the construction traffic management plan should outline and describe the measures that will be implemented to ensure the full safe movement of pedestrians and cyclists on the local road network during the construction stage.
6.7.2 Operation Phase
It is envisaged that, with the proposed extension in place, the N5 / Allergan Road junction will operate at capacity for a 15 minute period directly after the 4:30pm shift change in the Opening Year 2017. However, the proposed development will not generate a significant increase in localised queuing and as with the existing situation all queuing will dissipate fully before 5:00pm with the junction operating well below capacity for the remainder of the day. It is therefore considered that, due to the limited duration of the shift For change inspection tra purposesffic flows,only. no immediate mitigation measures would Consent of copyright owner required for any other use. be required at this junction.
The assessment showed that in the year 2032 a similar situation is predicted to occur with regard to the N5 / Allergan junction operating at capacity for a short period after the 4:30pm shift change. This is based on a scenario of the existing N5 still being in place. However, it is expected by the year 2032, that the upgraded and realigned N5 will be complete and in operation which would reduce through traffic on the existing carriageway and provide a secondary access to the Allergan facility. The construction of the realigned N5 would result in the existing N5/Allergan Road junction having sufficient capacity at all times in the design year of 2032.
6.8 RESIDUAL IMPACTS
With the proposed mitigation in place there are no predicted residual impacts.
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7 HUMAN BEINGS
7.1 INTRODUCTION
Human beings comprise one of the most important elements of the ‘environment’. Any potential impact on human beings that may arise from the proposed development must therefore be appropriately assessed. The principal concern is to ensure that human beings within the study area experience no significant unacceptable diminution in aspects of ‘quality of life’ as a consequence of the construction and operation of the proposed development. Relevant components of ‘Human Beings’ in this section of the EIS include: population, employment, and community aspects.
The proposed development is for a new biological processing building within an established industrial area of the town of Westport. In this regard, it is a use which is in principal a typical use type for its context thereby limiting it’s potential to adversely impact on human beings and sensitive uses. However, the urban context of the site also means that the proposed development site is naturally close to a large resident population. Combined with the fact that Westport is also an important service and tourist centre, the proposed development has potential to impact on a range of population groupings. This section considers in detail the existing socio-economic context of the proposed development site, identifies the various sensitive ‘communities’ within the vicinity of the site and assesses the potential for impact on same.
Other environmental topics which the proposed development has potential to impact on the human environment include noise, air quality, traffic and transport and visual impact. Direct impacts on For inspection purposes only. human beings from these sourcesConsent are of copyright addressed owner required in de fortail any elsewhere other use. in this EIS.
7.2 METHODOLOGY
This socio-economic impact assessment is carried out by way of a combination of desk-based studies, site visits and investigations. The methodology adopted is based on the guidelines and recommendations contained in the EPA Guidance (2002 and 2003). Having regard to these advices, the issues examined include economic activity, social consideration, land use, and health and safety matters. Where appropriate, impacts on human beings are examined as impacts on different groupings of people in general, rather than specific individuals.
Information on the demographic and employment characteristics of the resident population within the catchment area that are considered of relevance is provided. Population information is sourced mainly from the Census of Population 2011 and 2006. Unfortunately, 2011 Census Information on employment and economic profiles is not yet available on a small scale ‘Electoral Division’ basis.
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Information on employment characteristics and socio-economic profiles is therefore provided from the 2006 Census largely. Consideration of current unemployment patterns is based on up-to-date information available from the Live Register.
Information on tourists visiting the area was obtained from Failte Ireland Annual Tourism Facts accessed via the Failte Ireland website.
Identification of sensitive communities and land uses in the vicinity of the site was undertaken by a mix of site visits, review of GoogleMaps, GoogleMaps aerial photography and Development Plan mapping.
Finally, with regard to Health and Safety aspects of the proposed development, expert information on biologics manufacturing procedures was obtained directly from Allergan Pharmaceuticals (Ireland) Limited.
The focus of the chapter is on establishing the potential for socio-economic impact on population and employment in the area and impacts on the community, including the resident, working and visiting community. Land use is considered in addressing impacts on the resident and working community. In this regard, any particularly sensitive land uses are identified and considered in this assessment. Each section will set out the detail of the existing environment, the characteristics of the development that could have socio-economic impacts; the consequences of such impacts; and mitigation measures where considered necessary.
7.3 DESCRIPTION OF EXISTING For inspection ENVIRONMENT purposes only. Consent of copyright owner required for any other use.
7.3.1 Demography and Employment - Statistical Context
The most recent Census of Population for which population statistics are currently available is the Census of Population 2011. In order to provide a truly meaningful analysis of population and employment in the context of the proposed development, Census results need to be considered on a local level. Such local area information is generally provided by the CSO in a range of information on an Electoral Division basis. While general population results from the 2011 Census are currently available on an Electoral Division basis, the Small Area Population Statistics, which contain amongst other information, data on economic and employment profiles, will not be made available until Quarter 4 of 2012. Social group profiles and employment information is therefore garnered from the Census of Population 2006. This is updated by reference to Live Register information for the Westport Social Welfare Local Office.
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The proposed development site is located within the Electoral Division of Westport Urban. The immediate catchment can reasonably be defined as Westport town and its environs. This, in addition to the Electoral Division of Westport Urban, also comprises the Electoral Division of Westport Rural and part of Kilmeena. For the purposes of assessment all of the Kilmeena ED is included within the immediate catchment area.
7.3.2 Population Levels
Table 7.1 presents population figures for the years between 2002 – 2011. It incorporates a comparison between rates of growth / decline across the Electoral Divisions of the immediate catchment area, as well as comparisons with the County and State averages.
Table 7.1: Population and Rates of Population Change at Local, County and State Levels for 2002, 2006 and 2011
Change 2002 – Change 2006 Population Population Population Area 2006 2011 2002 2006 2011 (% Change) (% Change)
State 3,917,203 4,239,848 4,581,269 + 8.2% +8.1% County Mayo 117,446 123,839 130,638 +5.4% +5.5% Immediate Catchment Area 7,820 8,071 8,666 +3.2% +7.4% Totals Westport Urban 5,314 5,163 5,543 -2.8% +7.4% Westport Rural 1,336 1,463 1,577 +9.5% +7.8% Kilmeena 1,170 1,445 1,546 +23.5% +7.0% Source: Census of Population 2002, 2006 and 2011 For inspection purposes only. Consent of copyright owner required for any other use.
The population of the State increased at rates of 8.2% and 8.1% between the periods of 2002 to 2006 and 2006 to 2011. In comparison, population within the immediate catchment area of the subject site increased by only 3.2% between 2002 to 2006. The rate of increase grew significantly between 2006 and 2011 when an increase of 7.4% was experienced. The low growth rate between 2002 and 2006 was due to a loss of population in Westport Urban of -2.8% during that period. High growth rates experienced in Westport Rural and the rural area of Kilmeena for that period also might suggest a partial relocation of some previously urban dwellers to more edge of urban rural locations. This pattern does not appear to have continued after 2006 when more even growth rates between 7% and 8% were experienced across the three EDs of the catchment area.
In general it is noted that while population levels in the State as a whole grew by 17% during the 10 year period 2002 to 2011, the growth experienced both within Mayo County in general and within the local catchment area specifically, was much lower at 11.2% and 10.8% respectively.
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7.3.3 Employment Status
The most recent information available from the Census of Population, in respect of the principle economic status of the local population of the Westport Electoral Divisions, is from the 2006 Census of Population. This information is not yet currently available from the 2011 Census for individual Electoral Divisions.
The information from the 2006 Census is shown in Table 7.2. Although this is now out-of-date, it does give an indication of how the local catchment area performed economically relative to the County or the State prior to the onset of the current economic recession. In this regard, it is clear that the unemployment level of the local catchment area was well below the state and the county averages. As these unemployment levels are generated purely from the principle economic status of persons over 15 years recorded in the Census of Population, they are not a true reflection of real unemployment rates, but are useful for comparing the relative performance of an area compared with State or county averages. The concentration of professional, service and tourist related jobs within the Westport region is likely to have contributed to the low unemployment levels experienced locally compared to county or state averages.
Table 7.2: Labour Force and Unemployment Level, 2006
Area At Work 1st time JobseekerUnemployed Work Force Unemployment Level State 1,930,042 29,372 150,084 2,109,498 7.1% Mayo County 52,277 774 4,466 57,517 7.8% Local Catchment Total 3,588 29 234 3,851 6.1% Westport Urban 2,349 20 169 2,538 6.7% Kilmeena 602 3 39 644 6.1%
Westport Rural 637 For inspection6 purposes only. 26 669 3.4% Consent of copyright owner required for any other use.
A more accurate recording of unemployment rates can obtained from live register figures recorded by the Central Statistics Office. Live register figures also give a more up-to-date picture. In this regard, it should be noted that the unemployment rate recorded for the State as a whole in May 2006 was 4.5% (152,560 No. persons). This rate has grown over threefold since then to a current rate of 14.3% in May 2012 (432,907 No. persons). The number of people recorded on the Live Register at the local Westport Social Welfare Office has also more than trebled in that period, from 552 No. persons in May 2006 to 1,829 No. persons in May 2012.
As with information on ‘principle economic status’, information on ‘population by socio-economic group’ is similarly not yet available on a localised Electoral Division basis from the 2011 Census. The 2006 Census is the latest Census for which such information is currently available. While also out-of-date it nevertheless gives some indication of the types of employment the local population was recently engaged in and indeed is capable of being engaged in. Tables 7.3 and 7.4 show the absolute number of persons and the proportions of the population respectively by difference socio-
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Table 7.3: Numbers of Persons by Socio-Economic Grouping, 2006
Employers Higher & andNon- ManualSemi- SkilledOwn AccountFarmers Others & Total Area Managers Lower & Manual& Unskilled Workers Agric. Profess’al Skilled Workers State 656,666 628,922 1,133,174 547,352 239,465 268,151 626,558 4,100,288 Mayo County 15,517 14,909 30,584 16,940 8,230 15,997 16,805 118,982 Local Catchment Total1,220 1,042 1,887 936 606 271 971 6,933 Westport Urban 667 576 1,248 592 254 53 748 4,138 Kilmeena 228 222 267 136 187 165 145 1,350 Westport Rural 325 244 372 208 165 53 78 1,445
Table 7.4: Proportion of Population by Socio-Economic Grouping, 2006
Emplyers Higher & andNon- ManualSemi-SkilledOwn AccountFarmers Others & Total Area Managers Lower & Manual& Unskilled Workers Agric. Profess’al Skilled Workers State 16.0% 15.3% 27.6% 13.4% 5.8% 6.6% 15.3% 100% Mayo County 13.0% 12.6% 25.8% 14.2% 6.9% 13.4% 14.1% 100% Local Catchment Total17.6% 15.0% 27.2% 13.5% 8.8% 3.9% 14.0% 100% Westport Urban 16.1% 13.9% 30.2% 14.3% 6.1% 1.3% 18.1% 100% Kilmeena 16.9% 16.4% 19.8% 10.1% 13.9% 12.2% 10.7% 100% Westport Rural 22.5% 16.9% 25.7% 14.4% 11.4% 3.7% 5.4% 100%
Compared with State averages, the local population within the catchment area of Westport has a slighter higher proportion of persons For classified inspection purposes as employers only. or engaged in professions. Also of Consent of copyright owner required for any other use. note is the fact that it has a much lower proportion of persons engaged in farming and agriculture. These patterns are due to the urban nature of the local catchment around Westport town defined for the purposes of this assessment. In general however, the socio-economic profile of the local catchment area reveals a roughly comparable picture to state averages. In this regard it provides a wide range of potential employee types of various skill levels and professional training for possible new future employers.
7.3.4 Community and Population Groupings
Resident Population
Westport town consists of a formally laid out town centre in which the majority of the town’s services and retail outlets are concentrated. The Quays area along with a few industrial / commercial parks dispersed across the town form additional areas of commercial activity. The
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As noted from the population figures outlined there has been a recent decrease in population form the core of Westport, but an increase in numbers further out from the town centre and in the rural areas surrounding. This is likely explained by people moving to newer housing developments on the fringes of the town and one-off houses in the areas surrounding the town.
As noted in the Westport Town and Environs Development Plan 2010, the majority of people living in Westport are Irish (87%) with the remainder (13%) of the population made up of persons from the UK (4%), EU (5%) and Rest of the World (3%) (1% not stated). This is roughly comparable with state figures of 88.9%, 2.7%, 3.9%, 3.2% and 1.1% respectively.
The Development Plan estimates that there are approximately 1,771 households in Westport and environs, with the majority of households made up of 2-4 persons. There are 743 family units residing in Westport and environs according to the Plan. 78% of these are made up of 1 or 2 children families and 54% have children under 15 years of age. 34% of family units consist of adults only.
Working Population
Industrial / manufacturing activities are found at a range of locations throughout the town such as the Quay, Carrowbeg, Gortaroe, Altamount Street and the Golf Course / Newport Road. Major employers are the applicant itself Allergan, along with Field Boxmore, Skretting Ireland, Isotron, Northern Feather, Poplar Linens and Carraig Donn Industries. There are also a number of family For inspection purposes only. run and smaller enterprises locatedConsent acrossof copyright the owner town required. for any other use.
Retailing is a further sizeable employer. Retail activity is concentrated on the town centre and the Quay and comprises convenience, comparison and tourist-related retail. Many retail outlets are independent family run businesses. Outside of these core retail areas, there is also some retail warehouse type activity.
The tourist industry is a key employer of vital importance to the town of Westport. Such employment is created directly in hotel and other accommodation providers as well as tourist attractions such as Westport House and Country Park. More indirect employment from the tourist industry is generated in the restaurants, pubs and shops of the town.
As of June 2012, Allergan employs 893 No. persons on a permanent basis at its Westport site. Of these approximately 45% are skilled and 55% unskilled workers.
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EPA Export 16-12-2013:23:16:15 Allergan Pharmaceuticals Ireland Biologics Capacity Expansion Project Environmental Impact Statement
Due to the highly specialised nature of the pharmaceutical processes, 95% of the raw materials used at the site are imported. There are limited knock-on jobs created locally then for suppliers. Local knock-on employment is concentrated in sectors servicing the plant in areas such as specialised cleaning and maintenance etc.
Visiting Population
Westport is an important tourist town in the West of Ireland. The heritage town is itself an important tourist attraction, but it also acts as a tourist base for access to the range of tourist attractions within easy reach.
The charm and attraction of Westport town derives from its wealth of positive attributes, including amongst others, it’s coastal setting (with sea access at Westport quays) overlooked by Croagh Patrick; its Georgian architecture and formal street plan; the Carrowbeg river running through the town; and the many traditional pubs and associated traditional music events. In this regard, the town attracts tourists at all times throughout the year.
Westport’s popularity is also driven by the nearby attractions including the many beaches between Westport and Louisburgh, Croagh Patrick, Westport House and Country Park and more recently the Western Greenway walking and cycling route. Other attractions within day trip distance of Westport include Achill Island and Leenane / Kylemore Abbey.
2010 is the most recent year for which Bord Failte has published preliminary figures. Of a total of 5.87m overseas tourists to Ireland in that year, approximately 1.15m visited the West region. This was the third most visited region of Ireland after Dublin and the South-West. Total numbers of For inspection purposes only. tourists to Ireland declined inConsent 2010 of copyright by approximate owner required forly any 15% other use. from the previous year’s recorded numbers. Overseas visitors to the West region in particular have also be declining since their peak in 2007.
The West is particularly popular for European and British visitors. Galway was the most visited county attracting almost 90% of European visitors. Over half of the visitors to Mayo originate in Britain. British visitors visit the west either on holiday or to visit friends and family. July, August and September are the peak months of arrival and more than half stay with family and friends. They are either Irish born (28%) or repeat visitors to Ireland (61%).
The profile of the European visitor to the West is somewhat different to that of the British visitor. The majority of European tourists visit the region in July and August. More than half are first time visitors to Ireland and they tend to be young, white collar workers.
The western region in general and Westport in particular are also important domestic tourist destinations. While these numbers also peak in the Summer months, the domestic tourist market
MDE1096Rp0001B 81 Rev F01
EPA Export 16-12-2013:23:16:15 Allergan Pharmaceuticals Ireland Biologics Capacity Expansion Project Environmental Impact Statement does continue throughout the year, albeit at lower levels. The presence of golf courses, watersport access and more recently the Western Greenway support activity bas